FINAL REPORT

REPORT OF THE THIRTIETH MEETING OF THE ASIA/PACIFIC

AIR NAVIGATION PLANNING AND IMPLEMENTATION REGIONAL GROUP
(APANPIRG/30)

Bangkok, Thailand, 4 to 6 November 2019

The views expressed in this Report should be taken as those of the

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

Approved by the Meeting

and published by the ICAO Asia and Pacific Office
 TABLE OF CONTENTS

PART I - HISTORY OF THE MEETING

Page

1.1 Introduction ................................................................................................................. i-1

1.2 Attendance ................................................................................................................... i-1

1.3 Opening of the Meeting ............................................................................................... i-1

1.4 Election of Chairman APANPIRG ................................................................................. i-1

1.5 Officers and Secretariat .................................................................................................. i-2

1.6 Agenda of the Meeting ................................................................................................. i-2

1.7 Working Arrangements, Language and Documentation ................................................. i-3

1.8 Conclusions and Decisions - Definition ........................................................................ i-3

1.9 Terms of Reference of APANPIRG ................................................................................ i-3

1.10 Adoption of Draft Report ............................................................................................... i-5

1.11 Closing Remarks ............................................................................................................ i-5

List of Conclusions .................................................................................................................... i-6

List of Decisions ........................................................................................................................ i-7

PART II – REPORT ON AGENDA ITEMS

Agenda Item 1A Progress Update on Beijing Declaration Commitments ........................ 1A-1

Agenda Item 1B Follow-up on the Outcome of APANPIRG/29 Meeting ........................ 1B-1

1B.1 Review of the action taken by the ANC and the Council
on the Report of APANPIRG/29 ........................................................... 1B-1

1B.2 Review Status of Implementation of APANPIRG/29

Conclusions and Decisions .................................................................... 1B-1

1B.3 Review Status of Implementation of APANPIRG Outstanding

Conclusion and Decisions ..................................................................... 1B-1

Agenda Item 1C New TOR of PIRG ................................................................................. 1C-1

Agenda Item 1D Outcomes of 40th Assembly of ICAO .................................................... 1D-1

Agenda Item 1E Aviation Safety and RASG–APAC activities......................................... 1E-1

 Agenda Item 2 Global and Inter Regional Activities ....................................................... 2-1

Agenda Item 3 Performance Framework for Regional Air Navigation Planning and
Implementation

3.1 AOP ..................................................................................................... 3.1-1

3.2 ATM ..................................................................................................... 3.2-1

3.3 RASMAG .............................................................................................. 3.3-1

3.4 CNS ..................................................................................................... 3.4-1

3.5 MET ..................................................................................................... 3.5-1

Agenda Item 4 Regional Air Navigation Deficiencies ...................................................... 4-1

Agenda Item 5 Future Work Programme .......................................................................... 5-1

Agenda Item 6 Any Other Business .................................................................................. 6-1

Appendices

Appendices A & B to the Report on Agenda Item 1B

Appendix A to the Report on Agenda Item 1C
Appendix A to the Report on Agenda Item 2
Appendix A to the Report on Agenda Item 3.1
Appendices A to C to the Report on Agenda Item 3.2
Appendix A to the Report on Agenda Item 3.3
Appendices A to D to the Report on Agenda Item 3.4
Appendix A to the Report on Agenda Item 3.5
Appendices A to D to the Report on Agenda Item 4
Appendices A to C to the Report on Agenda Item 6

Attachments to the Report

Attachment 1 – List of Participants

Attachment 2 – Opening Speech
Attachment 3 – List of Papers
Attachment 4 – Action Plan
 APANPIRG/30 i-1
History of the Meeting

PART I – HISTORY OF THE MEETING

1.1 Introduction

1.1.1 The Thirtieth Meeting of the Asia/Pacific Air Navigation Planning and
Implementation Regional Group (APANPIRG/30) was held at ICAO APAC Office, Bangkok,
Thailand from 4 to 6 November 2019.

1.2 Attendance

1.2.1 The meeting was attended by 151 participants from 22 Member States, 2 Special
Administrative Regions of China, 8 International Organizations (AAPA, CANSO, EUROCONTROL,
IATA, ICAO, ICCAIA, IFAIMA and IFALPA).

1.2.2 A list of participants is provided at Attachment 1 to the Report.

1.3 Opening of the Meeting

1.3.1 Mr. Arun Mishra, Regional Director, ICAO Asia/Pacific Office welcomed the
participants from the Member States, International Organizations and delivered the welcome address.
The full text of the address by the ICAO Regional Director is included as Attachment 2 to this Report.

1.3.2 Mr. Graeme Harris, Director of CAA New Zealand and the Chairperson of
APANPIRG, delivered a welcome address to the delegations.

1.4 Election of Chairman APANPIRG

1.4.1 Mr. Mishra, the APANPIRG Secretary, invited for a nomination to the positions of the
Chairperson, the First and Second Vice-chairpersons of the Group. The posts would take effect from
APANPIRG/31 onwards.

1.4.2 The Head of Delegation from China proposed the name of Mr. Kevin Shum, Director-
General of CAA Singapore, to be the Chairperson of APANPIRG. He provided a brief resume of Mr.
Shum’s illustrious career achievements, wide management experience and expressed confidence that
Mr. Shum would provide able leadership to APANPIRG. This was supported by the Head of
Delegation from India. The meeting unanimously elected Mr. Shum as the Chairperson.

1.4.3 The Head of Delegation from Malaysia proposed Dr. Chula Sukmanop, Director-
General of CAA Thailand, to be the First Vice-chairperson of APANPIRG. The nomination was
supported by the Head of Delegation from Bhutan. The meeting unanimously elected Dr. Chula as the
First Vice-chairperson.

1.4.4 The Head of Delegation from Indonesia proposed Mr. Rajan Pokhrel, Director-
General of CAA Nepal, to be the Second Vice-chairperson of APANPIRG. The nomination was
supported by the Head of Delegation from Maldives. The meeting unanimously elected Mr. Pokhrel
as the Second Vice-chairperson.

1.4.5 Mr. Shum thanked the meeting for the support and stated that he looked forward to
close cooperation and guidance of the Group in carrying out his duties as Chairperson of APANPIRG.
He also paid tribute to the excellent work carried out by Mr. Graeme Harris.
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History of the Meeting

1.4.6 Dr. Chula and Mr. Pokhrel expressed their appreciation for the support from the
meeting and looked forward to a successful APANPIRG meeting.

1.5 Officers and Secretariat

1.5.1 Mr. Graeme Harris, Director of CAA New Zealand and Chairman of APANPIRG
presided over the meeting.

1.5.2 Mr. Arun Mishra, ICAO Regional Director, Asia/Pacific Office, was the Secretary of
the meeting.

1.5.3 The meeting was assisted by Capt. Claude Hurley, President of Air Navigation
Commission, Mrs. Isabelle Monnier, Chairperson of WG/SRP, Mr. Chris Dalton and Mr. Raza Ali
Gulam Air Navigation Bureau, ICAO Headquarters, Mr. Manjit Singh, Deputy Regional Director,
Mr. Raphael Guillet, Chief of RSO and Regional Officers, ICAO APAC Office.

1.6 Agenda of the Meeting

1.6.1 The meeting adopted the following Agenda:

Agenda Item 1A: Progress Update on Beijing Declaration Commitments

Agenda Item 1B: Follow-up on the Outcome of APANPIRG/29 Meeting

1B.1: Review of the action taken by the ANC and the Council on the
Report of APANPIRG/29
1B.2: Review status of implementation of APANPIRG/29
Conclusions and Decisions
1B.3: Review status of implementation of APANPIRG outstanding
Conclusions and Decisions

Agenda Item 1C: New TOR of PIRG

Agenda Item 1D: Outcomes of 40th Assembly of ICAO

Agenda Item 1E: Aviation Safety and RASG–APAC activities

Agenda Item 2: Global and Inter Regional Activities

Agenda Item 3: Performance Framework for Regional Air Navigation Planning

and Implementation
3.0: Regional and National Performance Framework
3.1: AOP
3.2: ATM
3.3: RASMAG
3.4: CNS
3.5 MET
3.6: Other Air Navigation Matters
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History of the Meeting

Agenda Item 4: Regional Air Navigation Deficiencies

Agenda Item 5: Future Work Programme

Agenda Item 6: Any Other Business

1.7 Working Arrangements, Language and Documentation

1.7.1 The working language of the meeting was English inclusive of all documentation and
this Report. Information Papers (IP) and Working Papers (WP) considered by the meeting are listed in
the Attachment 3 to this Report and available at APAC web site.

1.8 Conclusions and Decisions - Definition

1.8.1 The APANPIRG records its actions in the form of Conclusions and Decisions with the
following significance:

1) Conclusions deal with matters which, in accordance with the Group’s Terms
of Reference, require the attention of States or actions by ICAO in accordance
with established procedures; and

2) Decisions deal with matters of concern only to the APANPIRG and its
contributory bodies.

1.8.2 Lists of Conclusions and Decisions are given on pages i-5 to i-7.

1.9 Terms of Reference of APANPIRG

1.9.1 The Terms of Reference of APANPIRG was approved by the Council of ICAO (6 th
Meeting of its 171st Session on 27 February 2004) and revised consequent to the Decision of the
Council [C-DEC 183/9, March/April 2008 and C-WP/13558, C190/4 on 25 May 2010]. The revised
Terms of Reference are:

1. Membership

All ICAO Contracting States, who are service providers in an air navigation region
and part of that region’s ANP, should be included in the membership of that region’s PIRG.
Furthermore user States are entitled to participate in any other PIRG Meetings as a non-member.
International Organisations recognised by the Council may be invited as necessary to attend PIRG
meetings as observers.

2. The Terms of Reference of the Group are:

a) to ensure continuous and coherent development of the Asia/Pacific Regional Air
Navigation Plan and other relevant regional documentation in a manner that is
harmonized with adjacent regions, consistent with ICAO SARPs and Global Air
Navigation Plan for CNS/ATM Systems (DOC 9750) and reflecting global
requirements;
b) to facilitate the implementation of air navigation systems and services as identified
in the Asia/Pacific Regional Air Navigation Plan with due observance to the
primacy of air safety, regularity and efficiency; and
c) to identify and address specific deficiencies in the air navigation field.
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History of the Meeting

3. In order to meet the Terms of Reference, the Group shall:

a) review, and propose when necessary, the target dates for implementation of
facilities, services and procedures to facilitate the coordinated development of the
Air Navigation Systems in the Asia/Pacific Region;

b) assist the ICAO Asia/Pacific Regional Office in fostering the implementation of

the Asia/Pacific Regional Air Navigation Plan;

c) in line with the Global Aviation Safety Plan (GASP), facilitate the conduct of any
necessary systems performance monitoring, identify specific deficiencies in the air
navigation field, especially in the context of safety, and propose corrective action;

d) facilitate the development and implementation of action plans by States to resolve

identified deficiencies, where necessary;

e) develop amendment proposals to update the Asia/Pacific Regional Air Navigation

Plan to reflect changes in the operational requirements;

f) monitor implementation of air navigation facilities and services and where

necessary, ensure interregional harmonization, taking due account of
organizational aspects, economic issues (including financial aspects, cost/benefit
analyses and business case studies) and environmental matters;

g) examine human resource planning and training issues and propose where
necessary human resource development capabilities in the region that are
compatible with the Asia/Pacific Regional Air Navigation Plan;

h) review the Statement of Basic Operational Requirements and Planning Criteria

and recommend to the Air Navigation Commission such changes as may be
required in the light of new developments in the air navigation field;1

i) request financial institutions, on a consultative basis as appropriate to provide

advice in the planning process;

j) maintain close cooperation with relevant organizations and State grouping to

optimize the use of available expertise and resources;

k) conduct the above activities in the most efficient manner possible with a minimum
of formality and documentation and call meetings of the APANPIRG when
deemed necessary to do so; and

l) coordinate with RASG APAC on safety issues.

1
With regard to item h) of the APANPIRG Terms of Reference secretariat informed that
AN 186-6 confirmed that the BORPC was no longer used. The Council on 18th June 2014 approved the
format of the new e ANP without a BORPC. Therefore, the need to review the BORPC was no longer
required as part of the TOR of PIRGs.
 APANPIRG/30 i-5
History of the Meeting

1.10 Adoption of Draft Report

1.10.1 On 6 November 2019, the meeting reviewed and adopted the draft report which has
been finalized after incorporating some minor editorial comments received from
States/Administrations and International Organisations.

1.11 Closing Remarks

1.11.1 In closing the meeting, the Chairman thanked all delegates and Vice Chairs for their
support and contribution for the duration of the Meeting and ICAO Secretariat for their hard work for
the success of the meeting.

1.11.2 The Regional Director and Chair elect, Mr. Kevin Shum expressed sincere
appreciation and gratitude to Mr. Graeme Harris for his leadership and valuable contribution to the
work of APANPIRG since APANPIRG/27, and also thanked Vice Chair, Mr. Li Tin Chui, Simon for
his support and contribution to the work of APANPIRG since 2016.

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i-6 APANPIRG/30
History of the Meeting

List of Conclusions

Conclusion 30/1 – 2020 PIRGs and RASGs Global Symposium – Innovation

Conclusion 30/2 – Identification and Reporting of Common Challenges Experiences

at the Regional Level

Conclusion 30/4 – Certification of aerodromes used for international operations in

Asia Pacific States

Conclusion 30/5 – Asia/Pacific Seamless ANS Plan

Conclusion 30/6 – ICAO HQ Support for Regional ANS Implementation

Conclusion 30/7 – Asia-Pacific ATM Performance Measurement Framework

Conclusion 30/8 – Recovery of Lost Revenue due to Airspace Closure

Conclusion 30/10 – Ballistic Launch and Space Re-Entry Notification and Response

Conclusion 30/12 – Asia/Pacific Regional FIXM Extension for ATFM

Conclusion 30/13 – Direct controller-pilot communication SATVOICE Trials

Conclusion 30/14 – Asia/Pacific Regional Transition Plan for RNP APCH Chart
Identification from RNAV to RNP

Conclusion 30/15 – Revised Surveillance Strategy for the APAC Region

Conclusion 30/17 – Implementation of IWXXM

Conclusion 30/18 – Discontinuation of meteorological information in TAC form

Conclusion 30/19 – Update of information in APANPIRG Air Navigation Deficiencies

Reporting Form

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 APANPIRG/30 i-7
History of the Meeting

List of Decisions

Decision 30/3 – Proposal for Amendment of APA-CDM/TF TOR

Decision 30/9 – Dissolution of the APUAS/TF

Decision 30/11 – Amend FIT-Asia Terms of Reference

Decision 30/16 – Updated terms of reference and work plan of MET SG

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 APANPIRG/30 1A-1
Report on Agenda Item 1A

Agenda Item 1A: Progress Update on Beijing Declaration Commitments

Where does APAC stand with the Beijing Declaration Commitments? (WP/02)

1A.1 The Declaration of Asia/Pacific Ministerial Conference on Civil Aviation (Beijing

Declaration) detailed the commitments, agreed by States in the APAC Region, in the areas of
Aviation Safety, Air Navigation Services, Accident Investigation and Human Resource Development.

1A.2 The Meeting was presented with information on the status of the progress achieved
by States in terms of Beijing Declaration Commitments in the field of Air Navigation Services for the
APAC Region, using data from January 2018 to June 2019.

Transitioning from AIS to AIM by 2022

1A.3 The regional performance improvement plan, which forms part of the Asia/Pacific
Regional Plan for Collaborative AIM, has been divided into three phases: Phase I (consolidation
existing SARPS, immediate implementation), Phase II (Going Digital, November 2019) and Phase III
(including SWIM, November 2025). The objective was to complete Phase I and Phase II by 2022,
100% for all the APAC region.

1A.4 The current implementation status was 73% for Phase I and 40% for Phase II, as
compared to 71% for Phase I and 35% for Phase II in 2018.

1A.5 The barriers to effective implementation included the widespread lack of robust
legislation and regulation requiring aeronautical data originators such as airports, ATM, military, etc.
to comply with the standards and recommended practices of Annexes 15 and 4, and the procedures in
PANS-AIM. In response, DGCA/55 (Nadi, Fiji, 22-26 October 2018) agreed to Action Item 55/45 on
Regulatory Support for Aeronautical Information Services.

Performance Based Navigation (PBN) Implementation by 2022

1A.6 The indicator of this commitment was taken as the percentage of PBN international
runway ends. The current implementation status was presented in the following chart.
1A-2 APANPIRG/30
Report on Agenda Item 1A

1A.7 The low percentage of PBN procedures on international aerodromes in some States
could be explained by the fact that the ILS Cat I was the main navigation system for landing and no
PBN procedures had been published as a backup yet. In addition, delays in PBN procedure approval,
lack of resources and competency of procedure designers may be some reasons to explain some low
PBN implementation status.

Common Ground/Ground Telecommunication Infrastructure to support ANS

Applications by 2022

1A.8 The indicator of this commitment was taken as the status of connection to Common
aeronautical VPN private network (CRV) and Aeronautical Message Handling System (AMHS) with
File Transfer Body Parts (FTBP) function for IWXXM data.

1A.9 There were seven States/Administrations which had joined CRV and implemented
operations, including Australia, Fiji, Hong Kong China, Japan, New Zealand, Philippines and USA.
Singapore was conducting installation. In addition, seven other States/Administration (Bhutan, China,
France- New Caledonia and Polynesia, Indonesia, PNG, Thailand, Republic of Korea) had plans to
join CRV.

An Enhanced Level of Civil/Military Cooperation by 2022

1A.10 Among the ten civil/military elements, Strategic Civil Military coordination and
Tactical Civil Military coordination have been put as Priority 1 for the APAC Region. The
implementation statuses of strategic and tactical CIV/MIL as of March 2019 are shown in the
following maps.

1A.11 Despite most of the States had reported complete implementation of Strategic and
Tactical Civil Military, effective implementation being the key, States need to minimize short-notice
delays and disruption to civil air traffic. Smooth coordination between civil and military liaison
officers needs to be demonstrably effective, so that major delays and disruptions were properly
addressed and impacts on other parts of the Asia/Pacific Region were reduced.

1A.12 Given that lack of civil/military cooperation was a significant factor in the
Asia/Pacific’s relatively poor ATM efficiency compared to more developed areas of the world, the
regional progress was well behind expectation for these elements. Therefore, all States and
Administrations were reminded to complete their responses accurately for their own benefit, as much
as affected service providers and neighbouring States.
 APANPIRG/30 1A-3
Report on Agenda Item 1A

Enhanced Surveillance Capability including ADS-B Technology by 2022

1A.13 The indicator was taken as the number of FIRs providing ADS-B based surveillance
service either for separation or situation awareness. 26 States/Administrations installed ADS-B
ground stations and 10 States issued ADS-B mandate. 4 States used ADS-B for separation and others
for awareness, gap filling and redundancy.

1A.14 Areas for improvement identified included: Abnormal avionics transmission have
been observed from time to time; maintenance of ground equipment in some areas was challenging
and no regional mandate; ADS-B data sharing among States was progressing slowly; and alternate
source of ADS-B data was being provided by commercial service provider which needs closely
monitoring.

Air Traffic Flow Management (ATFM) / Collaborative Decision Making (CDM)

Implementation for High Density Airports by 2022

1A.15 The indicators and the implementation statuses are shown in the following charts.
1A-4 APANPIRG/30
Report on Agenda Item 1A

1A.16 Among 72 international high density airports, 15 of them had implemented A-CDM
in Jan 2018, and reached 20 as of October 2019. Besides that, 24 other airports have planned to
implement A-CDM before end of 2020. ATFM implementation has been progressing in APAC but at
a low pace. Much efforts and collaboration among States were expected. Sub regional ATFM
initiatives need to be harmonized to ensure full benefits of ATFM in APAC.

Including Air Navigation in National Planning Frameworks such as National

Development Plans (NDPs) supported by National Air Navigation Plans

1A.17 Few States have reported to the Regional Office having developed a National Air
Navigation Plan (NANP): Indonesia, Lao PDR, Hong Kong China, Singapore, Thailand, Myanmar
Vietnam and Philippines.

1A.18 The meeting invited States to continue their efforts in complying with the Beijing
Declaration commitments and to provide accurate data which would be used in the Second Ministerial
Conference on Civil Aviation.

Supporting Implementation of the Beijing Declaration (WP/16)

1A.19 CANSO presented Working Paper/16 which described its efforts in supporting the
implementation of several priority areas in Air Navigation Services in the Beijing Declaration such as
ADS-B data sharing, ATFM and A-CDM. The examples showed how close collaboration among
States, ANSPs and industry partners coupled with innovation, harmonisation and the building of
human capabilities helped support and drive implementation efforts in the region.

1A.20 The meeting noted CANSO’s advice that a basic requirement for the successful
implementation of complex ATM systems and services is the acquisition of technical knowledge and
operational expertise. Towards this end, CANSO had been sharing industry expertise and best
practices through workshops and CANSO publications which were freely available in the CANSO
website. For the building of human capabilities to be carried out in a more sustainable manner, the
meeting noted that the region’s aviation training institutions would have to play a greater role by
making available appropriate training courses supplemented by various forms of innovative learning
initiatives.
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 APANPIRG/30 1B-1
Report on Agenda Item 1B

Agenda Item 1B: Follow-up on the Outcome of APANPIRG/29 Meeting

Review of the Actions of the Air Navigation Commission (ANC) on the Report of the
APANPIRG/29 (WP/03)

1B.1 The Meeting noted that the ANC Working Group of the Whole for Strategic Review
and Planning (WG/SRP), on 20 February 2019, reviewed the Report of the APANPIRG/29 Meeting
(Bangkok, 3-5 September 2018). The Attachment A to the APANPIRG/30 Working Paper/03
presented the action taken by the ANC on the Conclusions and Decisions of APANPIRG/29 based on
the recommendations of the WG/SRP.

1B.2 The Paper invited the Meeting to note the action taken by the Commission on the
APANPIRG/29 Report and include the follow-up actions in the work programme of APANPIRG as
necessary.

Review of the Action Taken by the ANC and the Council on the Consolidated Annual
Report on PIRGs and RASGs (WP/04)

1B.3 The Meeting noted that the ANC reviewed a consolidated annual report on Planning
and Implementation Regional Groups (PIRGs) and Regional Aviation Safety Groups (RASGs)
covering the period from April 2018 to March 2019, presented jointly to the Council by ANC and the
Air Navigation Bureau (ANB). The annual report serves as the main tool for the ANC to evaluate
implementation progress in the Regions and also common challenges faced by the Regions.

1B.4 The Meeting also acknowledged that the ANC had noted with interest the importance
of the APAC Ministerial Conference on Civil Aviation, as well as the follow-up action plan
established by APANPIRG and RASG-APAC regarding the Beijing Declaration commitments.

1B.5 The Paper invited the meeting to note the Council Actions on common
challenges/issues faced by Regions, and to take action to address APAC challenges/issues as required.

Status of Implementation of APANPIRG/29 Conclusions and Decisions (WP/05)

1B.6 The Meeting reviewed the action taken by States/ICAO and the progress made on the
APANPIRG/29 Conclusions and Decisions.

1B.7 The Meeting noted that action has been taken to close/complete all items, including
25 Conclusions and 6 Decisions. The updated status on implementation of APANPIRG/29
Conclusions and Decisions is provided in Appendix A to the Report on Agenda Item 1B.

Status of Implementation of Outstanding APANPIRG Conclusions and Decisions

(WP/06)

1B.8 The Meeting reviewed the action taken by States/ICAO and progress made on the
APANPIRG Outstanding Conclusions and Decisions up to its 28th Meeting.

1B.9 APANPIRG noted that out of the 3 outstanding Conclusions [C 28/19, C 28/25 and C
28/28] up to APANPIRG/28, the follow-up actions taken by States and ICAO on all three
Conclusions were in progress. The updated status on outstanding Conclusions up to APANPIRG/28
is provided in Appendix B to the Report on Agenda Item 1B.

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 APANPIRG/30 1C-1
Report on Agenda Item 1C

Agenda Item 1C: New TOR of PIRG

Terms of Reference of PIRGs and RASGs (WP/25)

1C.1 The APANPIRG/30 meeting noted with interest the outcome of the Council’s review
of the Terms of Reference (TORs) of the PIRGs and RASGs and welcomed the structure provided by
the approved generic TORs sought by the Council to improve the performance and expected results.
The main aspects of the generic TORs are to clarify the roles of stakeholders and promote partnership
among them, harmonize the methods of work and improve regional reporting through more frequent
meetings and standard reporting. The meeting encouraged Member States to provide the necessary
level of support, technical expertise and participation to APANPIRG and contributory bodies.

1C.2 The meeting highlighted the need to make consequential changes related to the
revised TOR to the APANPIRG meeting procedures as contained in the handbook. The matter was
discussed in Agenda Item 6 under Working Paper/23.

1C.3 The meeting agreed that the option to further expand the generic TORs to suit the
regions’ needs would ensure flexibility of the work. The meeting acknowledged that any additional
TOR adopted by APANPIRG must be approved by the President of the Council, on behalf of the
Council, and included in the relevant APANPIRG Handbook as an APANPIRG-specific
supplement.

1C.4 The generic TORs of PIRGs approved by the Council are contained in Appendix A
to the Report on Agenda Item 1C.

1C.5 Discussion of this Working Paper was coupled with Working Paper/23 in Agenda
Item 6. See the Report on Agenda Item 6 for details.

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 APANPIRG/30 1D-1
Report on Agenda Item 1D

Agenda Item 1D: Outcomes of 40th Assembly of ICAO

Air Navigation and Safety Global Updates (Presentation)

1D.1 The Secretariat provided a presentation on the main outcomes from the 40th ICAO
Assembly related to Safety and Air Navigation, and the APANPIRG/30 meeting noted that Global
Aviation Safety Plan (GASP 2020-2022) and the 6th edition of the Global Air Navigation Plan
(GANP) were endorsed by the Assembly.

1D.2 The meeting noted that the Assembly recognized the importance of convening
divisional-type meetings, such as air navigation or high-level safety conferences, ahead of Assembly
sessions as a mean to recommend additional technical work for ICAO in due time for budgetary
preparation for the following triennium. Furthermore, the Assembly encouraged States, international
organizations and industry stakeholders to support ICAO in accomplishing non-budgeted work
stemming from divisional-type meeting recommendations by providing extra-budgetary resources to
the Organization. The Assembly recognized that convening divisional-type meetings ahead of
Assembly sessions allows the Technical Commission to focus on Global Plans and policy decisions,
thereby improving the efficiency of Assemblies. Furthermore, the Commission recommended that
ICAO highlight to States and international organizations the importance of attendance at divisional-
type meetings in order to discuss technical matters.

1D.3 The meeting was apprised of the GASP and GANP associated implementation
strategies, and the work under development at ICAO HQ on the implementation supporting activities
to be done through single point of entry. Furthermore, the concept of data for implementation (D4I)
incorporating the Project Oriented Approach (POA) that will support the developments of the ICAO
provisions was presented.

PIRGs and RASGs Global Symposium – Innovation (WP/28)

1D.4 The meeting noted that, with the rapid pace of innovation, the Fifth ICAO World
Aviation Forum (IWAF 2019) was held on 23 September 2019 with the theme of Innovation in
Aviation. It focused on both technological and regulatory-process innovations and included a
Ministerial Roundtable attended by Ministers from across the world. The discussion during the
Ministerial Roundtable led to the agreement on the Outcome Statement available in this URL:
https://www.icao.int/Meetings/iwaf2019/Pages/Declaration.aspx

1D.5 Furthermore, Innovation Fair was held on 22 and 23 September 2019 just prior to the
40th Session of the General Assembly. Subsequently, the 40th Session of the Assembly discussed
Innovation in Aviation under Agenda Item 26 and resolved to work on Innovation in Aviation
(Resolution A40-27 refers, see here for details:
https://www.icao.int/Meetings/a40/Pages/resolutions.aspx).

1D.6 ICAO is planning the Second Innovation Fair to be held in Montréal from 26 to 27
October 2020. It was noted with satisfaction that a PIRG/RASG Global Symposium will follow on 29
and 30 October 2020. The meeting highlighted that the PIRGs and RASGs will continue to play an
important role specifically related to innovation, as they are the entry point related to regional
planning and implementation in a coordinated and timely manner.

1D.7 The meeting requested States to identify and propose innovation activities that they
are aware of in their State and may be of global interest to ICAO (email address:
innovation@icao.int) by March 2020. With regards to the PIRG/RASG Symposium, the meeting
invited States to identify any issue areas and propose topics for discussion. The meeting requested
that States note the dates and support the ICAO Second Innovation Fair and the PIRG and RASG
Global Symposium with the provision of information and attendance.
1D-2 APANPIRG/30
Report on Agenda Item 1D

1D.8 The meeting adopted the following Conclusion:

Conclusion APANPIRG/30/1: 2020 PIRGs and RASGs Global Symposium – Innovation

What: That, given the rapid pace of innovation in Expected impact:

aviation and the important role that PIRGs and RASGs play in ☒ Political / Global
facilitating proper planning and facilitate the implementation of ☐ Inter-regional
the relevant innovations in a coordinated and timely manner, it is ☒ Economic
imperative that:
☐ Environmental
a) APAC States identify and propose innovation activities to ☒ Ops/Technical
ICAO that they are aware of in their State or Region that may be
of global interest to facilitate planning by March 2020;

b) Propose topics for discussion during PIRG/RASG

Symposium related to innovation by March 2020;

c) States plan participation in the PIRG/RASG Global

Symposium and Second ICAO Innovation Fair to be held in
Montréal tentatively from 26 to 30 October 2020;

d) The Chairpersons of APANPIRG and RASG-APAC plan

attendance of the first meeting of the ICAO PIRG/RASG Global
Coordination Group, tentatively scheduled for 25 October 2020.

Why: The PIRGs and RASGs will

continue to play an important role specifically
related to innovation as they are the entry point Follow-up: ☒Required from States
related to planning and implementation in a
harmonized way.
When: 6-Nov-19 Status: Adopted by PIRG
Who: ☐Sub groups ☒APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other:

————————
 APANPIRG/30 1E-1
Report on Agenda Item 1E

Agenda Item 1E: Aviation Safety and RASG-APAC Activities

Report of the Sixth Regional Coordination Meeting of PIRG and RASG (WP/07)

1E.1 APANPIRG/30 meeting reviewed the Report of the Sixth Coordination Meeting of
APANPIRG and RASG–APAC held in Bangkok, Thailand on 6 August 2019. The meeting noted the
outcomes of the meeting which were summarized in the Attachment to Working Paper 7.

1E.2 The Meeting with interest noted that the item of Remotely Piloted Aircraft System
(RPAS) would be shared between the Groups, with APANPIRG taking care of RPAS Air Navigation
issues and RASG-APAC taking care of RPAS Operator Certificate and Personnel Licensing issues.

RASG/8 and APRAST/13-14 Meeting Outcomes (WP/08)

1E.3 APANPIRG/30 meeting noted the activities undertaken by the RASG-APAC and
APRAST in 2018/2019. The meeting also noted that outcomes of APRAST/13 and 14 meetings held
on 3 – 7 December 2018 and 27 – 31 May 2019 respectively in Bangkok, Thailand, and RASG-
APAC/8 meeting held on 7 – 8 September 2018 in Bangkok, Thailand.

1E.4 The meeting also noted that the coordination with RASG-APAC on the area of
English language proficiency was ongoing.

CANSO Standard of Excellence in Air Navigation Services – Safety (WP/17)

1E.5 The WP/17 recalled a CANSO programme called the Standard of Excellence in ANS
– Safety (SEANS-Safety) that provided a means of assessing and demonstrating ANSP safety
management capabilities. The meeting was informed that several APAC ANSPs had already
completed the SEANS-Safety assessment. The meeting noted that the SEANS-Safety is an ICAO-
recognised industry assessment programme, and ANSPs and States were encouraged to participate in
the programme and to take it into consideration in their safety oversight evaluations of their ANSPs.

Workshop on Building Effective Safety Oversight of Aeronautical Information

Services (AIS) and Aeronautical Information Management (AIM) (IP/10)

1E.6 The Meeting noted that USA would conduct an AIS/AIM workshop for the APAC
Region that focuses on strategies to advance the safety oversight of AIS/AIM and support effective
implementation of ICAO Annexes 4 and 15. The workshop would be conducted on 13 – 17 January
2020 in ICAO APAC Office in Bangkok, Thailand.

1E.7 This workshop would address establishing regulations and oversight, including best
practices, standards, performance metrics and the frameworks necessary to raise the level of visibility
and the quality of aeronautical information and related services.

————————
 APANPIRG/30 2-1
Report on Agenda Item 2

Agenda Item 2: Global and Inter Regional Activities

Identification and Reporting of Common Challenges Experienced at the Regional

Level (WP/27)

2.1.1 The meeting recalled that the Air Navigation Commission (ANC) and the Air
Navigation Bureau (ANB) jointly present a consolidated annual report to the Council on the Planning
and Implementation Regional Groups (PIRGs) and the Regional Aviation Safety Groups (RASGs).

2.1.2 The report to Council not only focused on the outcomes of PIRG and RASG
meetings, but also on the Regional Air Navigation and Safety Implementation progress and regional
challenges faced with proposed solutions and estimated timelines to resolve the issues. Based on the
regional input received, the ANC identify global challenges to be reported to the Council.

2.1.3 It was noted that there is a need for the PIRGs and RASGs to review the format of
presentation of common challenges experienced in the regions and report thereon in a detailed
standardized and harmonized way for consideration by the ANC and the Council. This action will
facilitate the annual reporting of the various PIRGs and RASGs to Council and facilitate the
identification of global challenges, possible solutions and the expected timelines to address the
challenge in a harmonized way.

2.1.4 Capt. Hurley, President of Air Navigation Commission, supplemented that the ICAO
Council was interested to know the situation in the Regions, and looking forward to the inputs and
feedback from the Regions so that appropriate actions from ICAO HQ could be made.

2.1.5 The meeting reviewed the format and agreed to the following Conclusion:

Conclusion APANPIRG/30/2: Identification and Reporting of Common Challenges

Experiences at the Regional Level
What: That, there is a need for the PIRGs and RASGs to Expected impact:
review the format of presentation of common challenges ☒ Political / Global
experienced in the regions and report thereon in a detailed ☒ Inter-regional
standardized and harmonized way and therefore it was concluded ☐ Economic
that the meeting:
☐ Environmental
a) agree to the format of reporting regional challenges as ☒ Ops/Technical
contained in Appendix A to the Report on Agenda Item 2; and

b) report the regional challenges identified in the format

proposed.

Why: To facilitate the annual reporting

of the various PIRGs and RASGs and facilitate
the identification of global challenges, possible Follow-up: ☐Required from States
solutions and the expected timelines to address the
challenge.
When: 6-Nov-19 Status: Adopted by PIRG
Who: ☐Sub groups ☐APAC States ☒ICAO APAC RO ☐ICAO HQ ☒Other: PIRG
2-2 APANPIRG/30
Report on Agenda Item 2

Update on Space-based VHF Voice Communications Service (IP/12)

2.1.6 The space-based VHF concept was first endorsed in 2018 by APANPIRG and
supported by ICAO Communications Panel. Singapore has since embarked on design studies with
various communications vendors. The APANPIRG/30 Meeting noted the paper presented by
Singapore on its technical studies and encourages States and Administrations to support the potential
development of space-based VHF.

Report on the Outcomes of the Thirteenth Air Navigation Conference (AN-Conf/13)

(IP/17)

2.1.7 The APANPIRG/30 meeting recalled that the AN-Conf/13, held in Montréal from 9
to 19 October 2018, discussed eight Agenda Items under the following Committees:

a) Committee A (Air Navigation Capacity and Efficiency) discussed Agenda Items

1, 2, 3, 4 and 5; and

b) Committee B (Safety) discussed Agenda Items 6, 7 and 8.

2.1.8 The meeting noted that the Conference adopted 52 Recommendations, which are
contained in the Report of the AN-Conf/13 (Doc 10115) (URL: https://portal.icao.int/icao-
net/Pages/Doc10115.aspx). It was further noted that the Council approved all AN-Conf/13
Recommendations on 27 February 2019 (Supplement No. 1 to the AN-Conf/13 Report, detailing
suggested follow-up actions on each of the Recommendations). Furthermore, the 40th Assembly noted
the outcomes of AN-Conf/13, urging States to action the recommendations addressed to them.

2.1.9 Based on all the above, the APANPIRG/30 meeting agreed that the APANPIRG
subsidiary bodies should identify clearly the AN-Conf/13 Recommendations related to their terms of
reference and agree on the necessary follow-up actions.

————————
 APANPIRG/30 3.1-1
Report on Agenda Item 3.1

Agenda Item 3: Performance Framework for Regional Air Navigation Planning and
Implementation

3.1 AOP

Report on the Third Meeting of AOP Sub Group (WP/09)

History of the Meeting

3.1.1 The Third Meeting of the Aerodrome Operations and Planning Sub Group
(AOP/SG/3) was held from 24 to 26 June 2019 at APAC Office in Bangkok.

3.1.2 Based on the outcome of discussions, the AOP/SG/3 adopted 4 Conclusions and 2
Decisions that were of a technical or purely operational nature. The AOP/SG/3 also formulated 1
Draft Conclusion and 1 Draft Decision for further consideration by APANPIRG/30.

Asia/Pacific Air Navigation Plan (ANP)

3.1.3 The AOP/SG/3 noted that there were 222 international aerodromes listed in
Asia/Pacific Region ANP Volume I dated November 2016. However, the number of international
aerodromes used for international operations in Asia/Pacific Region had increased and reached to
approximately 283 based on information gather from Doc 7910 (Location Indicator), States
Aeronautical Information Publication (AIP), CAA Websites and ICAO Missions.

3.1.4 Recognizing that many aerodromes used for international operations or aerodromes
under construction or planned for international operations in Asia/Pacific Region were not included in
APAC ANP Volume I, Table AOP I-1 and ANP Volume II, Table AOP II-1, and considering that
information included in Tables AOP I-1 and Table AOP II-1 are accurate and current for regional
planning of the other air navigation services, the APANPIRG/30 noted that the AOP/SG/3 adopted a
Conclusion reproduced below:

Conclusion AOP/SG/3–1: Proposal for Amendment of Asia/Pacific ANP Volume I,

Table AOP I-1 and ANP Volume II, Table AOP II-1

That, many aerodromes used for international operations or aerodromes under

construction or planned for international operations in Asia/Pacific Region were not
included in APAC ANP Volume I, Table AOP I-1 and ANP Volume II, Table AOP
II-1. It is also important that information included in Tables AOP I-1 and Table AOP
II-1 are accurate and current for regional planning of the other air navigation services.

States are urged to:

a) review the aerodromes listed in APAC ANP Volume I, Table AOP I-1;
b) review the ANP Volume II, Table AOP II-1 for the list of facilities and
services to be provided by the State concerned at each aerodrome that is listed
in Table AOP I-1;
c) initiate and send to ICAO APAC Office proposals for amendment of APAC
ANP Volume I, Table AOP I-1 and ANP Volume II, Table AOP II-1 in
accordance with the template provided in Appendix A to the AOP/SG/3
Report, if their international aerodromes are not listed in Table AOP I-1 or
require any amendments to update the information provided in Tables AOP I-1
and AOP II-1
3.1-2 APANPIRG/30
Report on Agenda Item 3.1

3.1.5 Further to Conclusion AOP/SG/3–1, the APANPIRG/30 Meeting urged States to

provide information related to international aerodromes to update Table AOP I-1: International
Aerodromes required in the Asia/Pacific Regions and Table AOP II-1: Requirements and Capacity
Assessment in International Aerodromes in the Asia and Pacific Regions of APAC ANP Volume I
and Volume II.

Seamless ATM Plan Implementation Monitoring

3.1.6 The AOP/SG/3 noted that the Asia/Pacific Region’s primary means of planning to
support the ICAO Doc 9750 Global Air Navigation Plan (GANP) was the Asia/Pacific Seamless ATM
Plan, which required the involvement and active participation of States and all stakeholders. At
present, the Asia/Pacific Seamless ATM Plan had several important subsidiary plans.

3.1.7 A total of 28 States/Administrations, i.e. 63.6% of the APAC States/Administrations,

had submitted one or more report(s) on the ICAO Seamless ATM Reporting Portal (accessible
through the ICAO Secure Portal). Among those 28 States/Administrations, only six States had
submitted at least four reports from 2014 to 2018.

3.1.8 The AOP/SG/3 discussed the draft priority determined by ICAO of all Block 1
elements into the Asia/Pacific Seamless ATM Plan, for consideration by States. States were invited to
review and return comment on the Asia/Pacific Seamless ATM Plan in its marked-up version 2.4.
Ultimately, the Asia/Pacific Seamless ATM Plan was expected to be incorporated into Volume III of
the Regional Air Navigation Plan (RANP), to become fully web-based.

Report of the Airport Collaborative Decision-Making (A-CDM) Seminar and the

Third and Fourth Meetings of the Asia Pacific Airport Collaborative Decision
Making Task Force (APA-CDM/TF/3 & 4)

3.1.9 The AOP/SG/3 noted the report of the Airport Collaborative Decision-Making (A-
CDM) Seminar and the Third and Fourth Meetings of the Asia Pacific Airport Collaborative Decision
Making Task Force (APA-CDM/TF/3 & 4) held in Bali, Indonesia, on 13 - 16 August 2018 and
Bangkok, Thailand, on 22 - 26 April 2019.

3.1.10 The AOP/SG/3 reviewed the Draft Asia/Pacific A-CDM Implementation Plan
developed by the APA-CDM/TF Expert Group and endorsed by the APA-CDM/TF/4. The
APANPIRG/30 Meeting noted that AOP/SG/3 had adopted the following Conclusion formulated by
the APA-CDM/TF/4:

Conclusion AOP/SG/3–2: Asia/Pacific A-CDM Implementation Plan

That,
a) the Asia/Pacific A-CDM Implementation Plan developed by the APA-CDM/TF
and approved by the AOP/SG/3 is provided in Appendix B to the AOP/SG/3
Report; and
b) the Asia/Pacific A-CDM Implementation Plan and examples of A-CDM guides,
AIP Supplement, AIC for notification of A-CDM Operational Trial /
Implementation provided by States will be posted in ICAO APAC Website
under e-Documents.
 APANPIRG/30 3.1-3
Report on Agenda Item 3.1

3.1.11 The AOP/SG/3 noted Hong Kong China’s information on current issues and
emerging needs for the integration and interoperation of A-CDM with ATFM (APA-CDM/TF/4-
WP/09) and had proposed options for continuing cooperation and harmonization of A-CDM, ATFM
and SWIM.

(a) Extend the APA-CDM/TF, which was originally planned for dissolution in
end 2019, for two years;
(b) Merge the APA-CDM/TF into ATFM/SG; or
(c) Replace the APA-CDM/TF with a new body.

3.1.12 India supported the proposal for the extension of APA-CDM/TF for two years and the
updating of terms of reference of the APA-CDM/TF.

3.1.13 Considering the recommendation from APA-CDM/TF/4 for option (a) and the current
implementation status of A-CDM among the 51 international airports, the APANPIRG/30 adopted the
following Decision formulated by the APA-CDM/TF/4 and endorsed by the AOP/SG/3:

Decision APANPIRG/30/3: Proposal for Amendment of APA-CDM/TF TOR

What: That, Expected impact:

☐ Political / Global
a) Airport Collaborative Decision Making Task Force (APA- ☐ Inter-regional
CDM/TF) completed all tasks assigned under its existing
☐ Economic
Terms of Reference;
☐ Environmental
b) Only some airports implemented A-CDM among 51 ☒ Ops/Technical
international airports (as per Asia/Pacific Seamless ATM
Plan) that need to implement A-CDM;

c) Some States raised their needs to APA-CDM/TF for getting

assistance in A-CDM implementation;

d) The meeting also discussed and agreed that some additional

tasks were necessary to be performed by the Task Force as
presented at Attachment A to the Appendix C to the
AOP/SG/3 Report;

e) The APA-CDM/TF meeting decided to recommend the

Option a) as stated in APA-CDM/TF/4-WP/09 (para 4.5
(a) of the AOP/SG/3 Report) for extending the APA-
CDM/TF for two years till APANPIRG/32 ; and

f) Airport Collaborative Decision Making Task Force (APA-

CDM/TF) TOR placed in Appendix A to the Report on
Agenda Item 3.1 be amended in order to assist States in
harmonising implementations of A-CDM at high density
international aerodromes and meeting performance
expectations as per Asia/Pacific A-CDM Implementation
Plan.

Why: To assist States in harmonising

Follow-up: ☐Required from States
implementations of A-CDM at high density
3.1-4 APANPIRG/30
Report on Agenda Item 3.1

international aerodromes and meeting

performance expectations as per Asia/Pacific A-
CDM Implementation Plan.
When: 6-Nov-19 Status: Adopted by PIRG
Who: ☒Sub groups ☐APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other:

3.1.14 The Chairpersons of APANPIRG/30 and ATM/SG remarked that the work of the
APA-CDM/TF would eventually be absorbed by ATM/SG at the time when it is dissolved.

Report of the Second Meeting of the Aerodrome Operational Personnel Competency

Small Working Group (AOPC/SWG/2)

3.1.15 The AOP/SG/3 noted the Report of the Second Meeting of the Aerodrome Operations
Personnel Competency Small Working Group (AOPC/SWG/2) held in Bangkok, Thailand from 25 to
29 March 2019.

3.1.16 The AOPC/SWG/2 had reviewed nine AOPC matrixes on following functional areas
of aerodrome operations:

a) Runway surface conditions assessment and reporting;

b) Aerodrome movement area maintenance;
c) Inspection of the movement area;
d) Work in progress on the airside;
e) Foreign object debris (FOD);
f) Wildlife hazard management;
g) Apron safety;
h) Runway Safety; and
i) Aerodrome driver permit scheme and vehicle/equipment safety requirement

3.1.17 The AOPC/SWG/2 had developed a Work Programme which would schedule the
APAC Guidance on Aerodrome Operations Personnel Competency to be presented to AOP/SG/4 in
June 2020. Considering the additional time required to complete the remaining tasks as per TOR, the
AOP/SG/3 agreed to extend the timeframe of the AOPC/SWG until September 2020.

Report on the First Meeting of the Asia/Pacific Wildlife Hazard Management

Working Group (AP–WHM WG/1)

3.1.18 The AOP/SG/3 noted the Report of the First Meeting of the Asia/Pacific Wildlife
Hazard Management Working Group (AP–WHM WG/1) held in Bangkok, Thailand from 8 to 10
May 2019.

3.1.19 The AOP/SG/3 also noted that the AP-WHM/WG/1 Meeting had agreed to propose an
amendment to the TOR to align with the proposed amendments to PANS-Aerodromes (new Chapter
in Part II of PANS-Aerodromes on Wildlife Hazard Management). The APANPIRG/30 noted that
AOP/SG/3 adopted the following Decision formulated by the AP-WHM/WG/1 Meeting:
 APANPIRG/30 3.1-5
Report on Agenda Item 3.1

Decision AOP/SG/3–4: Proposal for Amendment to TOR of Asia/Pacific Wildlife

Hazard Management Working Group

That, AOP/SG/3 approved the proposed amendment to the TOR of AP-WHM/WG as

placed in Appendix D to the AOP/SG/3 Report.

3.1.20 The AOP/SG/3 noted Nepal’s working paper in AP-WHM/WG/1, which elaborated
ICAO Annex 14, Volume I requirements for the establishment of a national procedure for recording
and reporting wildlife strikes to aircraft and an ongoing evaluation of wildlife hazards on or in the
vicinity of an aerodrome. The paper provided the composition of the National Wildlife Hazard
Management Committee (NWHMC) and its Terms of Reference to help States to establish a
NWHMC.

3.1.21 Recognizing that a National Wildlife Hazard Management Committee had been an
effective platform to connect different stakeholders with same objectives and worries concerning
wildlife strike hazards to aircraft operations and forum for exchanging information on research and
development in aerodrome wildlife control, the APANPIRG/30 noted that the AOP/SG/3 had adopted
the following Conclusion and Decision formulated by the AP-WHM/WG/1 Meeting.

Conclusion AOP/SG/3–5: National Wildlife Hazard Management Committee

That, States are encouraged to establish a National Wildlife Hazard Management

Committee taking into consideration of a proposed Composition of the Committee
and its TOR as placed in Appendices F and G to the AOP/SG/3 Report.

Decision AOP/SG/3–6: Composition and TOR for the National Wildlife Hazard
Management Committee

That, the Composition and TOR of the National Wildlife Hazard Management
Committee as placed in Appendices F and G to the AOP/SG/3 Report be published on
APAC Website for guidance to the States.

3.1.22 The AOP/SG/3 noted that the AP/WHM/1 had agreed to develop a set of survey
questionnaires including ICAO USOAP CMA WHM PQs to analyze the State’s
problem/issues/deficiencies on wildlife hazard management which would be developed by experts
from Sri Lanka, India and World Birdstrike Association. The APANPIRG/30 noted that the survey
questionnaire has been developed and circulated to States by ICAO Regional Office.

Airport Infrastructure Investment Best Practice Consultation

3.1.23 IATA presented industry best practice consultation relating to airport capital
investment in infrastructure, drawing from IATA’s global engagement experience on this subject. It
was envisaged that with the application of this best practice, airport operators and governments would
have better clarity of the key elements and framework to facilitate necessary engagements with airport
stakeholders in the decision-making process for capital investment by airlines in airport
infrastructures.

3.1.24 The AOP/SG/3 noted the benefits in implementation of airport infrastructure

investment best practice consultation framework as highlighted by IATA and encouraged
States/Administrations and aerodrome operator to use IATA best practice as reference guidance.
3.1-6 APANPIRG/30
Report on Agenda Item 3.1

IATA Level of Service (LoS) Best Practice

3.1.25 IATA presented the IATA Level of Service (LoS) framework best practice for the
design, development and assessment of passenger terminal facilities and corresponding service levels.
The LoS concept provides airport planners with a set of basic guidelines for sizing passenger terminal
sub-systems (check-in, security, etc.). LoS framework considers space, waiting time and seating
requirements with the goal of achieving cost-effective passenger terminal that satisfies the needs of all
airport stakeholders, such as airport operators, airlines and passengers.

3.1.26 The AOP/SG/3 noted the benefits in applying the LoS framework in designing new or
assessing existing passenger terminal and adopting a consultative framework in establishing the
appropriate LoS for passenger terminal, and encouraged States/Administrations and Aerodrome
Operators to use the LoS framework as a reference guidance in designing new or assessing existing
passenger terminal.

Standards for Small Aerodrome

3.1.27 Indonesia presented information related to small aerodrome standards and

recommended practices that were not yet covered by ICAO Annexes and documents. Small
aerodromes provide a means of transportation to mountainous areas of Indonesia that are impossible
to connect by any other means of transportation. Small aerodromes were built by local community,
companies, missionary, and local government to support logistic, economic, business and religious
activity in Indonesia.

3.1.28 The AOP/SG/3 recognized the importance to have standards and recommended
practices for small aerodromes located at mountainous areas for design and operations of small
aircrafts with maximum take-off mass less than 5,700 kg and tasked AP-ADO/TF to consider in
developing regional guidance material for this purpose.

Implementation of Requirements for Certification of Aerodromes in the Asia Pacific

Region

3.1.29 The AOP/SG/3 Meeting noted that there were 222 international aerodromes listed in
Asia/Pacific Region ANP Volume I dated November 2016. However, the number of international
aerodromes used for international operations in Asia/Pacific Region has increased and reached to
approximately 283 based on information gathered from Doc 7910 (Location Indicator), States
Aeronautical Information Publication (AIP), CAA Websites and ICAO Missions.

3.1.30 The AOP/SG/3 Meeting noted that approximately 43 aerodromes (approx. 15 %) out
of 283 aerodromes used for international operations in Asia and Pacific Regions were yet to be
certified.

3.1.31 The AOP/SG/3 Meeting also noted that some States had certified their aerodromes
without full compliance with ICAO requirements on aerodrome certification process and
recommended to recertify their aerodromes in full compliance with those ICAO requirements.

3.1.32 The AOP/SG/3 Meeting further noted that the majority of the APAC States have not
published in their national AIP the status of certified aerodromes as per ICAO Annexes 14, Volume I,
PANS-Aerodromes (Doc 9981) and PANS-AIM (Doc 10066) requirements.
 APANPIRG/30 3.1-7
Report on Agenda Item 3.1

3.1.33 Recognizing the Ministers’ commitment to certify all aerodromes used for
international operations by 2020 through the Beijing Declaration, APANPIRG AOP/SG to assist and
monitor the implementation of related aspects of Beijing Declaration and report progress to the annual
APAC DGCA Conference and States and Aerodrome Operators to take an effective action on Action
Item 55/42 of the 55th Conference of the Asia Pacific Director Generals of Civil Aviation, the
APANPIRG/30 adopted the following Conclusion formulated by the AOP/SG/3:

Conclusion APANPIRG/30/4: Certification of aerodromes used for international operations

in Asia Pacific States

What: That, the Ministers of Asia and Pacific States Expected impact:
committed to certify all aerodromes used for international operations by ☒ Political / Global
2020 through the Beijing Declaration. The AOP/SG monitors the ☐ Inter-regional
aerodrome certification implementation commitment of the Beijing
☐ Economic
Declaration and reports progress to the annual APAC DGCA
Conference through the APANPIRG. States and Aerodrome Operators ☐ Environmental
should take effective actions on Action Item 55/42 agreed at the 55th ☒ Ops/Technical
Conference of the APAC DGCA.

In view of above, the Meeting:

a) Urged States and their Aerodrome Operators that have yet to certify
aerodromes used for international operations to take an effective action
on the 55th DGCA Action Item 55/42;

b) Urged States to provide periodic updates on the progress of the

certification of aerodromes to the ICAO APAC Office;

c) Urged States that have not published the status of certification of

aerodromes in State’s AIP to publish the status as soon as possible in
accordance with Annex 14 Vol I (para. 2.13.1), PANS-Aerodromes
(para. 2.3.7) and Appendix 2 to PANS-AIM (Doc 10066);

d) Agreed that, if any aerodrome used for international operations fails

to obtain an aerodrome certificate from the Regulatory Authority by
fulfilling ICAO Annex 14 requirements under the aerodrome
certification process by 2020, or fails to maintain the aerodrome
certificate already obtained, will be subject to being included on the
APANPIRG AOP Air Navigation Deficiency list against para. 1.4
(certification of aerodromes) of the Annex 14, Volume I;

e) Agreed that, if any States fail to achieve the target of the Beijing
Declaration on certification of aerodromes by 2020 will be subject to
being included on the APANPIRG AOP Air Navigation Deficiency list
against para. 1.4 of the Annex 14, Volume I;

f) Agreed that, if any States fails to publish the status of certification of

aerodromes in State’s AIP by December 2019 will be subject to being
included on the APANPIRG AOP Air Navigation Deficiency list
against ICAO Annex 14 para. 2.13.1 a), PANS-Aerodromes, para. 2.3.7
and Appendix 2 to PANS-AIM.
3.1-8 APANPIRG/30
Report on Agenda Item 3.1

Why: To meet the Beijing Declaration

Commitment and fulfill Annex 14 requirements
Follow-up: ☒Required from States
on Certification of Aerodromes used for
international operations.
When: 6-Nov-19 Status: Adopted by PIRG
Who: ☒Sub groups ☒APAC States ☒ICAO APAC RO ☐ICAO HQ ☒Other:
COSCAPs

3.1.34 The APANPIRG/30 Meeting noted that the Paragraphs d), e) and f) of the Draft
Conclusion were in line with uniform methodology for the identification, assessment and reporting of
air navigation deficiencies approved by the Council of ICAO on 30 November 2001. The
methodology was provided in APANPIRG Procedural Handbook, which can be accessed at ICAO
APAC Secure Portal https://www.icao.int/APAC/Pages/APANPIRG-docs.aspx.

ICAO Universal Safety Oversight Audit Programme (USOAP) and AGA Findings

3.1.35 The AOP/SG/3 noted the ICAO USOAP CMA activities conducted in APAC States
in 2018 and until May 2019. The Meeting also noted the USOAP CMA activities planned for the rest
of the 2019 and for 2020.

3.1.36 The AOP/SG/3 also noted Effective Implementation (EI) results taken from the
USOAP CMA online framework and the common AGA findings identified by the USOAP in the
APAC Region. APAC average EI in AGA area was 60.52% compared to the global average of
61.59% as at 15 June 2019.

3.1.37 The meeting urged APAC States to:

a) complete/continuously update the compliance checklist/EFOD and SAAQ;

b) submit/update the Corrective Action Plans (CAPs) through On-line Framework
(OLF), informing the ICAO Regional Office when complete and ready for
review;
c) implement CAPs, complete PQ self-assessment, uploading of the evidence
documents to report the progress on the OLF (States who have not done so) and
inform the ICAO Regional Office when complete and ready for validation; and
d) request ICAO to complete a USOAP CMA Integrated Validation Activity (IVA)
in the AGA audit area for the selected PQs which are self-assessed to be
satisfactory.

ICAO Initiatives to assist States in AGA Area

3.1.38 The AOP/SG/3 noted that ICAO had taken various activities in AGA area in Asia
Pacific States under No Country Left Behind initiative.

3.1.39 The AGA technical assistance missions conducted to APAC States from 2015 to 2019
under ICAO APAC Combined Action Team (CAT), COSCAPs, ICAO Programme for Aviation
Volunteers (IPAV) and International Financial Facility for Aviation Safety (IFFAS) initiatives is
provided in Appendix I to the AOP/SG/3 Report.
 APANPIRG/30 3.1-9
Report on Agenda Item 3.1

3.1.40 The Meeting also noted that ICAO/COSCAPs had organized various
courses/workshops/seminar together with ICAO partners, such as, ACI, UK CAAi to support States in
Capacity Building in the area of aerodrome safety oversight and aerodrome operations and the details
were provided in Appendix J to the AOP/SG/3 Report.

3.1.41 The Meeting further noted that as a result of continuous efforts in improving USOAP
CMA EI by the States and technical assistance extended to Asia Pacific States through various ICAO
led initiatives there was an improvement in overall APAC States’ average AGA EI, which was
60.52% as of June 2019 compare to 57.87% as at June 2018. Furthermore, the following
improvements in EI have been noted pre and post ICVM/Audit of the audited States as shown in
Table 3.1-1:

Table 3.1-1: USOAP CMA EI in AGA before and after ICVM

S. EI as of March EI as of June EI as of June

No 2016 2018 2019
[Pre ICVM] [Post ICVM] [Post
ICVM/Audit]
1 Bangladesh 54.68 65.44 [ICVM] -
2 Indonesia 44.90 72.73 [ICVM] -
3 Papua New 61.59 68.15 [ICVM] -
Guinea
4 Philippines 38.13 48.89 [ICVM] -
5 Cambodia 39.04 - 59.03 [Audit]
6 Thailand 32.69 -

3.1.42 Noting initiatives taken by ICAO in assisting Asia Pacific States to overcome
USOAP findings in AGA and to improve USOAP CMA EI, the AOP/SG/3 meeting urged:

a) States AGA experts who have completed Computer Based Training on USOAP
CMA to volunteer their services to the ICAO APAC CAT initiatives;
b) International Organization(s) to collaborate with ICAO in capacity building
programmes;
c) States with low USOAP EI in AGA to request ICAO for the APAC CAT and
IPAV assistance and COSCAPs as providers of ICAO assistance; and
d) States to nominate aerodrome regulatory and aerodrome operators’ staff to attend
Annex 14: Advanced Aerodrome Design and Operations course planned in 2019
in ICAO APAC Office and take benefit from this course.

Proposals for the Amendment of Annex 14, Volume I and Consequential Amendment
to PANs-Aerodromes (DOC 9981)

3.1.43 The AOP/SG/3 noted a proposal to amend Annex 14 — Aerodromes, Volume I —

Aerodrome Design and Operations with a consequential amendment to Procedures for Air Navigation
Services (PANS) — Aerodromes (Doc 9981). The proposed amendment would be published as
Amendment 15 to Annex 14, Volume I after approval by the ICAO Council.
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Proposals for the Amendment of Annex 14, Volume II relating to Heliports

3.1.44 The AOP/SG/3 noted a proposal to amend Annex 14 — Aerodromes, Volume II —

Heliports. It introduced extensive amendments related to heliport physical characteristics, visual aids,
and rescue and firefighting. It also included modifications of several associated definitions and
references to mature supporting guidance material to be included in the updated Heliport Manual
(Doc 9261). The proposed amendment would be published as Amendment 9 to Annex 14, Volume II
after approval by the ICAO Council.

Proposals for the Amendment to PANS-Aerodromes (Doc 9981)

3.1.45 The AOP/SG/3 noted a proposal arising from the PANS-Aerodrome Study Group
(PASG) to amend the Procedures for Air Navigation Services (PANS) — Aerodromes (PANS-
Aerodromes, Doc 9981), which included new chapters on training; inspections of the movement area;
work in progress (WIP); foreign object debris (FOD) control; wildlife hazard management; apron
safety; runway safety; and airside driver permit scheme and vehicle/equipment safety requirements.
The proposed amendment will be published as Amendment 3 to the PANS-Aerodromes after approval
by the ICAO Council.

Green Airport Standard and Evaluation in China

3.1.46 The AOP/SG/3 noted the Green airport standards and evaluation in China. China
green airport standard setting was to ensure aviation safety, to meet airport functional needs, and to
achieve resource conservation, environmental friendliness, efficient operation and people-oriented.

The Airfield Maintenance Mode of Beijing Capital International Airport (BCIA)

under High Operating Pressure

3.1.47 The AOP/SG/3 noted China’s paper on the compilation of airfield operation status
and airfield maintenance mode under high pressure but with due care of safety and efficiency at
Beijing Capital International Airport (BCIA). The paper also discussed the challenges of future
airfield maintenance’s models at BCIA.

Foreign Object Debris Detection System (FODDS) at Kuala Lumpur International

Airport

3.1.48 The AOP/SG/3 noted the field trial and deployment of the linear cell radar FODDS at
Kuala Lumpur International Airport with the objective to comply with ICAO Annex 14, Volume I,
forthcoming edition of PANS-Aerodromes (Doc 9981) and Airport Service Manual 9137, Part 9 -
Airport Maintenance Practices requirements on FOD detection.

Aerodrome SMS Implementation in Malaysia

3.1.49 The AOP/SG/3 noted the information on Aerodrome Safety Management System
(SMS) implementation at Malaysian airports in accordance to the International Civil Aviation
Organization (ICAO) Annex 19, Doc 9859 Safety Management Manual and Manual on Certification
of Aerodromes (Doc 9774).

Rehabilitation of Runway and Taxiway at Tribhuvan International Airport

3.1.50 The AOP/SG/3 noted Nepal’s paper on pavement evaluation, design, procurement
and procedures followed by the Airport Operator during the runway closure for runway rehabilitation
 APANPIRG/30 3.1-11
Report on Agenda Item 3.1

and airfield lighting upgrading at Tribhuvan International Airport to ensure the minimum impact to
the air traffic and the airport users, whilst ensuring safety and efficiency of aircraft operations.

Automated Vehicle Airside Trial

3.1.51 The AOP/SG/3 noted Japan’s trial on vehicle with automated driving technology
conducted on airside at certain airports in Japan as well as issues in the future concerning automated
vehicle driving on airside.

New Technologies in Addressing Aerodrome Safety and Capacity Challenges

3.1.52 The AOP/SG/3 noted the initiatives taken by Hong Kong, China on the deployment
of innovative technology at the HKIA to address aerodrome safety and capacity challenges in three
aspects, namely (1) raising training quality and effectiveness, (2) reinventing information flow and
coordination, and (3) streamlining manual processes with automation. This paper also shared the joint
efforts made by Hong Kong Civil Aviation Department (CAD) and Airport Authority Hong Kong
(AAHK) in exploring, assessing and introducing new technologies to the airfield.

Enhancement of Airfield Capacity of IGI Airport, New Delhi

3.1.53 The AOP/SG/3 noted various challenges for optimizing runway throughput and the
steps taken by Indira Gandhi International (IGI) Airport to meet growing air traffic demand by
enhancing airport capacity.

Integrated Scientific Approach for Bird/Wildlife Aircraft Strike Hazard Management

3.1.54 The AOP/SG/3 noted the experience of Rajiv Gandhi International Airport (RGIA),
India of wildlife/bird strike hazard and its impact on civil aviation in current scenario, when air traffic
was growing at highest rate ever and encouraged sharing of best practices and approach of all
individual aerodromes to develop internationally recommended strategies.

The Development and Innovation of the Planning Objectives Setting for Regional
Airports in China

3.1.55 With the rapid development of regional airports (airports with 10 million annual
passengers) in China and other countries in the Asia Pacific Region, this paper summarized the
experience and lessons learned from the past airport planning and design concepts, proposing several
new concepts for regional airport planning.

Runway Safety Go-Team

3.1.56 ICAO made a presentation on the runway safety go-team methodology

(www.icao.int/runwaysafety), objectives, benefits, and mission team composition. The presentation
also provided the phases of the runway safety go-team activities, comprising a 3-day on-site
assistance visit programme, and overall runway safety-related recommendations. The meeting
encouraged States to request from ICAO a Runway Safety Go-Team assistance visit, and was
informed that the activity, including funding, is part of the COSCAP-SEA programme annual work
plan.

3.1.57 The AOP/SG/3 noted that there was a Decision of RASG-APAC 5/6 (2015) on
runway safety go teams, which stated that:
3.1-12 APANPIRG/30
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ICAO APAC RO, with assistance from the COSCAP Chief Technical Advisors,
coordinate the implementation of ICAO Runway Safety Go-Teams in the APAC
region, and share relevant information on implementation with States/
Administrations and industry.

Status of Air Navigation Deficiencies in AOP Field

3.1.58 The AOP/SG/3 Meeting reviewed the list of Air Navigation Deficiencies noted by
APANPIRG/29 in the AOP field. Fiji, Maldives, Myanmar and Thailand provided updates on the
status of their Deficiencies.

3.1.59 The AOP/SG/3 urged States to provide updates on the status of AOP Deficiencies
prior to the APANPIRG/30 meeting scheduled on 4 to 6 November 2019, preferably by 15 October
2019. The APANPIRG/30 noted that the AOP/SG/3 adopted the following Conclusion.

Conclusion AOP/SG/3-8: Update of AOP Air Navigation Deficiencies

That, the list of Air Navigation Deficiencies reported and identified in AOP field be
updated as detailed in Appendix K to the AOP/SG/3 Report

ACI Pilot Airport Excellence (APEX) in Environment

3.1.60 The AOP/SG/3 was presented by ACI providing information on the ACI Pilot Airport
Excellence (APEX) in Environment Program describing its history, program contents, benefits to
airport operators and regulators, costs and recent updates.

3.1.61 The AOP/SG/3 Meeting noted that two Environmental reviews had been completed
in 2018 in Quito, Ecuador and Surakarta, Indonesia with positive feedback from the airport operator.
Reviews in Geneva, Switzerland and Hong Kong, China had been scheduled for 2019 and 2020.

Airport Environment Initiatives in India

3.1.62 The AOP/SG/3 noted the recent initiatives taken in environmental aspects at airports
operated by the Airports Authority of India to support environmental issues. Airports Authority of
India understood the need of meeting human development goals while at the same time sustaining the
ability of natural systems to provide the natural resources and ecosystem services upon which the
economy and society depend.

Recovery of Airport Operations Affected by Flood Occurred on 15th August 2018

3.1.63 The AOP/SG/3 noted India’s paper on the recovery methods adopted at Cochin
International Airport for normalizing airport operations which had been closed for 14 days due to the
flood occurred on 15th August 2018 in the southern state of Kerala, India.

3.1.64 The ICAO would forward all Information Papers related to Environment for a
technical review by the ICAO Committee on Aviation Environmental Protection (CAEP). This would
also help bring the work of the AOP/SG into line with the appropriate ICAO Assembly Resolutions,
which recognise that CAEP is the technical Committee of the Council dealing with Environmental
issues, and also in line with the CAEP work programme, approved by the ICAO Council.
 APANPIRG/30 3.1-13
Report on Agenda Item 3.1

Air Navigation Infrastructure Improvement

3.1.65 The AOP/SG/3 noted Kiribati’s paper which highlighted the involvement of Kiribati
in a range of projects aimed at improving the ANS infrastructure to enhance air travel and at the same
time maintaining safety regulatory measures set out by ICAO and national regulations. The paper also
highlighted the current status of those projects and the reduction in deficiencies in the ANS systems in
Kiribati.

Volcanic Ash Exercises and Aerodrome Operations

3.1.66 The AOP/SG/3 noted the paper on the ICAO Asia and Pacific Volcanic Ash
Exercises Steering Group and highlights some of the recent and planned volcanic ash exercises, which
included demonstrations of inter-agency response to volcanic ash deposition at international
aerodromes.

Election of Chairperson and Vice Chairperson of AOP/SG

3.1.67 Maldives proposed Ms. Lyu Qing of Civil Aviation Administration of China as the
Chairperson of AOP/SG. The proposal was seconded by Indonesia. Vietnam proposed Mr.
Mahyuddin Sajuri of Civil Aviation Authority of Malaysia as the Vice Chairperson of AOP/SG and
seconded by Nepal. As no other proposals were received, Ms. Lyu Qing from China and Mr.
Mahyuddin Sajuri from Malaysia were unanimously elected as Chairperson and Vice Chairperson of
AOP/SG.

Provisional Agenda, Date and Venue of Next Meeting

3.1.68 The AOP/SG/3 reviewed and agreed on the draft agenda for the Forth Meeting of
AOP/SG for 2019 placed in Attachment A to the Report on Agenda Item 3.1. The next meeting of
AOP/SG would be held in last week of June 2020 in Bangkok, Thailand for 4 days.

First Joint Meeting of the Asia/Pacific Aerodrome Design and Operations Task Force
(AP-ADO/TF/1) and the Asia/Pacific Aerodrome Assistance Working Group (AP-
AA/WG/1)

3.1.69 Subsequent to AOP/SG/3, the First Joint Meeting of the Asia/Pacific Aerodrome
Design and Operations Task Force (AP-ADO/TF/1) and the Asia/Pacific Aerodrome Assistance
Working Group (AP-AA/WG/1) was held on 25 – 27 September 2019 in Bangkok, Thailand.

3.1.70 Tasked by AOP/SG and noting the importance of altiports and aerodromes in
constrained environment to the local communities in some of the APAC States which may not have an
alternative means of access, AP-ADO/TF/1 Meeting agreed to prepare a draft regional guidance
document for the design and operations of altiports and aerodromes in constrained environment.

3.1.71 The AP-AA/WG/1 Meeting agreed to develop a survey for States with low AGA EI
and/or AGA-related air navigation deficiencies to establish their requirements for assistance. In
addition, in order to assist States to establish an aerodrome certification process and to meet the
aerodrome-related Beijing Declaration commitment by 2020, the AP-AA/WG/1 Meeting agreed to
develop a set of model aerodrome certification documents.

3.1.72 The full outcome of the Joint Meeting would be submitted to AOP/SG/4, to be held in
June 2020, in the form of Working Paper.
3.1-14 APANPIRG/30
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Global Standards Related to the Design, Certification and Operations of Water

Aerodromes (WP/20)

3.1.73 The APANPIRG/30 noted this Working Paper presented by Indonesia on the joint
proposal by Canada and Indonesia to the 40th Assembly of ICAO on developing global provisions
related to the design, certification and operations of water aerodromes.

3.1.74 The meeting noted the following Resolution adopted by the 40th Assembly:

Resolution 30/2: Global provisions for design, certification and operations of

water aerodromes

The Council, within the current allotted budget, and as a matter of priority, will now
review existing SARPs related to aerodromes and decide on how to develop specific
Standards and Recommended Practices in the appropriate Annexes to the Convention
in order to address the design, certification, management, safety and reporting
requirements for water aerodromes operations.

3.1.75 The meeting recalled that the Asia Pacific Regional Guidance on Requirements for
the Design and Operations of Water Aerodromes for Seaplane Operations had been published on
ICAO APAC website, subsequent to the work conducted by Water Aerodrome Small Working Group
under the then Aerodrome Operations and Planning Working Group of APANPIRG.

3.1.76 States in the APAC Region were urged to participate in ICAO’s work to develop
specific SARPs in order to address the design, certification, management, safety and reporting
requirements for water aerodrome operations.

Implementation of Airport Collaborative Decision Making (A-CDM) in India (IP/02)

3.1.77 The APANPIRG/30 meeting noted the successful implementation of A-CDM in a

number of airports in India, and India’s proposal of providing support on A-CDM implementation to
interested States, in particular those in the APAC Region.

————————
 APANPIRG/30 3.2-1
Report on Agenda Item 3.2

Agenda Item 3: Performance Framework for Regional Air Navigation Planning and
Implementation

3.2: ATM
ATM/SG/7 Outcomes (WP10)

3.2.1 The Seventh Meeting of the Air Traffic Management Sub-Group (ATM/SG/7) of the
Asia Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG) had been
held from 05 – 09 August 2019 at the Kotiate Wing of the ICAO Asia and Pacific Regional Office,
Bangkok, Thailand. The Fourth Meeting of the Advanced Inter-Regional Air Traffic Services Route
Development Task Force (AIRARD/TF/4) had been held as part of the combined meeting with the
ATM/SG/7.

3.2.2 A total of 42 Working Papers (WPs), 15 Information Papers (IPs), six flimsies and 11
presentations had been considered by the ATM/SG/7 meeting.

Beijing Declaration

3.2.3 In preparing for the next Ministerial Conference on Civil Aviation, tentatively scheduled
for 2020, the ATM/SG/7 meeting noted that each of the ANS priority areas still presented a challenge
to many States, so the progress report to the ministers may not show a positive result. States were
therefore urged to take note and use a whole-of-government approach in coordination with ministries
in order to ensure appropriate progress may be reported in 2020.

Seamless ATM Reporting and Monitoring Update

3.2.4 The meeting discussed the status of the Seamless ATM reporting, reflecting the
implementation progress of air navigation improvements in the Region against the objectives set out
in the Asia/Pacific Seamless ATM Plan V2.0.

3.2.5 States had been urged by APANPIRG/27 to give higher priority at CAA and Air
Navigation Service Provider (ANSP) levels and to mobilize human and financial resources to
complete the implementation of Phase 1 objectives by November 2019 (commencement of Phase II).
ICAO had stressed that the significant gap noted between expected and actual achievement (Figure
3.2-1) represented a major failure by most States to conduct whole-of government planning and to
execute such plans. (note: IATA 2013 analysis determined that a ‘worst case’ scenario of non-
implementation would potentially represent an accumulated regional economic benefit loss of US$
502 billion by 2030).

Figure 3.2-1: Gap between Planned and Actual Seamless ATM Implementation

3.2.6 Given that the overall implementation progress of Seamless ATM/Block 0 elements had
been poor, the Asia/Pacific Seamless ANS Plan V3.0 proposed to place greater emphasis on ‘robust’
status National Air Navigation Plans (NANPs), developed by a whole-of-government approach,
which was dependent on whether the NANP included the expected NANP Basic Planning Elements
(BPEs),of the Regional Air Navigation Plan.
3.2-2 APANPIRG/30
Report on Agenda Item 3.2

3.2.7 The Secretariat stated that the expectation was that States that had reached 90% or more
would not receive an APANPIRG Air Navigation Deficiency, but those that did not reach this
requirement may be considered for such, on a case-by-case base. The meeting, taking notice of
concerns raised by some States on the assessment methodology, agreed to the following Conclusion:
Conclusion APANPIRG/30-5: Asia/Pacific Seamless ANS Plan

What: That, given the urgency and priority of Air Expected impact:
Navigation Service (ANS) planning and modernization, and the ☒ Political / Global
lack of progress in implementing the Aviation System Block ☐ Inter-regional
Upgrade (ASBU) Block 0, Asia/Pacific States are urged to:
☒ Economic
(1) review Version 3.0 of the Asia/Pacific Seamless ANS Plan
appended as Appendix A to the Report on Agenda Item 3.2; and ☒ Environmental
(2) consider utilising the Asia/Pacific Seamless ANS Plan to ☒ Ops/Technical
develop a National Air Navigation Plan (NANP) after considering
the NANP Template at Appendix B to the Report on Agenda
Item 3.2, to enable timely implementation of applicable Seamless
ANS elements.
Why: To incorporate changes from the
GANP and regional requirements, and to ensure Follow-up: ☒Required from States
more effective use of NANPs.
When: 6-Nov-19 Status: Adopted by PIRG

Who: ☐Sub groups ☒APAC States ☐ICAO APAC RO ☐ICAO HQ ☐Other:

3.2.8 The ATM/SG/7 meeting had noted that there were considerable challenges foreseen with
the advent of the proposed 6th Edition of the GANP in terms of its increased complexity and the
increased number of ASBU elements and sub-elements. States were urged by ICAO to consider the
issues related to the draft 6th Edition for consideration by their delegations to the 40th ICAO
Assembly, including the need to take into account the possible increased costs of research, review and
implementation, especially in terms of the No Country Left Behind (NCLB) policy. The ATM/SG/7
meeting had also noted that plans to redevelop the Regional Air Navigation Plan Volume III template
must not act as an impediment to the future incorporation of the Asia/Pacific Seamless ANS Plan into
the Regional Air Navigation Plan Vol. III. and the need for greater visibility of the elements of the
safety-critical AIM, SAR, ATM Contingency and ATFM elements of the subsidiary regional plans.
The meeting agreed to the following Conclusion:
Conclusion APANPIRG/30-6: ICAO HQ Support for Regional ANS Implementation

What: That, ICAO HQ is invited to: Expected impact:

(1) given the greatly increased number and complexity of Aviation ☒ Political / Global
System Block Upgrade (ASBU) elements in the draft 6th Edition of ☒ Inter-regional
the Global Aviation Navigation Plan (GANP), the redefinition of
☒ Economic
ASBU Block 0 elements that were expected to be completed by
2019, and the need for more detailed and comprehensive guidance ☐ Environmental
provided on the ASBU Portal for each element than is currently ☒ Ops/Technical
provided, consider:
(i) the consequences for States of different capabilities to ensure that
the No Country Left Behind (NCLB) policy is fully considered; and
(ii) the extra resources, tools and training required to enable States
to be able to understand, review, determine priorities and
costs/benefits, and implement the applicable ASBU elements; and
(2) ensure that the redevelopment of the Regional Air Navigation
Plan Volume III templates allow the Asia/Pacific Seamless Air
Navigation Service (ANS) Plan to be fully incorporated into Vol. III
without amendment; and
 APANPIRG/30 3.2-3
Report on Agenda Item 3.2

(3) ensure an urgent upgrade of the electronic regional ANS

Monitoring and Reporting Scheme to:
(i) allow States to electronically submit data related to the Seamless
ANS Plan and its subsidiary plans; and
(ii) ensure the ICAO Regional Office can amend online elements,
metrics and priorities, consistent with APANPIRG endorsements.
Why: The 6th Edition of the GANP as
proposed significantly increases the complexity
and technological focus, even of Block 0
elements, which may widen the gap between
developed and less developed States. This may
require an increase in resources for ICAO HQ
implementation programmes, Regional Offices,
and less developed States. The redevelopment of
Follow-up: ☐Required from States
the Vol. III template must support the regional
plan already endorsed by APANPIRG. The
current inflexible Seamless ATM Monitoring and
Reporting Scheme is not able to manage GANP or
Seamless ATM Plan changes so it will be
invalidated in November 2019, and the subsidiary
regional plans use a different manual reporting
process that is not connected to iSTARS.
When: 6-Nov-19 Status: Adopted by PIRG

Who: ☐Sub groups ☐APAC States ☐ICAO APAC RO ☒ICAO HQ ☐Other:

RAPMFSWG Outcomes

3.2.9 China had presented the recent outcomes from the Regional ATM Performance
Measurement and Framework Small Working Group (RAPMF/SWG). A draft ATM Performance
Measurement Framework (PMF) had been developed, which recommended the use of 10 Key
Performance Indicators.

3.2.10 As the task of the RAPFMSWG had been completed, it was proposed that the
RAPFM/SWG was no longer necessary. The meeting agreed to the following Conclusion.
Conclusion APANPIRG/30-7: Asia-Pacific ATM Performance Measurement Framework

What: That, States are urged to consider: Expected impact:

1. analysing the Asia/Pacific ATM Performance Measurement ☒ Political / Global
Framework (ATM PFM) at Appendix C to the Report on Agenda ☐ Inter-regional
Item 3.2;
☐ Economic
2. tailoring the ATM/PFM according to their own conditions, as
appropriate; ☐ Environmental
3. promoting the ATM PFM through encouraging the stakeholders ☒ Ops/Technical
to initiate their own performance measurement practice;
4. when time and condition permit, publish a report, supporting the
initiative to conduct a trial of the first phase for the initial
performance measurement work; and
5. the means by which to guide the stakeholders to perform analysis
and manage improvement internally, for example, develop a
comprehensive information demonstration platform for
performance measurement to gather data, display outcomes with
computerised support tools and technology documents as
appropriate.
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Report on Agenda Item 3.2

Why: To facilitate ATM performance

measurement work in order to achieve the
Seamless ATM and regional ATFM goals in the Follow-up: ☒Required from States
Asia/Pacific Region, to promote improved
operational performance.
When: 6-Nov-19 Status: Adopted by PIRG

Who: ☐Sub groups ☒APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other:

Application of ATC Separation Standards

3.2.11 ICAO had presented data on surveyed ATC separation standards that were being applied
within the Asia/Pacific Region as compared to the provisions in the Asia/Pacific Seamless ATM Plan
and ICAO Document 4444 – PANS ATM. Figure 3.2-2 provided an indication as at April 2019 of the
efficiency of ATC separations as they were theoretically being applied within Flight Information
Regions (FIRs) and at Transfer of Control (TOC) points.

Figure 3.2-2: Compliance with Seamless ATM Horizontal Separation Standards

Air Traffic Flow Management Steering Group Outcomes

3.2.12 The meeting was informed of the outcomes of the Ninth Meeting of the Air Traffic Flow
Management Steering Group (ATFM/SG/9, Bangkok, Thailand, 22 – 26 April 2019)

3.2.13 ICAO had expressed concern that there were ATFM Units (ATFMUs) in the APAC
Region that had not made reasonable arrangement for the continuation of necessary ATFM functions
outside their hours of operation. This did not meet the APAC regional expectations conveyed in the
Regional Framework for Collaborative ATFM, or the normal expectation of the aviation community
that such services were available on a 24-hour basis.
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3.2.14 ATFM/SG/9 had noted that there were operational/technical gaps affecting the
interoperability of Northeast-Asia Region ATFM Harmonization Group (NARAHG) ATFM
operations with other ATFM operations that were conducted in accordance with the Regional ATFM
Framework, most notably the Distributed Multi-Nodal Network Project.

3.2.15 In response to a query on why different concepts were being developed in the same
Region, ICAO had reminded ATFM/SG/9 that the Regional ATFM Concept of Operations, approved
by APANPIRG, formed the basis of the APANPIRG-approved Regional Framework for
Collaborative ATFM, with which all APAC Administrations were expected to comply.

3.2.16 In alignment with the methodology applied to assessment of reported implementation

status in a number of significant ATM technical fields in the APAC Region, implementation status of
each Administration was assessed as Robust (90 – 100% implementation), Marginal (70 – 89%) or
Incomplete (0 – 69%).

3.2.17 Only Singapore and USA were assessed as having Robust implementation. China, Japan
and Republic of Korea were assessed as having Marginal implementation, and the remainder of
APAC Administrations were assessed as either – Incomplete, Did Not Report, or Incorrect Report.

3.2.18 ATM/SG/7 had agreed to Draft Decision ATM/SG/7-4: Amend ATFM/SG Terms of
Reference, facilitating the conduct of ongoing A-CDM work in the ATFM/SG, in the event that
APANPIRG determined that the APA-CDM/TF be dissolved. As the meeting decided to continue
APA-CDM/TF until 2021 (Agenda Item 3.1), the Draft Decision was not presented to the meeting.
However, the Chair noted that it was expected that A-CDM activities would, in future, be subsumed
into the ATFM/SG.

Missing Departure (DEP) Messages

3.2.19 The ATM/SG/7 meeting had been provided with an update on the issue of missing
departure (DEP) messages, as had been reported to ATM/SG/6 and APANPIRG/29. The meeting was
provided with examples (ATM/SG/6 WP12 Attachment A) of the many Asia/Pacific
Administrations that had specified addressing requirements for flight plans (FPLs) in their
Aeronautical Information Publication (AIP) Section ENR 1.11 that were not compliant with the
procedures specified in ICAO Doc 4444.

3.2.20 ICAO had informed the ATM/SG/7 meeting that the specification of non-compliant
addressing requirements contributed to the non-receipt of FPL, DEP and other related ATS messages.
It was also noted that several addresses specified in AIPs included three-letter designators that the
Administrations concerned were not entitled to use.

3.2.21 ICAO had also informed the ATM/SG/7 meeting that the practice of coercing airspace
users and States to address FPL to non-compliant addresses was entirely unacceptable, and any
continuation of this behaviour would be taken up formally with the Council of ICAO. Further action
would be taken by ICAO to ensure compliance with the provisions of PANS-ATM through direct
contact with the Administrations concerned, and through APANPIRG Air Navigation Deficiencies in
2020. ATM/SG/7 had agreed to the following Conclusion:

Conclusion ATM/SG/7-5: ATS Message Reception and Handling

Regional Air Navigation Plan Update

3.2.22 ICAO had presented an update on the progress of the electronic Air Navigation Plan
(eANP) development for the Asia/Pacific, which was intended to replace ICAO Doc. 9673. Meeting
participants were invited to review the FIR and Search and Rescue Region (SRR) data affecting their
administration, and provide feedback to ICAO on the data’s accuracy.
3.2-6 APANPIRG/30
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3.2.23 As at 10 October 2019, the FIR/SRR data review from States that had been verified for
the FIR Table for entry into the eANP was at Attachments E, F and G to APANPIRG/30 WP/10,
with the SRRs expected to be fully reviewed in 2020.

3.2.24 As at October 2019, a number of FIRs were either in the process of completing their
verification by Proposal for Amendment (PfA) to the ANP (detailed status reports – APANPIRG/30
WP/10 Attachment E and Attachment F), or had been verified already (Figure 3.2-3).

Figure 3.2-3: FIR Review Status, October 2019

Trans-Regional ATS Coordination

3.2.29 The ATM/SG/7 meeting had discussed coordination and implementation of Trans-
Regional Air Traffic Services (ATS) routes between the APAC, EUR/NAT and MID regions.
Unfortunately, no progress had been possible with regard to the Russia-China interface, the Russia-
Democratic People’s Republic of Korea (DPRK)-Republic of Korea (ROK) interface, the Russia-
Japan interface, and only a few route amendments were able to be agreed on the MID – APAC
interface, due to a lack of engagement by relevant States.

3.2.30 ATM/SG/7 had noted that both IATA and States had failed to provide the necessary data,
analysis and papers to support the long term goals of the AIRARD/TF. Moreover, attendance by key
trans-regional States and the IATA Co-Chair had not enabled the TF to function as was expected. The
ATM/SG/7 meeting had agreed to the updated AIRARD/TF Task List at APANPIRG/30 WP/10
Attachment H.

3.2.31 ICAO confirmed that unfortunately, AIRARD/TF/4 would be the last such meeting, as it
was not possible to continue without a clear deliverable, noting that it was not an APANPIRG
contributing body.
 APANPIRG/30 3.2-7
Report on Agenda Item 3.2

Civil/Military Cooperation Update

3.2.32 ICAO had recalled that civil-military cooperation remained one of the highest regional
priorities in the Asia/Pacific Seamless ATM Plan. Examples were provided of military operations and
activity controlled by State agencies which were of concern, so lessons could be learnt and
improvements implemented. The examples included issues related to an Air Defence Identification
Zones (ADIZ), Air Defence Codes (ADCs), operation of Special Use Airspace (SUA), ballistic launch
and space re-entry activity, and significant delays and disruptions to civil air traffic in East Asia.

3.2.33 The meeting noted the commitment in the Beijing Declaration by Asia/Pacific Ministers
of Civil Aviation (paragraph 2.1 d)) and Conclusion APANPIRG/29-10 Minimising the Impact of
Non-ICAO Procedures and Requirements for Military Activities Affecting Civil Aviation to enhance
civil-military cooperation and Conclusion 29/9: Procedures for Ballistic Launch and Space Re-
Entry Management.

3.2.34 Notwithstanding this, the ATM/SG/7 meeting was informed of multiple examples (08
May 2018, 21 January 2019, 29 April 2019, 22 May 2019 and 05 June 2019) when ballistic rockets
had been launched from China affecting Cambodia, Fiji, Lao PDR, Myanmar and Thailand. The
launches had failed to meet these regional policies requiring coordination and promulgation, affecting
aircraft, aerodromes and the safety of the public. Moreover, space debris had been found in numerous
States.

3.2.35 China had informed the meeting that it had sent messages through diplomatic channels
and ATS communications to advise of the launches. ICAO had emphasized that this was not
sufficient, as ATS and airspace users needed to be informed, and the notifications from China had
been clearly lacking, as there was potential danger to the public, and advisories had been sent to
irrelevant States, and were not fully in accordance with the regional policy, such as: consideration of
affected airspace users and ANSPs is made after consultation, so that the size of the airspace affected
is minimized and the launch window is optimized for the least possible disruption to other users.

3.2.36 The provisions of Annex 11, 2.19 Air Traffic Services applied:
2.19.1 The arrangements for activities potentially hazardous to civil aircraft, whether
over the territory of a State or over the high seas, shall be coordinated with the
appropriate air traffic services. The coordination shall be effected early enough to permit
timely promulgation of information regarding the activities in accordance with the
provisions of Annex 15.

3.2.37 The meeting noted that a post-ATM/SG/7 incident had also occurred on 19 September
2019, which had caused large pieces of space debris to impact in Myanmar.

Air Defence Identification Zone

3.2.38 In 2018, the uncoordinated establishment by Bangladesh of an ADIZ, including airspace

over the high seas had been discussed by the ATM/SG/6. No change in status of the ADIZ was
reported to the ATM/SG/7. The meeting was advised that both Bangladesh and India required an Air
Defence Clearance (ADC) for each flight, irrespective of the flight plan status. Bangladesh and India
were invited by the meeting to consider alternative, less disruptive measures used by other
Asia/Pacific States.

Major East Asian Delays

3.2.39 In 2018, the International Federation of Air Line Pilots’ Associations (IFALPA) had
issued several Deficiencies related to delays and capacity issues within Chinese airspace. The meeting
discussed the issue, which had been highlighted as long ago as ATM/SG/3 (Bangkok, 03 – 07 August
2015).
3.2-8 APANPIRG/30
Report on Agenda Item 3.2

3.2.40 While recognising that not all delays were caused by civil/military cooperation issues,
the continuing reports of problems related to Chinese airspace led to China’s commitment in 2017 to
implement some ATFM measures to better manage traffic. APANPIRG/27, APANPIRG/28 and
APANPIRG/29 had noted the Subgroup reports on delays, and had urged China to address these.

Special Use Airspace

3.2.41 ICAO had noted that restricted areas were being designated in international airspace by
some States without the necessary ‘Head of Power’ to do so, despite restricted areas and prohibited
areas being defined by Annex 2 as only being able to be designated ‘above the land areas or
territorial waters of a State’. The meeting recalled that the United Nations Convention on the Law of
the Sea (UNCLOS) did not allow States to impose restrictive measures on aircraft (other than on the
State’s aircraft) within international airspace.

3.2.42 Therefore, ICAO intended to propose an APANPIRG ANS Deficiency for these non-
compliances with SARPs, unless Australia, India and Indonesia were able to amend that portion
which extended into internal airspace so it was compliant with the provisions of the Convention.

3.2.43 An example of danger areas being improperly designated by Bangladesh within or partly
within India’s airspace of responsibility was also proposed for an APANPIRG Deficiency. The
meeting noted that States were only permitted to designate airspace within international airspace that
was delegated to that State for the purposes of provision of ATS (the provisions of Annex 15
Aeronautical Information Services applied):
2.1.2 Each Contracting State shall ensure that the provision of aeronautical data and
aeronautical information covers its own territory and those areas over the high seas for
which it is responsible for the provision of air traffic services (ATS).

Regional ATM Contingency Planning and Status Reporting

3.2.44 ICAO had presented contingency planning information to ATM/SG/7 in the Asia/Pacific
Region, including an update on the Asia/Pacific Regional ATM Contingency Plan. The Plan’s
performance expectations had been expected to be implemented by 10 November 2016, reflecting an
Annex 11 requirement for contingency plans that had been applicable since November 2003.

3.2.45 Regional ATM Contingency Plan Monitoring and Reporting status report forms had been
received from 19 Asia/Pacific Administrations. Using standardized regional criteria for the
assessment of State contingency planning, based on the overall implementation of applicable elements
of the regional plan, the status of Sate contingency planning was:
 Robust – Australia, Indonesia, Singapore;
 Marginal – Malaysia;
 Incomplete – Bangladesh, Cambodia, Hong Kong China, Macao China, Japan,
Maldives, Myanmar, Nepal, New Caledonia, Pakistan, Papua New Guinea,
Philippines, Republic of Korea, Thailand; and
 Did Not Report – Afghanistan, Bhutan, Brunei Darussalam, China, Cook Islands,
Fiji, France (French Polynesia), DPR Korea, India, Kiribati, Lao PDR, Marshall
Islands, Micronesia, Mongolia, Nauru, New Zealand, Palau, Samoa, Solomon
Islands, Sri Lanka, Timor Leste, Tonga, Tuvalu, United States, Vanuatu.
 APANPIRG/30 3.2-9
Report on Agenda Item 3.2

ATM Emergency and Contingency Response Planning

3.2.46 The Ninth Meeting of the South Asia – Indian Ocean ATM Coordination Group
(SAIOACG/9 – WP28) had discussed the need for appropriate checklists and guidance for ATS units’
response to emergencies and contingency events. Noting that the templates for ATM emergency and
contingency response considered by SAIOACG/9 were included in a proposed amendment to the
Regional ATM Contingency Plan (Conclusion ATM/SG/7-7), the ATM/SG/7 meeting had agreed to
the following Conclusion, as drafted by SAIOACG/9:
Conclusion ATM/SG/7-6: ATM Emergency and Contingency Response Planning

Pakistan CCT

3.2.47 A Contingency Coordination Team (CCT) had been established by the APAC Regional
Office for the closure of Pakistan airspace on 27 February 2019, involving the ANSPs from India
(AAI), Pakistan (PCAA) and the ICAO MID Office, as well as the IATA offices in Jordan (MENA)
and Singapore (ASPAC) and representatives from 19 States and three International Organizations.

3.2.48 The airspace had become available for normal operations after 140 days, on 17 July
2019. A total of 40 CCT bulletins had been issued to exchange information with key stakeholders.
Lessons learned included the need for the States concerned to maintain close and regular
communication with the ICAO Regional Office, as the CCT was dependent on up-to-date information
which stakeholders could use to plan their contingency actions, and the need to ensure that both civil
and military authorities understood the State’s obligations to comply with the Convention on
International Civil Aviation.

3.2.49 The ATM/SG/7 had noted the need to ensure that both civil and military authorities
understood the State’s international obligations to comply with the Convention on International Civil
Aviation as described in Figure 3.2-4. It was also noted that national ATM contingency plans should
ensure that there were provisions to facilitate the continued transit of international aircraft within such
airspace, and that such airspace cannot be unilaterally ‘closed’ or restricted.

Figure 3.2-4: Maritime and Airspace Volumes as defined by the United Nations
Convention on the Law of the Sea (UNCLOS = white/red) and the ICAO Convention =
purple)

3.2.50 Thailand, EUROCONTROL, IATA and ICAO had provided overviews of the impact of
the prolonged closure of the Lahore and Karachi FIRs to overflying traffic. The cost of this closure
was estimated by IATA to have been in excess of USD400,000 every day to airlines. The
conservatively estimated cumulative extra costs were in excess of USD 55 million.
3.2-10 APANPIRG/30
Report on Agenda Item 3.2

3.2.51 The daily cost to the environment based on 295 disrupted flights was approximately
560,551 kg of wasted fuel, 1,771,342 kg of extra CO2 and 10,586 kg of NOx, based on
EUROCONTROL estimates. Over the 20 weeks, this meant about 78,477 tonnes of extra fuel was
used, and 247,940 tonnes of extra CO2 and 1,482 tonnes of NOx had been emitted.

3.2.52 IATA had urged the States that had experienced revenue decreases not to attempt to
recover this revenue through large increases in ANS charges, even those of a ‘temporary’ nature, in
line with the specific recommendations in ICAO Doc 9082 ICAO’s Policies on Charges for Airports
and Air Navigation Services regarding consultation with users on charges.

3.2.53 Given the cost to airlines and the established ICAO policy on airspace use charges, the
meeting agreed to the following Conclusion:
Conclusion APANPIRG/30-8: Recovery of Lost Revenue due to Airspace Closure

What: That, concerned States are urged to carefully Expected impact:

consider enacting any ANS pricing changes aimed at recovering ☒ Political / Global
revenue lost during the 2019 Pakistan airspace closure. Should any ☐ Inter-regional
States be considering such a move the meeting urges those States to
☒ Economic
enter into full and transparent consultations with airspace users and
their representative bodies in accordance with ICAO Doc 9082 ☐ Environmental
prior to any decisions being made. ☐ Ops/Technical
Why: Airlines have already incurred
extra unbudgeted costs conservatively estimated
by IATA to be in excess of USD 400,000 per day
Follow-up: ☒Required from States
(a cumulative amount in excess of USD55 million
as of mid-July) and should not be penalized twice
for the same causal event.
When: 6-Nov-19 Status: Adopted by PIRG

Who: ☐Sub groups ☒APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other:

Regional ATM Contingency Plan Update

3.2.54 As a lesson learnt from contingency operations, the recovery from any contingency
operation could be just as difficult as the initial situation to manage. To avoid ad hoc recovery actions
that placed aircraft or adjacent ATC units in an unsafe situation, it was important to consider and
agree with affected units recovery actions related to an agreed time of resumption of normal
operations, notification warning period and process, management of active flight operations during
the notification warning period and management of ‘mixed mode’ (contingency route/level and non-
contingency route/level) operations. Accordingly, these considerations were included in the
amendment of the Regional ATM Contingency Plan.

Natural Disaster and Humanitarian Aid Relief – Promulgation of NOTAMs

3.2.55 In September 2018 a major destructive earthquake and tsunami event had occurred in
Palu, Indonesia. During the coordination of contingency responses, including humanitarian aid, it
became apparent that the normal distribution of NOTAM information did not necessarily provide
ready access to information that would assist in the planning and deployment of humanitarian aid.

3.2.56 In particular, information on the status of affected aerodromes, communications,

navigation and ATS facilities may, depending on the location, not be included in the international
NOTAM distribution for the FIR concerned. The amendment to the Regional ATM Contingency Plan
at Appendix G to the Report of the ATM/SG/7 Meeting included a related element.
 APANPIRG/30 3.2-11
Report on Agenda Item 3.2

3.2.57 The ATM/SG/7 meeting had agreed to the following Conclusion:

Conclusion ATM/SG/7-7: Amendment to the Regional ATM Contingency Plan

Asia/Pacific Unmanned Aircraft Systems Task Force Outcomes

3.2.58 ICAO presented the outcomes of the Third Meeting of the Asia/Pacific Unmanned
Aircraft Systems Task Force (APUAS/TF/3, Bangkok, Thailand, 04 to 07 March 2019). The
APUAS/TF/3 had been informed of changes to the ASBU scheme that would be proposed to the 40th
Assembly of ICAO, removing B1-RPAS and B2-RPAS and adding new ASBU of some relevance to
UAS operations – ASEP-B2/2, ASEP-B2/3 and ASUR-B2/2. The meeting had also agreed to the
inclusion in the 2019 update of the Asia/Pacific Seamless ATM Plan of a performance expectation for
UAS integration into National Airspace Systems. The amendment proposal was carried into the
proposed revision of the now renamed Seamless ANS Plan.

3.2.59 APUAS/TF had completed the Regional Guidance for the Regulation and Safe
Operation of UAS within National Airspace. Accordingly, ATM/SG/7 agreed to the following
Conclusion:
Conclusion ATM/SG/7-9: Regional Guidance for the Regulation and Safe Operation
of UAS within National Airspace

3.2.60 The meeting was informed that APUAS/TF had met the objectives of its TOR and that
residual tasks had been assumed by the Secretariat. In discussing the proposal that the Task Force be
dissolved, the meeting was reminded that there were now a significant number of other expert bodies
established to develop guidance for the management of UAS, particularly the UAS Advisory Group
(UAS-AG), coordinated by ICAO Headquarters and which had recently released its first tranche of
guidance material for UAS Traffic Management (UTM). Any further regional activity in this field
would be undertaken by, or through, ATM/SG. The meeting agreed to the following Decision:
Decision APANPIRG/30-9: Dissolution of the APUAS/TF

What: That, noting that the APUAS/TF has met its Expected impact:
objective, and any residual tasks had been reassigned to the ☒ Political / Global
Secretariat, the APUAS/TF be dissolved. ☐ Inter-regional
☐ Economic
☐ Environmental
☒ Ops/Technical
Why: APUAS/TF has completed the
task assigned by APANPIRG, in accordance with Follow-up: ☐Required from States
its Terms of Reference.
When: 6-Nov-19 Status: Adopted by PIRG

Who: ☐Sub groups ☐APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other:

AIS – AIM Implementation Task Force Outcomes

3.2.61 The meeting was informed by ICAO of the outcomes of the Fourteenth Meeting of the
ICAO Aeronautical Information Services (AIS) – Aeronautical Information Management (AIM)
Implementation Task Force (AAITF/14, Bangkok, Thailand, 20 to 24 May 2019.

AIS-AIM-Related APANPIRG ANS Deficiencies

3.2.62 AIS-related Air Navigation Deficiencies reviewed by the meeting included World
Geodetic System 1984 (WGS-84) not implemented (12 States), AIP Format (two States) and Quality
Management System (QMS) not implemented (22 States). No new deficiency was added to the list.
3.2-12 APANPIRG/30
Report on Agenda Item 3.2

3.2.63 One deficiency was deleted from the list at the AAITF/14 meeting (Cook Islands, WGS-
84 not implemented). AAITF/14 had again been invited to note the ongoing, high level of concern
about poor quality management of aeronautical information in the APAC Region, and the apparent
lack of organizational priority for this safety-critical requirement.

Standardized Aeronautical Information

3.2.64 IATA had made recommendations to AAITF/14 for the improvement of delivery of
aeronautical information, citing the need to ensure all aeronautical information was accurate, correctly
updated and easily accessible by airspace users. ATM/SG/7 had agreed to the following Conclusion:
Conclusion ATM/SG/7-11: Standardized Aeronautical Information

Regional AIM Implementation Progress

3.2.65 Regional AIM transition progress reporting continued to be poor. Only 14

Administrations had provided updated information since AAITF/13. Regional AIM transition
measured against Phase 1 of the ICAO Roadmap for Transition from AIS to AIM was approximately
74%, which was unchanged from AAITF/13. Phase 2 AIM transition progress was 42%, compared to
39% at AAITF/13.

3.2.66 AAITF/14 had been informed that a cross-referencing of reported implementation steps
had found that in some cases 100% implementation had been reported for transition steps that were
heavily dependent on other steps, in which only minimal, or zero, implementation had been reported.
The Administrations concerned were requested to review their reported progress (Bhutan, China,
Macao China, Fiji, Nepal, Pakistan, Papua New Guinea, Republic of Korea, Tonga and USA).

3.2.67 Twenty-six Administrations had provided information on the status of implementation of

the performance expectations of the Asia/Pacific Regional Plan for Collaborative AIM. Overall
regional implementation of AIM Capability Phase I (immediate implementation) and Phase II
(expected implementation 07 November 2019) were 48% and 40% respectively.

3.2.68 The following States had either not reported progress in the implementation of electronic
AIP (eAIP, Conclusion APANPIRG 24/19 Electronic AIP referred), or were requested to provide
updated information on their eAIP website status, noting a range of problems related to access
limitations and missing aeronautical information:
Bhutan, Brunei Darussalam, Cambodia, DPR Korea, Kiribati, Lao PDR, Marshall
Islands, Micronesia, Nauru, Nepal, Pakistan, Palau, Papua New Guinea, Philippines,
Samoa, Solomon Islands, Timor Leste, Tonga, Vanuatu and USA.

Management of NOTAMS

3.2.69 ATM/SG/7 had been informed of the numbers of permanent (PERM) NOTAMs found in
surveys of PERM NOTAMS older than three months. While there had been a partial reduction in the
numbers of NOTAMS, a sample Pre-flight Information Bulletin (PIB) provided by Viet Nam held 86
pages of NOTAMS which, due to its sheer scale, was rendered totally meaningless to pilots

3.2.70 It was noted that the proliferation of NOTAMs, including PERM NOTAMS that should
have long since been migrated into AIP, was largely the result of poor quality management by the
data originator and the AIS, poor planning by data originators, poor understanding of AIS and its
products among data originators and senior managers of the AIS, and poor senior management
support for the AIS. In addition, the misuse of NOTAMS for publication of information which was
required under Annex 15 and PANS-AIM provisions to be published by AIP Amendment constituted
a safety risk, and every effort would be undertaken to eliminate it.
 APANPIRG/30 3.2-13
Report on Agenda Item 3.2

ICARD

3.2.71 The meeting was informed of the International Codes and Route Designators (ICARD)
application related to the allocation of waypoint names for flight procedures and ATS routes. In 2018
there were 3,905 duplicated 5LNC globally, of which 2718 were in the Asia and Pacific (APAC)
Regions. Pakistan had replaced all duplicated 5LNCs in their FIRs, and India, Philippines and Lao PDR
had replaced all duplicates within 1,000 NM. Figure 3.2-5 provided information on duplicated 5LNCs.

Figure 3.2-5: Duplicated 5LNC, and Number of Duplicated 5LNC Requiring

Replacement

Space Vehicle Launch and Re-Entry

3.2.72 Related to the issue of space vehicle launch and re-entry events from China, ICAO was
particularly concerned that the necessary direct coordination between the ATS authorities for the FIRs
as required in Annex 11 Section 2.19.1 had not occurred, and it appeared that the receipt of the
notification did not prompt an immediate operational response by the States concerned to ensure
appropriate ATC and NOTAM Office action.

3.2.73 The AAITF/14 was advised that AIS could not publish NOTAMs based on another
State’s unilateral AFTN message, but could only be published as directed by the FIR’s ATS authority.
The meeting agreed to the following Conclusion:
Conclusion APANPIRG/30-10: Ballistic Launch and Space Re-Entry Notification and Response

What: That, States are urged to: Expected impact:

1. Comply with Asia/Pacific Seamless ANS Plan provisions for ☒ Political / Global
advance notification of ballistic launch and space re-entry activities; ☐ Inter-regional
2. Ensure that, in addition to the coordination specified in Annex
☐ Economic
11, and in the Asia/Pacific Seamless ANS Plan, all notifications for
ballistic launch and space re-entry are addressed to: ☐ Environmental
a) the ATC Centres in Charge of all affected Flight Information ☒ Ops/Technical
Regions; and
b) the International NOTAM Office of all affected Flight
Information Regions; and
3. Ensure that NOTAMs are promulgated and tactical
coordination undertaken for the management of affected airspace
and traffic, immediately on receipt of notification from another
State, and on receipt of any notification of changes or cancellation.
Why: To ensure a fully informed and
coordinated ATM operational response to rocket
launch and space re-entry activities in accordance Follow-up: ☒Required from States
with Annex 11 and the Asia/Pacific Seamless ANS
Plan.
3.2-14 APANPIRG/30
Report on Agenda Item 3.2

When: 6-Nov-19 Status: Adopted by PIRG

Who: ☐Sub groups ☒APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other:

NOTAM for Flexible Use of Airspace

3.2.74 Following on from discussion at the ATM/SG/6 meeting in August 2018 where India,
Japan and Thailand had jointly presented a working paper on the subject of NOTAM templates for
Flexible Use of Airspace (FUA), ATM/SG/7 had agreed to the following Conclusion:
Conclusion ATM/SG/7-13: NOTAM Format for FUA Operation

Addressing Issues Related to Multi-Part NOTAM Checklist

3.2.75 The AAITF/14 meeting had been informed of issues associated with processing monthly
NOTAM checklists that were issued in multiple parts, which had resulted in the NOTAMs listed in
the second and later parts being automatically deleted from the NOTAM database, prior to a system
re-configuration that re-directed non-compliant Checklist NOTAM to the operator queue. This
solution was not sustainable in the long term, as operations progressed towards the more digitized,
automated information exchange environment. The ATM/SG/7 agreed to the following Conclusion:
Conclusion ATM/SG/7-14: Format for Multi-Part NOTAMs

Issue on Implementation of Data Catalogue

3.2.76 ATM/SG/7 was informed of difficulties that had arisen in relation to the use of the data
catalogue introduced in the new PANS-AIM. It was noted that there were times when data originators
would not be aware of the data catalogue or how to complete it, and where AIS did not necessarily
understand the information being provided. Noting there was a need for information sharing in this
regard, ATM/SG/7 had agreed to the following Conclusion:
Conclusion ATM/SG/7-15: Aeronautical Data Catalogue

Amendment to the Regional AIM Plan – Consolidation of Performance Expectations

3.2.77 AAITF/14 had proposed an amendment to the Regional Plan for Collaborative AIM,
consolidating its performance expectations to include relevant elements from the ICAO Roadmap for
Transition from AIS to AIM, and updating the Regional AIM Plan Monitoring and Reporting Form.
ATM/SG/7 had agreed to the following Conclusion:
Conclusion ATM/SG/7-16: Amendment to the Regional Plan for Collaborative AIM

Note: This Draft Conclusion superseded Conclusions APANPIRG 22/2 and

APANPIRG/25-15.

3.2.78 ICAO had presented to ATM/SG/7 an initiative to evaluate AIS/AIM Quality

Management Systems (QMS), noting that non-implementation featured prominently in APANPIRG
ANS Deficiencies. Evaluation of AIS/AIM QMS would be conducted annually, while the ICAO
Regional Office had the necessary AIS/AIM resources in place, and reported to relevant ICAO
meetings such as the AAITF, ATM/SG and APANPIRG.

Outcomes from ICAO/EU AIS to AIM Workshops

3.2.79 At two ICAO/EU AIS to AIM workshops held in June 2019 ICAO had introduced
discussion on Results-Based Implementation support mechanisms. States were requested to register
interest in either receiving AIM Go-Team support, or providing experts to participate in Go-Teams.
 APANPIRG/30 3.2-15
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Asia/Pacific Search and Rescue Update

3.2.80 ICAO provided a brief on the outcomes of the Fourth Meeting of the Asia/Pacific
Regional Search and Rescue Work Group (APSAR/WG/4, 14 – 17 May 2019, Bangkok, Thailand).

3.2.81 The APSAR/WG/4 had discussed the Global Aeronautical Distress and Safety System
(GADSS), as provisions related to aircraft tracking, contained in Annex 6 – Operation of Aircraft,
Part I paragraph 3.5 became applicable on 08 November 2018. It was noted that the Distress Tracking
Data Repository (DTR) was planned as a centrally managed data storage facility for the Autonomous
Distress Tracking (ADT) component of the GADSS, applicable from 1 January 2021. As a result of
discussion on GADSS ADT, the ATM/SG/7 meeting had agreed to the following Conclusion on
GADSS preparedness that had been developed by the APSAR/WG/4:
Conclusion ATM/SG/7-17: Preparation for GADSS ADT Phase

3.2.82 The meeting had noted that there had been no Asia/Pacific States with non-responsive or
rarely responsive national SAR Points of Contact (SPOCs) during recent regular testing of Mission
Control Centre (MCC)/SPOC communications.

3.2.83 The APSAR/WG/4 had discussed the predominance of beacon false alerts being
generated by the aviation sector, as, more than 58% of ELT false alerts came from ‘beacon
mishandling’ (normally either in maintenance or disposal). ICAO had asked how effective the
education had been to reduce false alerts, which Australia noted were about 10% less than the world
average, but was still too high. ICAO asked if States had considered the need for enforcement action
such as penalties for repeated false alerts from the same company or individual. Australia stated that
this was a matter for State aviation regulators to consider.

3.2.84 Mongolia had described a cross-border SAR response by Mongolia to support an aborted
manned rocket mission Soyuz MS-555 on 11 October 2018 that had been launched from the Baikonur
cosmodrome in Kazakhstan. The APSAR/WG/4 meeting noted with appreciation that this successful
response to a highly unusual cross-border SAR emergency had been due to the diligence of both
States, as they had conducted several Joint SAR Exercise (SAREX) in the past.

3.2.85 The SAR Plan-based 41 element assessment compliance as at July 2019 is indicated at
Figure 3.2-6. ICAO had recalled that States below 90% implementation by 2019 would be
considered to have a SAR deficiency at that time, so a large number of States were urged by the
APSAR/WG/4 to continue their efforts to fully implement the Asia/Pacific SAR Plan
(ATM/SG/7/WP39 referred).

Figure 3.2-6: Asia/Pacific SAR Plan Implementation Status (as at November 2019)
3.2-16 APANPIRG/30
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3.2.86 The APSAR/WG/4 had undertaken an extensive review of the draft Asia/Pacific SAR
Plan. The meeting had developed the following Conclusion to amend the Plan as Version 3.0, which
was agreed by the ATM/SG/7 meeting:
Conclusion ATM/SG/7-18: Asia/Pacific SAR Plan Update

Side Meetings

3.2.87 Bangladesh, India, I. R. Iran, Myanmar, Pakistan, the Monitoring Agency for the Asian
Region (MAAR), Middle East Regional Monitoring Agency (MID RMA) and ICAO had conducted a
side meeting to discuss airspace safety issues related to the South Asian/Indian Ocean airspace, such
as the high level of Large Height Deviations (LHDs) emanating from the Muscat FIR into adjacent
FIR, numerous LHDs being reported on the Mogadishu – Sana’a – Mumbai interface, and airspace
safety issues related to the traffic flow between Bangladesh – India – Myanmar.

3.2.88 A side meeting on the development of a harmonized, trans-regional capability in the

future was attended by participants from eight Administrations and three International Organizations
including Australia, China, India, Japan, Singapore, Thailand, UAE, USA, EUROCONTOL, IATA,
and IFALPA.

3.2.89 Afghanistan, India, Iran, Pakistan, Thailand, EUROCONTROL, IATA, IFALPA and
other participating Gulf States were invited to discuss surveillance in Afghanistan and planning for
improved longitudinal separation between the States, especially the interface between Iran and
Pakistan.

3.2.90 A side meeting between Indonesia, Philippines and ICAO on the enhancement of
longitudinal Spacing at the TOC Points between Manila and Ujung Pandang ACCs had been
conducted.

3.2.91 A side meeting had also been held between Afghanistan China, Pakistan, Tajikistan,
IFALPA and ICAO to discuss trans-regional ATS route proposals.

Air Navigation Service Deficiencies List

3.2.92 In 2018 ICAO had raised APANPIRG ANS Deficiencies against the following APAC
Administrations for non-compliance with the provisions of ICAO Doc. 4444 PANS-ATM 11.4 in
respect of message addressing: Bangladesh, India, Indonesia, Malaysia, Myanmar, Philippines,
Republic of Korea, USA. Based on the 2019 data analysis, the following deleted, new or unchanged
ANS Deficiencies in this field were proposed to and agreed by APANPIRG/30:
 deficiency to be deleted: Indonesia, Myanmar, Philippines, Republic of Korea;
 new Deficiency to be proposed: Maldives, Nepal; and
 deficiency to remain in place: Bangladesh, India, Malaysia, USA.

3.2.93 APANPIRG ANS Deficiencies had been proposed and agreed by APANPIRG/30 for
Australia, India and Indonesia in respect of requirements of Annex 2 to ensure that restricted areas are
designated above the land areas or territorial waters of a State.

3.2.94 An APANPIRG Deficiency for Bangladesh had been proposed and agreed by
APANPIRG/30 for the promulgation of aeronautical data (namely, danger areas) outside the State’s
Council-Approval Area of Responsibility in non-compliance with Annex 15.

3.2.95 An APANPIRG Deficiency for the Cook Islands had been proposed to be deleted from
the list regarding the implementation of WGS-84 and agreed by APANPIRG/30.
 APANPIRG/30 3.2-17
Report on Agenda Item 3.2

3.2.96 The APSAR/WG/4 had noted that unless the data was updated to reflect an improved
compliance, the following States and Administrations were recommended for APANPIRG
Deficiencies in the area of SAR at the ATM/SG/7, and agreed by APANPIRG/30, based on the 90%
compliance benchmark agreed by the APSAR/WG/3:
Afghanistan, Bangladesh*, Bhutan, Brunei*, Cambodia, China*, Macau China*, Cook
Islands, Democratic People’s Republic of Korea (DPRK), Fiji, French Polynesia*,
India*, Indonesia*, Kiribati, Lao People’s Democratic Republic (PDR), Maldives,
Malaysia*, Marshall Islands, Micronesia, Mongolia*, Myanmar, Nauru, Nepal, New
Caledonia*, Pakistan*, Palau, Papua New Guinea, Philippines, Samoa, Solomon Islands,
Sri Lanka*, Thailand*, Timor-Leste, Tonga and Vanuatu.

3.2.97 Fiji informed the ATM/SG/7 meeting that Nauru had completed an AIP, and would
facilitate contact between Nauru and ICAO to remove the APANPIRG Deficiency.

Implementation of ADS-B Surveillance Data Sharing with Neighboring States (WP18)

3.2.98 India presented information regarding Automatic Dependent Surveillance — Broadcast

(ADS-B) surveillance data sharing with neighboring States, and the potential Seamless ATM benefits.

3.2.99 India noted that ADS-B data sharing between Myanmar and India had been
commissioned in 2018. A Letter of Agreement (LOA) on ADS-B data sharing had been signed
between Myanmar and India on 5 May 2015. As per the agreement, data from the Agartala and Port
Blair ADS-B stations was being shared with Yangon, and Myanmar was sharing Sittwe and Coco
Islands ADS-B data with India.

3.2.100 India described the benefits, including management of large scale deviations during
monsoons, reduction of Large Height Deviations (LHDs), ATC situational awareness and
improvement. As a consequence, India was ready to commence ADS-B data sharing with Sri Lanka,
Maldives and Bangladesh as and when possible.

3.2.101 An AIP Supplement had been promulgated for mandating the carriage of ADS-B OUT
equipage on all aircraft to fly between FL (flight level) 290 to FL 460 within Indian continental
airspace, effective from 01 January 2020.

3.2.102 Bhutan informed the meeting of their planning for ADS-B in the entire Bhutan airspace
and indicated they are willing to share data with India. CANSO highlighted that there had been data
sharing arrangements in the APAC Region for about 10 years, and that there was significant ADS-B
data available that was not currently being shared with neighbouring ANSPs as the necessary
agreements had not been signed. ANSPs were urged to finalize formal agreements as soon as
possible, to realize the safety and efficiency benefits of collaborative data sharing.

Regional Cooperation and Agreement on ATFM

3.2.103 Hong Kong, China presented information on challenges related to the mixed use of
Minutes-in-Trail (MINIT) and Miles-in-Trail (MIT and the compounding ‘split and multiply’ effect of
these measures, resulting in those aircraft complying with the Ground Delay Programs (GDP, utilizing
Calculated Take-Off Times – CTOT) experiencing undesirable and additional en-route holding in
complex and congested air traffic environments.

3.2.104 ICAO noted that the misuse of MINIT/MIT had been the subject of an other efforts in the
region over the past four years, including conversion of these measures into CTOT to provide
predictability and avoid airborne holding.

3.2.105 It was also noted that the Regional Framework for Collaborative ATFM included the
expectation that GDP (CTOT) be utilized, and also the Calculated Time Over (CTO) measure, to
regulate traffic through points in space. Hong Kong China was requested to present this matter to
ATFM/SG/10 in 2020.
3.2-18 APANPIRG/30
Report on Agenda Item 3.2

Implementation of Cross-Border Air Traffic Flow Management (IP03)

3.2.106 India provided a brief overview of the progress made by India in implementation of
ATFM in accordance with global and regional guidelines.

The Long-Term Vision for the Future Air Traffic Systems of Japan (IP04)

3.2.107 Japan provided an update of the status of the long-term vision for the future ATS systems
of Japan – the Collaborative Actions for Renovation of Air Traffic Systems (CARATS).

RNP APCH Chart Identification from RNAV to RNP (IP05)

3.2.108 The meeting was provided with information on the Republic of Korea’s Required
Navigation Performance Approach (RNP APCH) chart identification from Area Navigation (RNAV)
to RNP, in accordance with the Asia/Pacific regional transition plan.

FAA UAS Symposium (IP06)

3.2.109 USA provided information on the next Federal Aviation Administration (FAA) UAS
symposium, which would be held from 16 to 18 June 2020 in Baltimore, Maryland, USA,
highlighting the growth of the program and encouraging participation from international counterparts.

Workshop on Building Effective Safety Oversight of AIS and AIM (IP10)

3.2.110 The USA informed the meeting of an AIS/AIM workshop for Asia/Pacific
Administrations that would conducted by the FAA in January 2020, focused on strategies to advance
the safety oversight of AISAIM and support effective implementation of the provisions of Annexes 4
and 15 to the Convention on International Civil Aviation.

Initiatives to Optimize Airspace Capacity in Hong Kong FIR (IP11)

3.2.111 The meeting was informed of the development of a strategic ATM plan by Hong Kong,
China, detailing the roadmap of capacity enhancement initiatives to accommodate the projected air
traffic growth up to 2025, and providing updates on implementation of initiatives including airspace
re-sectorization, application of ATS Inter-facility Data Communication (AIDC) and enhancement of
distance-based longitudinal spacing.

Civil/Military Cooperation and Flexible Use of Airspace in India (IP14)

3.2.112 India provided information on the progress made in implementing the FUA concept,
highlighting improvements in mutual trust, understanding and cooperation between the military and
civil aviation agencies through better coordination, and effective communication and training.

Enabling Safe and Secure Operation of Unmanned Aircraft Systems in India (IP15)

3.2.113 The meeting was provided with information on India’s efforts in enabling the operation
of UAS in a safe and secure manner. The paper highlighted the regulation issued for basic Visual
Line of Sight (VLOS) Remotely Piloted Aircraft (RPA) operations, efforts to prepare regulations
supporting autonomous Beyond VLOS (BVLOS) and night operations, and the efforts to establish a
regulatory framework for counter-drone systems.

………………………………………
 APANPIRG/30 3.3-1
Report on Agenda Item 3.3

Agenda Item 3: Performance Framework for Regional Air Navigation Planning and
Implementation
3.3 RASMAG Report

RASMAG and FIT/Asia Outcomes (WP/11)

3.3.1 The Ninth Meeting of the Future Air Navigation Services (FANS) Interoperability Team
– Asia (FIT-Asia/9) was held in Makassar, Indonesia, from 01 – 05 July 2019).

3.3.2 The Twenty-Fourth Meeting of the Regional Airspace Safety Monitoring Advisory Group
(RASMAG/24) was held from 09 – 12 July 2019 at Bangkok, Thailand. A total of 38 Working
Papers (WPs) and nine Information Papers (IPs) were presented to the RASMAG/24 meeting.

FIT-Asia/9 Outcomes

Datalink Issues

3.3.3 Of the Problem Reports (PRs) submitted to the Central Reporting Agency (CRA)
between July 2018 and June 2019, FIT-Asia/9 had noted recurrent problems with aircraft systems
receiving, acknowledging then discarding messages (‘Ack’n’toss’), up-linking of UM175 message
resulting in aircraft downlink error message (PANS-ATM recommends against the use of UM175),
continuing poor performance of High Frequency Data Link (HFDL), and delayed or withheld
authorization from aircraft operators for the CRA to access data. RASMAG/24 had agreed to the
following Conclusion:
Conclusion RASMAG/24-1: Guidance for Data Link Performance Improvement for
Aircraft Operators

3.3.4 The FIT-Asia/9 had noted Performance had been below the 95% requirement for
Required Surveillance Performance (RSP180) and/or Required Communications Performance
(RCP240) in two or more Flight Information Regions (FIRs) during at least one of the two analysis
periods. Moreover, few FIT-Asia Administrations were providing information on the causes of poor
performance, rectification action, and the results of that action. RASMAG/24 had agreed to the
following Conclusion:
Conclusion RASMAG/24-2: Continuous Data Link Performance Monitoring

3.3.5 After considering a proposal to amend the FIT-Asia ToR, the meeting agreed to the
following Decision:
Decision APANPIRG/30-11: Amend FIT-Asia Terms of Reference

What: That, the amended FIT-Asia Terms of Reference Expected impact:

in Appendix A to the Report on Agenda Item 3.3 be adopted. ☐ Political / Global
☐ Inter-regional
☐ Economic
☐ Environmental
☒ Ops/Technical
Why: To improve the quality of data
link performance monitoring, problem and
Follow-up: ☒Required from States
performance rectification, and reporting to FIT-
Asia and RASMAG
When: 6-Nov-19 Status: Adopted by PIRG
Who: ☒Sub groups ☐APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other:
3.3-2 APANPIRG/30
Report on Agenda Item 3.3

RASMAG/24 Outcomes

South Asian Airspace

3.3.6 The South Asian/Indian Ocean Reduced Vertical Separation Minimum (RVSM) airspace
overall risk in 2018 was estimated to be 56.06 x 10-9, which did not meet the Target Level of Safety
(TLS) by an order of magnitude. Figure 3.3-1 presents the airspace collision risk estimate trends for
South Asia/Indian Ocean airspace during 2018.

Figure 3.3-1: South Asia/Indian Ocean Airspace RVSM Risk Estimate Trends

Southeast Asia/West Pacific Airspace

3.3.7 The Western Pacific/South China Sea (WPAC/SCS) RVSM airspace total risk was
estimated to be 5.07 x 10-9, which did not achieve the TLS by a small margin. Figure 3.3-2 presented
WPAC/SCS RVSM collision risk estimate trends during 2018.

Figure 3.3-2: WPAC/SCS Airspace RVSM Risk Estimate Trends

 APANPIRG/30 3.3-3
Report on Agenda Item 3.3

East Asia Airspace

3.3.8 The Ulaanbaatar and Pyongyang FIRs had met the TLS. However, in the case of
Mongolia, there were potential reporting issues.

3.3.9 The China Regional Monitoring Agency’s (RMA’s) presentation indicated that the
Chinese FIRs had experienced a major reduction in estimated risk, from 28.0 x 10-9 in 2017 to 1.18 x
10- 9 in December 2018. The number of Category M (‘Other’) Large Height Deviations (LHDs) were
similar to the 52 reports in 2017 at 48 in 2018, while the number of LHDs overall had decreased from
134 to 110. RASMAG had previously noted that China RMA had embarked on an extensive
education programme in China’s Area Control Centres (ACCs), which had resulted in an improved
reporting environment and thus more reports. However, there were still indications of reporting issues
in terms of the almost complete absence of ATC error reports (only three of 110 LHD reports were
attributed to ATC error).

3.3.10 The Incheon FIR met the TLS at 4.06 x 10-9; however, the portion of the Incheon FIR
known as the FUKUE – AKARA Corridor (Hot Spot B) failed to meet the TLS at 55.1 x 10-9, due to
the extreme sensitivity of this airspace to any deviation, and a number of LHDs being reported in
2018.

3.3.11 Fukuoka ACC provided Air Traffic Services (ATS) on ATS route A593 for traffic east of
point SADLI and Shanghai ACC for traffic west of point SADLI, while Incheon ACC provided ATS in
the same airspace as Fukuoka on the three crossing routes Y711 and Y722/B576 using a Flight Level
Allocation Scheme (FLAS). This airspace was known as the AKARA-FUKUE Corridor (or AKARA).

3.3.12 AKARA Corridor vertical collision risk estimates for the period 2015 – 2018 are shown
in Figure 3.3-3, which illustrated the extreme sensitivity to a single safety event of more than 9.25
seconds; thus the results were volatile from year to year. The Pacific Approvals Registry and
Monitoring Organization (PARMO) had also indicated that the opposite direction vertical occupancy
risk was much higher than any other airspace that the PARMO had evaluated. The operational
response to this Hot Spot had been managed by Technical Working Groups (TWGs) led by ICAO
Headquarters.

Figure 3.3-3: AKARA Corridor Vertical Collision Risk Estimates, 2015-2018

3.3.13 There had been two reported LHDs in calendar year 2018 that had contributed towards
the estimate of operational vertical risk. On 26 July 2018 at NIRAT, a total of six flight levels were
crossed incorrectly (Category D ATC system loop error). The climb and descent rates associated with
the flight levels crossed were calculated directly from the available surveillance data. The other
reported LHD occurred on 20 September 2018 at SADLI and was also a Category D LHD.
3.3-4 APANPIRG/30
Report on Agenda Item 3.3

3.3.14 China RMA had noted that there had been 12 Category E LHDs at SADLI (Transfer of
Control point between Shanghai and Fukuoka ACC) and had asked which entity provided the multiple
LHD reports at SADLI, as no reports had been received from the Shanghai ACC. The Pacific
Airspace Regional Monitoring Agency (PARMO) had advised that these originated from the ROK’s
monitoring. ICAO stressed that ROK was primarily responsible for monitoring of safety within the
Incheon FIR, so this was appropriate, and emphasized the need for China RMA, ROK and Japan
Airspace Safety Monitoring Agency (JASMA) to share safety reports in the area. China had stated
that the current number of LHDs within the AKARA Corridor did not support it being designated as a
Hot Spot. ICAO recalled that APANPIRG/26 had endorsed the RASMAG-identified safety Hot Spot
within the AKARA Corridor (Conclusion 26/28), and subsequent analysis had confirmed the safety
issues since that time.

3.3.15 JASMA presented the results of the airspace safety assessment of the Fukuoka FIR. The
report showed that the Fukuoka FIR did not meet the TLS, with the assessed risk calculated as 10.61 x
10-9. Figure 3.3-4 presented Japanese airspace collision risk estimate trends during 2018.

Figure 3.3-4: Fukuoka FIR RVSM Risk Estimate Trends (2018)

Southwest Pacific Airspace

3.3.16 The Southwest Pacific achieved TLS in 2017 at 4.84 x 10-9, but the risk was higher than
that which had reported to RASMAG/23.

Pacific Airspace

3.3.17 The Pacific airspace total risk was estimated to be 26.46 x 10-9, which did not achieve the
TLS. Figure 3.3-5 presented Pacific RVSM collision risk estimate trends during 2018.

Figure 3.3-5: Pacific RVSM Risk Estimate Trends (2018)

 APANPIRG/30 3.3-5
Report on Agenda Item 3.3

Regional RVSM Assessment

3.3.18 ICAO provided a regional safety monitoring assessment summary. Figure 3.3-6
illustrated the state of Asia/Pacific RVSM TLS compliance, as reported to RASMAG/24:

Figure 3.3-6: Asia/Pacific RVSM TLS compliance reported to RASMAG/24

3.3.19 Table 3.3-1 provided a comparison of Asia/Pacific RVSM risk as a measure against the
TLS by grouped FIRs, according to the RMA responsibilities for airspace. Over the past five years
(2014 – 2018), the performance of Asia/Pacific in compliance with the TLS for RVSM had been poor
overall, averaging 37% when measured by the grouped FIRs. However, of the 18 FIRs that achieved
TLS, 11 FIRs had potential reporting issues (discussed later in this paper), and five were operating
just under the TLS, with an upward trend.

3.3.20 Therefore, measures taken to improve adherence to the TLS in the past five years may
have yielded localised improvements, but overall had failed to produce a positive result for the
Asia/Pacific Region (APAC) as a whole.

RASMAG20 RASMAG21 RASMAG22 RASMAG23 RASMAG24

FIRs 53% 32% 51% 16% (8 FIRs) 37% (18 FIRs)
Table 3.3-1: Comparison of Regional RVSM TLS Achievement

Non-RVSM Approved Aircraft

3.3.21 There was a significant overall dramatic reduction of non-RVSM airframes detected
from 115 in 2017 to 38 in 2018. This could be attributed to the effort of all RMAs, and Conclusion
APANPIRG/28/12 Management of Non-RVSM Aircraft.

RMA Monitoring Burden

3.3.22 All RMAs had been either reducing their monitoring burden or the burden was relatively
stable, except the China RMA, which had increased from 36 to 107 airframes.
3.3-6 APANPIRG/30
Report on Agenda Item 3.3

3.3.23 Table 3.3-2 indicated States that had relatively high remaining monitoring burdens over
30%, so were liable for an APANPIRG Deficiency:
State 2017% Requirement Burden 2018%
Pakistan (MAAR) 69% 32 18 56%
Malaysia (MAAR) 38% 53 21 40%
Afghanistan (MAAR) 38% 11 4 36%
Table 3.3-2: Comparison of State Monitoring Burden

3.3.24 Table 3.3-3 provides a summary of the identified Hot Spots.

Hot Spot Involved FIRs Identified Remarks
A1 Kolkata/Dhaka – Yangon; 2015 LHDs increased, risk bearing
A2 Chennai – Kuala Lumpur 2015 LHDs reduced
B Incheon 2015 AKARA Corridor
C Hong Kong – Guangzhou 2015 Potential non-hot spot
D Manila – all adjacent FIRs 2015 Increase of LHDs to Fukuoka
E Lahore – Urumqi 2015 Potential non-hot spot
F Mogadishu – Mumbai 2015 Potential non-hot spot
G Sana’a/Muscat – Mumbai 2015 LHDs increasing (Cat. E)
H Guangzhou – Wuhan 2015 Hong Kong/Sanya reduction
I Karachi – Kabul 2018 Potential non-hot spot
J Jakarta – Singapore/Kota Kinabalu 2018 Minor, Cat. E LHDs
K Jakarta – Ujung Pandang 2018 Potential non-hot spot
L Fukuoka – Khabarovsk 2018 Potential non-hot spot
M Colombo - Melbourne 2019 New; Cat. A, B and E LHDs
N Oakland USA – Hawaii CEP 2019 New; Cat. A, B and D LHDs
Table 3.3-3: Comparison Summary of LHD Hot Spots

Regional Horizontal TLS Compliance

3.3.25 All the Asia/Pacific En-Route Monitoring Agency (EMAs) reported horizontal risk
assessments that met the TLS of 5.0 x 10-9 (Table 3.3-4):
ATC Separation EMA 2017 Estimated Risk 2018 Estimated Risk
BOBASMA 2.21 x 10-9 2.05 x 10-9
-9
JASMA 0.04 x 10 0.05 × 10-9
50NM Lateral
PARMO 0.57 x 10-9 -
SEASMA 0.37 x 10-9 0.52 x 10-9
30NM Lateral PARMO 1.08 x 10-9 0.16 × 10-9
BOBASMA 4.30 x 10-9 4.21 x 10-9
-9
50NM Longitudinal PARMO 2.22 x 10 2.22 × 10-9
-9
SEASMA 0.38 x 10 0.38 x 10-9
-9
BOBASMA 0.02 x 10 -
-9 -9
30NM Longitudinal JASMA 0.004 x 10 0.001 × 10
PARMO 4.08 x 10-9 4.08 × 10-9
10-minute longitudinal JASMA 0.95 x 10-9 0.14 x 10-9
Table 3.3-4: Comparison of Horizontal Risk Assessments
 APANPIRG/30 3.3-7
Report on Agenda Item 3.3

Safety Reporting

3.3.26 RASMAG/24 had noted that the rate of reported LHDs per hour was very low in
Indonesia and Mongolia, which was an indication of issues with their reporting culture.

3.3.27 RASMAG/24 had noted that the Monitoring Agency for the Asian Region (MAAR) had
reported a significant number of LHDs over continental Indian airspace – a tripling of reports from
2018, presumably as a result of BOBASMA’s efforts to enhance the reporting culture in India.
MAAR had observed that the increase in LHD reported within South Asian FIRs was mostly along
FIR boundaries, stating:
In most cases, ATCO report LHDs only when they are affected by mistakes made by
ATCO in their neighbouring FIRs. However, in 2018, the MAAR started to receive LHD
reports which occurred inside an FIR. India and other South Asian States are urged to
continue this effort.

3.3.28 MAAR also confirmed a lack of LHD reports during 2018 from Afghanistan, which had
reported regularly during 2017.

3.3.29 Figure 3.3-7 provided an overview of the proportion of Category E (ATC – ATC
Transfer Errors) over the period 2016 – 2018.

Figure 3.3-7: Comparison of Category E LHDs, 2016 - 2018

3.3.30 Figure 3.3-7 indicated a strong relationship between those ANSPs that had implemented
AIDC, with an average of 25% of Category E LHDs. There was also a good relationship between
those ANSPs that had not implemented AIDC, which averaged 70%. This data quantifies the major
improvement in safety that had resulted from the use of AIDC to reduce human error.

3.3.31 The analysis also indicated a possible safety reporting issue within Chinese airspace,
with a low number of Category E LHDs being reported averaging 18%, considering China had only
partially implemented AIDC, and dropping to an implausibly low 3% during 2018. Noting China
RMA’s past work to increase improve reporting culture that resulted in a steep increase in reports,
China was urged to consider steps to further strengthen its ‘Just Culture’ policies and effective
implementation of those policies to support open reporting of safety occurrences. China responded by
stating that there was no direct connection between AIDC and Category E LHDs, and that the
function of the AIDC was mainly reduce the workload of the controller, instead of being only for
reduction of Category E LHDs. ICAO stated that significant empirical evidence had established the
efficacy of ATS Inter-facility Datalink Communications (AIDC) in reducing Category E LHDs.
3.3-8 APANPIRG/30
Report on Agenda Item 3.3

3.3.32 ICAO provided a comparison of the inconsistency of LHDs being reported to MAAR
and those being reported by Indonesia. AAMA had reported only a few LHDs on the northern
boundary of Indonesian airspace during 2018. However, in the same period MAAR had reported
numerous LHDs on the same boundary (Singapore and Malaysian airspace).

3.3.33 RASMAG/24 had recognised that it was always difficult to compare reporting rates
between States. However, the methods used to analyse the data had successfully highlighted poor
reporting in the past, and after action by States the reporting had changed dramatically. In 2018’s
analysis, the data had indicated that India had partly improved its reporting, while there were probable
reporting issues indicated in Afghanistan, China, Indonesia and Mongolia.

3.3.34 RASMAG/24 had noted that it was appropriate to remind States, even those which had
taken significant positive steps to improve reporting, to continually monitor their reporting culture and
systems to optimise reporting. Experience from developed nations had shown that educating
operational personnel was not enough to achieve the open reporting objective of the ‘aviation culture’,
as described in the Asia/Pacific Seamless ATM Plan.

3.3.35 RASMAG/24 recalled that a Working Paper had been presented in 2017 on RASMAG
safety concerns such as safety reporting at the Eleventh Meeting of the Asia Pacific Regional Aviation
Safety Team (APRAST/11, Bangkok, Thailand, 20 – 24 November 2017), which included reference
to Conclusion RASMAG22-12: Airspace Safety Reporting Policy Survey and cultural factors
affecting reporting from the Asia/Pacific Seamless ATM Plan (Figure 3.3-8):

Figure 3.3-8: Optimal Aviation Culture Factors (Asia/Pacific Seamless ANS Plan V3.0)

Guidance Material

3.3.36 Thailand had submitted the final draft of the Guidance Material for the Continued Safety
Monitoring of the Asia-Pacific RVSM Airspace. RASMAG/24 agreed to endorse the Guidance
Material, and replace the Asia/Pacific Regional Statement RVSM Global Long Term Height
Monitoring Requirements effective from November 2010 with the new guidance material, in
accordance with the following Conclusion:
Conclusion RASMAG/24-4: Guidance Material for the Continued Safety Monitoring
of the Asia-Pacific RVSM Airspace
 APANPIRG/30 3.3-9
Report on Agenda Item 3.3

3.3.37 The United States had provided an overview of the role of RMAs in the PBCS
monitoring programme. The methods by which monitoring agencies would satisfy some requirements
of the monitoring program was discussed. Modified forms and templates developed to accommodate
data collection necessary to support PBCS-related tasks and a recommended approach to documenting
the role of monitoring agency support to the monitoring program and development of guidance
material.
3.3.38 RASMAG/24 had agreed to the following Conclusion:
Conclusion RASMAG/24-5: Verification of RCP and RSP Capabilities Filed in the
Flight Plan

Monitoring Agencies Terms of Reference (ToR)

3.3.39 RASMAG/24 had also agreed to the following Conclusion to establish monitoring
agency ToR:
Conclusion RASMAG/24-6: Establishment of Asia Pacific Monitoring Agency ToRs

RASMAG ANS Deficiencies

3.3.40 RASMAG/24 had reviewed the airspace safety-related APANPIRG Deficiencies, which
were consolidated into the ATM-AIS-SAR Deficiency Table.

———————
 APANPIRG/30 3.4-1
Report on Agenda Item 3.4

Agenda Item 3: Performance Framework for Regional air navigation planning and
implementation

3.4 CNS Matters

3.4.1 APANPIRG/30 reviewed the outcomes of the Twenty Third Meeting of the
Communications, Navigation and Surveillance Sub-group (CNS SG/23) of APANPIRG held at the
ICAO Regional Office, Bangkok, Thailand, from 2 to 6 September 2019 (WP/12). The meeting noted
with appreciation the work done and achievements by the SG and the contributory bodies reporting to
APANPIRG through the SG. The meeting discussed CNS related matters and took following actions
on the report of CNS SG/23 meeting and other papers presented under Agenda Item 3.4.

3.4.2 The full report and papers of the SG meeting are available on the following webpage:
https://www.icao.int/APAC/Meetings/Pages/2019-CNS-SG23.aspx

3.4.3 The meeting noted that CNS SG/23 meeting had adopted following 9 Conclusions
and 4 Decisions on technical and operational matters:

Conclusion CNS SG/23/1 (ACSICG/6/1) - AFTN/AMHS-Based Interface Control Document

for ATFM

Conclusion CNS SG/23/3 - CRV Implementation Plan amendment (Version 2)

(ACSICG/6/3-CRV OG/5/2)

Conclusion CNS SG/23/4 (SWIMTF/3/1) - The philosophy and roadmap for APAC SWIM
implementation

Conclusion CNS SG/23/5 (SWIMTF/3/3) - Interoperable Registry Model for SWIM Registry
in APAC Region

Conclusion CNS SG/23/10 (SURICG/4/1) - ADS-B and Flow Management

Conclusion CNS SG/23/11 (SURICG/4/2) - UAS Cooperative Surveillance Equipage

Conclusion CNS SG23/12 (SURICG/4/3) - Adoption of Mode S DAPs Implementation and

Operations Guidance Document

Conclusion CNS SG/23/15 (SURICG/4/7) - Revised ADS-B Implementation and Operations

Guidance Document (AIGD)

Conclusion CNS SG/23/17 - Adoption of Guidance for Procurement and

Certification of CNS/ATM Services and Systems

Decision CNS SG/23/2 - Revised Terms of Reference of CRV OG

(ACSICG/6/2 - CRV OG/5/1)
Decision CNS SG/23/9 - Establishment of the Asia/Pacific Ground-based
Augmentation System (GBAS)/Satellite-based
Augmentation System (SBAS) Implementation
Task Force (APAC GBAS/SBAS ITF)
Decision CNS SG/23/13 (SURICG/4/5) Establishment of the Asia/Pacific ATM
- Automation System Task Force (ATMAS/TF)

Decision CNS SG/23/18 - Need for Study Human Factor Issues of Air Traffic
Safety Electronics Personnel (ATSEP)
3.4-2 APANPIRG/30
Report on Agenda Item 3.4

3.4.4 The meeting further noted that the SG had reviewed the outcome of DGCA Conf/55
and DGCA Conf/56 and identified a number of actions items related to CNS. Member States were
encouraged to actively take follow-up actions on CNS related actions items resulted from the DGCA
Conferences.

Aeronautical Fixed Service (AFS)

3.4.5 The Sixth Meeting of the Aeronautical Communication Services Implementation

Co-ordination Group (ACSICG/6) of APANPIRG held from 13 to 15 May 2019. The meeting
noted the outcomes of the meeting including those from the 5th and 6th meetings of CRV
Operations Group (CRV OG)

3.4.6 The meeting noted the ATN/AMHS/AIDC implementation status in the APAC
Region provided in Appendix A to CNS SG/23 meeting report.

3.4.7 The meeting noted that a COM Coordination Meeting among China, Japan, Mongolia
and Russian Federation was held on 6 May 2019. As proposed by APAC States in APAC Region,
Russian Federation agreed to consider to connect CRV at Moscow, Irkutsk and Khabarovsk to support
AMHS connections and possible ATS direct speech circuits between ACCs in APAC States and
Russian Federation. The States concerned agreed to develop a target date for joining CRV and
meeting again for the concrete testing procedures in early 2020.

3.4.8 Noting that the AFTN/AMHS ICD could meet part of the objectives of the
ATFM/SG, and could supplement the guidance material and performance expectations of the
Regional Framework for Collaborative ATFM as endorsed by APANPIRG, the SG meeting adopted
AFTN/AMHS based Interface Control Document for ATFM through Conclusion CNS SG/23/1
proposed by the ACSICG/6 meeting (ACSICG/6/1). The ICD is provided in Appendix B to the report
of CNS SG/23 meeting.

Revised Terms of Reference of CRV OG

3.4.9 The CNS SG reviewed the proposed changes to the Terms of Referene of CRV OG
including amendment to the title of CRV (the Common aeRonautical VPN), and undertake
continuous CRV service improvements for future needs etc.. and adopted Decision CNS SG/23/2
(ACSICG/6/2 – CRV OG/5/1) regarding revised TOR of the CRV OG. The revised TOR is provided
in Appendix C to the report of CNS SG/23 meeting.

Successful Implementation of CRV

3.4.10 The meeting noted that CRV-Voice between Hong Kong China and Manila,
Philippines serving Inter Area Speech Circuit (IASC) was successfuly implemented in August 2018.
Taking a phased approach, ATSMHS data over CRV was succefully conducted between the two
locations in March/April 2019. The very first CRV-voice implementation served as a showcase
encouraging States/Administrations in the region to implement CRV to reap early benefits.

Pilot Project and Test Plan / Service Acceptance Test

3.4.11 The meeting noted the test results from the CRV Pilot Project i.e. the proof of concept
Test Plan/Pilot Service Acceptance Testing for the confirmation on key aspects of the CRV network.
The tests conducted in Pilot Project proved the concept of the CRV network against the 10 points of
test plan established by the CRV OG. The meeting appreciated the efforts made by pilot project States
for the successful testing conducted. The SG meeting considered no necessary for other States to
spend efforts on duplicating similar test, in order to speed up the CRV implementation. A State Letter,
with reference T 8/2.10- AP025/19 (CNS), dated 6 March 2019 was sent to notify
States/Administration about the test result and encourage them to initiate service order with PCCWG
for CRV implementation as early as possible, with no later than end of 2020.
 APANPIRG/30 3.4-3
Report on Agenda Item 3.4

Packet Overhead in CRV Network

3.4.12 During the CRV pilot acceptance testing, it was observed during the throughput test
that the available bandwidth could be less than the subscribed bandwidth. It was clarified that the
available bandwidth was discounted because of the processing of GRE tunnel overhead. As such,
States/Administrations were urged to ensure that they subscribe appropriate amount of bandwidth for
the required service and applications over CRV.

Route Restriction

3.4.13 The meeting noted the proposal from New Zealand to amend paragraph 2.4.4 of the
CRV Implementation Plan to include:

(ii) When peering with the CRV Contractors network, it is permissible to use the CRV
User’s own Public IP addressing and ASN, and the CRV Contractor will use a Public
AS.

3.4.14 In conjunction with this amendment proposal to the CRV Implementation Plan, the
meeting considered a proposal from CRV OG/6 meeting regarding the need to separate Appendix A –
CRV Implementation Status Table from the CRV Implementation Plan in order to reflect the progress
of CRV implementation in a timely manner. In view of the foregoing considerations, the meeting
adopted Conclusion CNS SG/23/3 (ACSICG/6/3– CRV OG/5/2) regarding adoption of the CRV
Implementation Plan amendment. The updated CRV Implementation Plan Version 2 is provided in
Appendix D to CNS SG/23 meeting report.

CRV Implementation Status

3.4.15 The PCCWG informed the meeting that around 60 ANSPs of ICAO member States in
APAC and MID Regions are expected to join the CRV. The meeting was reminded that 2020 is the
target year for all ANSPs to implement the project. There are seven States/Administrations that
already have signed service order with PCCWG with several more States to join CRV in either 2019
or 2020. The CRV Implementation Status updated by CRV OG/6 is provided in Appendix E to CNS
SG/23 meeting report.

3.4.16 The meeting noted that cybersecurity is a broad topic much wider than CRV. GRE
tunnel, encryption and firewall are viable solutions to improve cybersecurity on CRV, while
States/Administrations have to make comprehensive consideration of cost, impact on operational
performance and acceptable level before the CRV implementation.

Role of AFTN/ATSMHS Routing Directory during Transition

3.4.17 The CNS SG/23 meeting noted the function and role of AFTN and ATSMHS routing
directory (28th Edition) during the transition period from point to point connection to
AFTN/ATSMHS over CRV environment. The meeting discussed that if direct routing was allowed in
the hybrid environment with CRV and point to point connection by end of 2020, i.e. direct routings
are only implemented for those States/Administrations who have joined CRV while for those
States/Administrations not joining CRV yet are still required to follow the current routing directory.
As result of discussions, the meeting agreed to fully follow the AFTN/ATSMHS routing directory
during the transition period by end of 2020. For inter-regional traffic, it is required to follow the
existing entry/exit points and procedure.

Inter-Regional Communication Connection

3.4.18 Kuwait highlighted an issue of missing flight plans at CRV OG/5 meeting. India,
Pakistan, Singapore and Oman, Bahrain, Kuwait are the designated entry/exit countries between the
APAC and the MID Regions. The performance of the four interregional circuits between two regions
3.4-4 APANPIRG/30
Report on Agenda Item 3.4

were analyzed. Among the reported cases, one reason was due to a communication failure,
unavailability of alternative routes, and delay in AFTN failure detection. The meeting recommended
to initiate further action including alternative communication link, to encourage entry/exit points at
the APAC and MID Region to join the CRV project and to migrate the Inter-Regional connection to
AMHS with enhanced connection reliability and availability. The CRV OG/5 meeting encouraged
Kuwait, Bahrain, Oman in the MID Region and India and Pakistan in APAC Region to join CRV to
improve the circuit performance.

AMHS via secure VPN over the internet

3.4.19 States joined CRV may consider some alternate means of exchanging messages in the
event of a local or regional CRV failure. In late November 2018, Airservices Australia experienced a
network outage in their international service provider’s network which caused delay in the exchange
of data between the USA, Indonesia, Singapore and South Africa. Australia proposed to consdier
using Business to Business (B2B) Virtual Private Networks (VPN) which has been implemented with
FAA and Airways New Zealand. The States/Administrations were encouraged to consider the role of
bi-lateral B2B VPNs to ensure the continuity of AMHS services in the event of a local or regional
CRV failure.

CRV Regional Diversity Planning

3.4.20 There are some locations where the infrastructure or the traffic do not justify additional
Points of Presence (POPs) that, in theory, would prevent single points of failure. ATSMHS require
AMHS to have dynamic alternative routing. The concern expressed about single points of failure in
the Pacific region with one POP is presented. B2B VPNs over the Internet could be a viable solution
as they are low in cost and readily implemented. In order to pursue B2B VPNs as backup to the CRV
for AMHS, the following issues need to be addressed:

a) Procedures to determine what failures would activate the use of B2B VPNs by
users;
b) Security of B2B VPNs for AMHS (internal issue); and
c) Procedures to activate B2B VPNs for AMHS at affected Communication Centers.

3.4.21 CRV member states were also reminded of the guidelines given in ICAO Doc 9855
AN/459 on the Use of the Public Internet for Aeronautical Applications.

Connecting of Service Providers to the CRV

3.4.22 The CRV OG/6 meeting acknowledged that by allowing connection from Service
Providers (such as PCCWG, Aireon, SITA, etc.) and Service Consumers (such as Airlines, Airports,
MET Organisations, etc) to the CRV, potential telecommunications cost reduction could be achieved
with added value to the use of the CRV. The process for connecting Service Providers and Service
Consumers to the CRV was adopted by the CRV OG/6 meeting through Decison CRV OG/6/2.

3.4.23 CRV OG is not responsible for the accreditation/certification/validation of a Service

Providers, but taking all reasonable steps in assessing the Service Providers to ensure they have
sufficient systems and process in place to provide their service over the CRV. In this connection, the
CRV OG/6 meeting encouraged States to use CRV for the exchange of ADS-B data and agreed that
there is a potential to reduce the costs of space based ADS-B service delivery over CRV.

CRV Pioneer State Contribution to the ICAO Managed Service Agreement

(MSA)

3.4.24 As a task of CRV OG, consideration on the use of residual MSA funds to conduct
independent safety assessment of the CRV was conducted through a questionnaire. The Democratic
People’s Republic of Korea and Hong Kong China would have their contributions returned according
to an APANPIRG Conclusion.
 APANPIRG/30 3.4-5
Report on Agenda Item 3.4

3.4.25 Based on the feedback derived from the questionnaire, CRV OG/6 made Decision
CRV OG/6/3 on the way forward. A working group led by Co-Chair of CRV OG (Asia) to develop
the Scope of Work (SOW) and PCCWG was invited to join the development.

ICAO No Country Left Behind Initiative applied to CRV

3.4.26 France DSNA provided two concrete cost comparison cases, one for French
Polynesia and one for New-Caledonia. These examples indicated that additional financial efforts by
small States were required which have little needs and incentive to make connection to CRV.

3.4.27 PCCWG informed that Package D is the lowest reasonable offer they can make and
that it doesn't want to weaken the network performance by offering a cheaper solution that may
introduce risks. From PCCWG perspective, amongst the solutions proposed by France, the only one
that could solve the problem is to have a cost sharing scheme between small Island States and the
peering bigger States to acquire mutual benefits. PCCWG was encouraged to further explore more
cost effective solutions for any countries facing challenges in procuring CRV services with financial
constraints. PCCWG would also study how CRV could interface with PASNET, and revert the
solution/proposal to CRV OG/7 for consideration.

CRV Security Encryption Solution

3.4.28 France informed the CRV OG/6 meeting that security risk assessment on CRV was
performed according to the French law deriving from the EU NIS Directive and encryption has to be
set up for the New-Caledonia/Fiji and French Polynesia/New-Zealand connections.

3.4.29 French DSNA proposed to test and implement trials on IPSec encryption, given that it
was a proven, standardized, easy to configure multi-vendor solution at a lower price. The CRV OG/6
meeting suggested DSNA to conduct the test by coordination with counterpart and request support
from PCCWG when available. The meeting encouraged States/Administrations to share their best
practices regarding cybersecurity resolution by engagement of local resources with papers or high
level guidance materials.

Supporting the Implementation of IWXXM

3.4.30 The Guidelines developed and endorsed by the ICAO Meteorology Panel (METP) is
available on the METP Secure website: https://portal.icao.int/METP/Pages/default.aspx and on the
public website https://www.icao.int/airnavigation/METP/Pages/default.aspx. Noting that the
Guidelines document indicates that AMHS provides a mechanism for the exchange of IWXXM
information, the Secretariat highlighted the previous APANPIRG Conclusions (27/50 and 28/16),
which urged States/Administrations to progress the planning and implementation of AMHS networks
and infrastructure to support the regional implementation of IWXXM.

IWXXM Distribution over AMHS

3.4.31 The AMHS File Transfer Body Part (FTBP) enhanced feature can support
distribution of eXtensible Markup Language (XML) based IWXXM data as a message “attachment”.
In order to support IWXXM over AMHS, and ensure delivery of the data to intended destinations, the
following steps were recommended by USA for consideration:

a) Implementation of FTBP capability to AMHS systems;

b) Additional bandwidth of CRV may be required for IWXXM traffic; and
c) Implementation of Meteorology Systems/Services, such as NOAA NextGen
IT/WebService and FAA CSS Wx, to provide and consume IWXXM data.
3.4-6 APANPIRG/30
Report on Agenda Item 3.4

AFTN and AMHS Routing Table in AMC

3.4.32 Thailand provided updates on the routing matrix of the Routing Directory Menu in
the AMC website including the AFTN Routing table, CIDIN Routing table and AMHS Routing
Table. The Global Routing introduced in AMC is to ensure consistency of the AFTN/AMHS Routing
worldwide. States/Administrations were invited to review and decide how to manage their Routing
Tables in AMC. States/Administrations may prefer to manage either directly by themselves or
through the Asia/Pacific focal point – AEROTHAI on behalf of COM Centres in the APAC Region.
Such decision should be coordinated with AMC Team to make the necessary follow-up actions.

3.4.33 It was further clarified that in case States wish to manage the directory information by
themselves, the information updates in the AMC should be made within first seven days of each
AIRAC cycle.

CAAP-FAA AMHS/AIDC Planned Implementation

3.4.34 The Philippines and USA proposed to implement Air Traffic Services (ATS)
Message Handling System (AMHS) and ATS Inter-Facility Data Communications (AIDC) between
Manila Area Control Center (ACC) and Oakland Center. The bi-lateral agreement to establish the
CRV connection between USA and Philippines was agreed in March 2019. The voice service
between Manila ACC and Oakland Center will be migrated to CRV network from the existing T1/E1
circuit. USA updated the meeting that the AMHS and AIDC connection over CRV is expected to be
completed by June 2020.

The Fifth Meeting of the Asia/Pacific AIDC Task Force (WP/06)

3.4.35 The APA TF/5 meeting was held in Bangkok from 23 to 25 April 2019. The papers
and report of the meeting is provided at the following website:
https://www.icao.int/APAC/Meetings/Pages/2019-APA-TF5.aspx

3.4.36 The main achievements of the APA TF/5 meeting were highlighted below:

- The meeting considered that CRV could be used to resolve latency issue of
AFTN communication circuit used for AIDC application;

- The meeting considered necessary to present the AIDC implementation status

shown on graphical map for quick and easy understanding by APANPIRG and
decisions makers of States. Singapore and India offered to take the task for the
development. The Task Force co-chair presented the chart of AIDC
implementation status chart as shown in Appendix F to the report of CNS SG/23
meeting; and

- AIDC Implementation Issues consolidated by Indonesia were reviewed and

updated. Total 84 issues among which additional 11 issues were identified. 31
issues were closed including some caused by link latency.

Updates to the AIDC (ATSU) pairs identified by APANPIRG

3.4.37 The meeting further reviewed the hot-spot identified by RASMAG/23 and
APANPIRG/29 meetings. The meeting noted that the hot-spot identified by RASMAG/23 and
APANPIRG/29 meetings were updated the Task Force. The progress and target date of
implementation are highlighted below:

 Jakarta and Chennai - 4Q 2020

 Jakarta and Ujung Pandang – 4Q 2020
 Jakarta /Melbourne FIRs - 4Q 2020;
 APANPIRG/30 3.4-7
Report on Agenda Item 3.4

 Chennai and Kuala Lumpur was implemented on 15 May 2017 with a limited set
of messages and LOA to be signed in 4Q 2019 (SOP was signed 26 April in
2017);
 Manila and Fukuoka – coordination in progress;
 Manila and Taipei – operational trial in May, 2019. LOA to be signed 3Q 2019;
 Manila and Hong Kong – 2Q 2019;
 Manila and Ho Chi Minh – technical test in June 2019, and implementation 4Q
2019;
 Manila and Singapore: 2Q 2019;
 Manila and Kota Kinabalu: - technical test in May 2019, and implementation 4Q
2020;
 Manila and Ujung Pandang: - technical test in May 2019, and implementation 4Q
2019;
 Urumqi/Lahore: New IDD service provider selected by Pakistan and
communication being improved and LHD reduced;
 Beijing/Ulaanbaatar: coordination is underway for testing and implementation;
 Hong Kong/Guangzhou AIDC operational trial was conducted since 2Q 2018; and
 Mumbai/Karachi and Muscat – coordination is underway for implementation and
Mumbai side is ready (added by RASMAG/22)

Achievements and Terms of Reference of the APA Task Force and Action items

3.4.38 The meeting noted the achievements of APA Task Force summarized by its co-chair:

- Completed Regional AIDC Implementation Guidance Material

- Created greater awareness of the benefit of AIDC, especially to address LHD
issues;
- Promoted implementation/trials by States:
- Identified LHD hotspots implemented or implementing AIDC by 2020; and
- Co-operation amongst States through sharing of implementation issues which led
to resolution of some identified issues;

3.4.39 Noting the achievements made by the APA TF in completion of tasks specified in the
TOR which focusing Southeast Asia and Bay of Bengal sub-regions, the meeting invited the AIDC
Task Force to discuss a dissolved date of the Task Force at its next meeting.

3.4.40 Upon a query regarding on whether the implementation status chart can be included
into the updated seamless ANS plan, the co-chair of APA TF stated that the chart in the current form
is not completed as it is based on reported implementation status in the APA TF only and further
updates including verification and confirmation would be required.

Third Meeting of System Wide Information Management Task Force

3.4.41 The meeting noted the following outcomes of SWIMTF/3 meeting held in Bangkok
from 7 to 10 May 2019:
- APAC SWIM Implementation Materials to be completed by SWIMTF/4 meeting;

- SWIMTF/3 developed a philosophy and roadmap for APAC SWIM

implementation which was adopted by CNS SG/23 meeting through Conclusion
CNS SG/23/4 (SWIMTF/3/1);

- Guidance for SWIM Service Identifiers (SSID) and SWIM Service Versioning
was kept in the SWIM Respository of APAC SWIM Portal for refernce and
furture consideration for endorsement;
3.4-8 APANPIRG/30
Report on Agenda Item 3.4

- Interoperable Registry Model developed by the SWIMTF was adopted by CNS

SG/23 meeting as APAC SWIM Registry through Conclusion CNS SG/23/5
(SWIMTF/3/3).

- Asia/Pacific FIXM version 4.1 Extension was endoresed by the SWIMTF/3 and
CNS SG meetings;

- A test platform for SWIM based services and applications validation associated
with Task 2-1-3 was carried out and led by Japan, China, and Republic of Korea
in collaboration with technical supporters from Japan Electronic Navigation
Research Institute (ENRI), China Air Traffic Management Bureau (ATMB),
Korea Airports Corporation;

- The SWIM ASEAN Demonstration was scheduled for 12-15 November 2019 in
Singapore and Thailand (one day in Bangkok and one day in Singapore);

- Seventeen (17) States/Administrations provided responses to the APAC SWIM

Survey conducted during December 2018 to March 2019. Several
recommendations and conclusions derived from the survey were reviewed and
noted by the meeting;

- Through a launch ceremony of CRV for APAC Region, the meeting re-confirmed
a conclusion of CRV OG/5 meeting that CRV will be used to support SWIM
Implementation in APAC Region;

- Reconfirmed that “the concern on CRV bandwidth was not a technical issue but a
decision of the CRV subscriber to opt for CRV bandwidth requirements to meet
its operational needs”;

- SWIMTF/3 recommended that initial tests for SWIM applications over CRV
could be conducted between those participating States of ASEAN SWIM
Demonstration. Similar trials may also be conducted by States for validating the
test bed (China, Japan and Republic of Korea);

- SWIMTF/3 endorsed the SWIM Education Video and Education Brochure for
publication and distribution. ACSICG/6 meeting appreciated the SWIM
Education Video. Further SWIM training package and training programme were
developed by the SWIMTF in coordination with Global Aviation Training
(GAT); and

- SWIMTF/4 meeting is scheduled for 18 to 21 May 2020 in conjunction with

METP WG-MIE/7 meeting tentatively scheduled for 11-15 May 2020 in
Thailand.

APAC SWIM Registry Approach

3.4.42 The meeting noted that the SWIM TF endorsed an interoperable registry model for
APAC Region which consists of independent registries that exchange data with each other. The
meeting also agreed to use the ICAO Information Management Panel (IMP) Controlled Vocabulary as
a starting point for the APAC Controlled Vocabulary.

3.4.43 The service description document needs to provide detail information to consume a
service and it should be directly provided, or link or attachment can be provided at a SWIM registry.
Contents of the service description document have to offer minimum information set. An APAC
SWIM registry needs to provide the basic functionalities, which are defined by the IMP, such as A)
service registration, B) search, C) filtering, D) notification. In addition, an APAC SWIM registry also
 APANPIRG/30 3.4-9
Report on Agenda Item 3.4

needs to support other functionalities like E) access control that allows a user to find information with
an approved manner and F) information exchange (i.e., interoperability) that enables to share
information between registries.

3.4.44 APAC SWIM registry should use a common Uniform Resource Identifier (URI) (i.e.,
http://registry.swim."civil aviation authority".aero) to easily identify each SWIM registry and improve
the discoverability of a SWIM registry. It was clarified that the URI for civil aviation authority would
be different and up to decision made by individual State for the concrete name to be used.

FIXM Model Extension to support ATFM Operations and ATFM/A-CDM

Integration

3.4.45 FIXM Extension was developed to support the ATFM information exchange for
cross-border ATFM operations and ATFM/A-CDM integration in the Asia/Pacific Region. With the
finding that the Calculated Take-Off Time (CTOT) and Calculated Landing Time (CLDT) fields
considered necessary to support the cross-border ATFM operations were not included in the FIXM
version 4.0 Core, the FIXM version 4.0 Extension including CTOT and CLDT was therefore
developed. A system-to-system interconnection test between Singapore and Thailand to validate the
exchange of developed FIXM version 4.0 Extension was successfully conducted in August 2017
using the CTOT Distribution and CTOT Cancellation cases designed based on the Web Services
(HTTP) messaging protocol. These required ATFM data attributes were still not found in FIXM
Version 4.1 in December 2017. In the end of April 2018, the validation of developed FIXM version
4.1 Extension was completed.

3.4.46 Based on the operational scenarios developed for the SWIM in ASEAN
Demonstration, additional data attributes required to be exchanged among stakeholders involving in
A-CDM (Airport-Collaborative Decision Making) operation and to support the integration between
ATFM and A-CDM were also identified. Considering that these data attributes are flight-specific,
FIXM would be the appropriate information exchange model to support the aforementioned
operations. Consequently, the FIXM version 4.1 Extension was further enhanced to include these data
attributes. In view of the foregoing, the meeting adopted the following Conclusion:

Conclusion APANPIRG/30/12 (CNS SG/23/6-SWIM TF/3/4) - Asia/Pacific Regional FIXM

Extension for ATFM
What: That, noting: Expected impact:
1. the need for interoperable system-to-system information ☐ Political / Global
exchange to support the implementation and automation ☒ Inter-regional
of cross-border ATFM in the Asia/Pacific Region; and ☐ Economic
2. the data attributes included in the Asia/Pacific FIXM ☐ Environmental
version 4.1 Extension were endorsed by ATFM/SG. ☒ Ops/Technical
3.
The Asia/Pacific FIXM version 4.1 Extension described and provided
in Appendix A to the Report on agenda item 3.4 be adopted and
uploaded to the ICAO APAC Regional Office website for immediate
use by Asia/Pacific Administrations, where the capability to do so
exists, for cross-border ATFM information exchange.
Why: To provide the information exchange model
necessary to support cross-border ATFM in the
Asia/Pacific Region, in order to support the
Follow-up: ☒Required from States
implementation of the performance objectives of
the Asia/Pacific Regional Framework for
Collaborative ATFM.
When: 6-Nov-19 Status: adopted by PIRG
Who: ☒Sub groups ☐APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other
3.4-10 APANPIRG/30
Report on Agenda Item 3.4

3.4.47 The meeting also noted that the FIXM Extension had been forwarded to the FIXM
Change Control Board (CCB) for publication on the FIXM official website for use by other
stakeholders. Member of CCB from Australia with support from USA facilitated the process for
publication of the FIXM Extension.

Test platform related Activities

3.4.48 In order to support the implementation of FF-ICE/R1, the required services,

applications and operational processes need to be validated through SWIM environment. A test
platform is constructed for SWIM based services and applications validation. The task is carried out
and led by Japan, China, and Republic of Korea in collaboration with technical supporters from
Electronic Navigation Research Institute (ENRI), Air Traffic Management Bureau (ATMB), Korea
Airports Corporation.

SWIM in ASEAN Demonstration

3.4.49 The meeting noted that the SWIM in ASEAN demonstration will be held from 12 to
15 November 2019 in both Singapore and Thailand (one day in Bangkok and one day in Singapore).
More detailed information for the SWIM in ASEAN Demonstration including the purposes, goals,
and scope of the demonstration as well as the high-level information on the technical infrastructure
developed under the project was introduced by Thailand during APANPIRG/30 meeting. The meeting
was informed that this project is conducted under the cooperation framework between ASEAN
(Association of Southeast Asian Nations) and the USA. The meeting was briefed on the operational
scenarios to be conducted during the demonstration to exhibit the operational benefits of SWIM. The
meeting was also informed that these scenarios cover the operations based on not only current
operational concept such as A-CDM and cross-border ATFM but also future operational concept like
FF-ICE.

SWIM Project Team of EUR/NAT Region

3.4.50 The meeting noted that a SWIM Project Team (SWIM PT) was established to deal
with SWIM implementation in the ICAO European Region. The first meeting of the SWIM PT was
held in September 2018. APAC SWIM TF would keep close liaison and communication with other
regional SWIM-related working groups in order to share experience gained and lessons learnt on
SWIM implementation.

The Result of APAC SWIM Survey

3.4.51 The meeting noted a summary of results from the APAC Regional SWIM Survey
conducted based on Conclusion CNS SG/22/6 during December 2018 to March 2019. Seventeen
(17) States/Administrations had provided responses to the SWIM survey, including Australia, Bhutan,
China, Fiji, Hong Kong China, Indonesia, Japan, Lao PDR, Macao China, Mongolia, Nepal, New
Zealand, Republic of Korea, Republic of the Philippines, Singapore, Thailand and United States.
Many of them provided more than one responses from different group of stakeholder. The
recommendations resulted from the survey were reviewed and considered by the SWIMTF/3 meeting.

3.4.52 Considering the SWIM survey result, the SWIMTF/3 meeting agreed that higher
priority should be given to the SWIM implementation for cross-border ATFM and A-CDM operations
and the associated required information services.

Launch ceremony of CRV for Asia and Pacific Regions

3.4.53 At a joint session of SWIMTF/3 and CRV OG/6, Ms. Jeri Groce, Chairperson of
SWIM Task Force introduced the work programme of SWIMTF and Mr. Terence Palmer, co-chair of
CRV OG introduced the work programme of CRV Operation Group to the joint meeting. The meeting
reconfirmed that the CRV will be used to support SWIM implementation in the APAC Region.
 APANPIRG/30 3.4-11
Report on Agenda Item 3.4

SWIM-enabled MET Information Services and related Issues

3.4.54 The meeting noted that the Hong Kong Observatory (HKO) of Hong Kong China
SWIM-enabled MET system supports MET information exchange services to filter, transform and
distribute MET information for use in user's SWIM systems. One of two possible issues identified
relevant to MET information in SWIM is the required bandwidth of CRV whether large enough to
support SWIM enabled information services involving exchange of large volume data such as gridded
data, image data and other binary MET data. Most of the APAC States plans to implement CRV with
10MB or below at the moment. Further coordination between IMP and MET/P may be required to
define the bandwidth requirement of the SWIM network and work out the recommended solution. In
this connection, the meeting recalled the outcome of discussions at CRV OG/5 meeting regarding the
required bandwidth “the concern on bandwidth was not a technical issue but a decision of the CRV
subscriber to opt for the CRV bandwidth requirements to meet its operational needs”

APAC SWIM Education Materials

3.4.55 In following up an Action Item of the SWIM TF, SWIM education video and SWIM
Brochure had been developed by ICAO APAC Office in cooperation with member States and
industry. The SWIMTF/3 meeting endorsed the video for distribution. The brochure had been
forwarded to ICAO Headquarters for further review and action. The SWIM Educational video was
presented to APANPIRG/30 meeting. It was informed that the video had been also presented to the
DGCA Conf/56. The video is posted on the following ICAO APAC Webpage:
https://www.icao.int/APAC/Pages/swim.aspx .

Transition to SWIM – Common Benefit to APAC Region

3.4.56 It is important for each State and/or region to decide what aim for by introducing
SWIM. Japan presented following ideas on common value and benefits to promote transition to
SWIM in APAC Region.
- One idea is to increase productivity with digital information such as digitalizing
the flight plan for sharing with stakeholders related to ATFM and A-CDM using
FIXM format; digitalizing NOTAM service using AIXM format and digitalizing
weather information using IWXXM format; and
- Another idea to restructure ANS system by less dependency on legacy function
which would make it possible to gradually abolish old communication functions
while integrating AFTN / AMHS services into SWIM.

IWXXM Distribution over AMHS Coordination

3.4.57 USA stated that the Common AeRonautical Virtual Private Network (CRV), an
underlying Internet Protocol (IP) based network does have enough bandwidth required by IWXXM
traffic although IWXXM traffic load is expected to be ten folds over legacy Traditional Alphanumeric
Code (TAC) format with compression applied. The respective MET authorities are expected to
implement IWXXM version 3.0 prior to November 2020 and implement Extensible Markup
Language (XML) gateway or equivalent.

3.4.58 A quick survey indicated that some MET facilities do not have capability to
exchange XML format with other ANSPs over AMHS. In order to have a smooth transition, MET
facilities need to implement the following:
a) XML exchange capability with respective AMHS or its XML gateway;
b) allow bi-directional exchange of IWXXM (publication/consuming);
c) underlying network to support the XML exchange;
d) XML schema validation capability;
e) mapping WMO ID to AFTN/AMHS address for transmission of IWXXM; and
f) compression capability
3.4-12 APANPIRG/30
Report on Agenda Item 3.4

3.4.59 The IWXXM data currently includes MET data: METAR, SIGMET, TAF, and
SPECI. The AMHS infrastructure can support this requirement. However, if the MET data in
IWXXM format be expanded in the future to include Volcanic Ash Advisory, Tropical Cyclone
Advisory, Space Wx, SIGWX, then further coordination between MET and COM would be required
to avoid overloading the AFS network that may cause delay in distributing critical service such Air
Traffic Inter-Facility Data Communication (AIDC). It was further clarified that versions of IWXXM
should have no much impact on its exchange over AMHS. It should be transparent to AMHS as
version 3 and version 2 should have no difference for their exchange over AMHS. However, it should
be single attachment of FTBP with agreed max. size of the file. It was noted, the MET Workshop on
IWXXM in June 2019 generally agreed that the single file size of FTBP should be less than 2 Mbytes.

Initial 4D Flight Trial Evaluation and regional strategy on AMS

3.4.60 CNS SG/23 meeting noted the successful Initial Four-dimensional (I4D) flight trial
took place on 20 March 2019 along the route from Tianjin Binhai International Airport (ZBTJ) to
Guangzhou Baiyun International Airport (ZGGG). The flight trial has successfully tested I4D
concept, with Aeronautical Telecommunication Network (ATN) enabled CPDLC, ADS-C and RTA
functions, and demonstrated the I4D benefits in improving the operational safety and efficiency. It is
noted that the ATN/IPS and ATN/OSI study and a Trajectory based Operation/4D A330 are on-going,
the meeting was invited to consider to develop implementation roadmap for ATN/IPS network in
APAC region. A regional strategy for air-ground data link may also be updated to provide further
guidance to member States.

3.4.61 The CNS SG/23 meeting considered necessary to review and update the regional
AMS strategy adopted by APANPIRG in 2013 and the Datalink strategy adopted by APANPIRG in
2005. China offered to take a lead with support from USA, Australia and Japan to jointly develop a
draft of revised regional AMS Strategy including datalink for review by the next meeting of ACSICG
scheduled for May 2020.

The Regional Preparatory Activities for WRC-2019

3.4.62 The meeting noted the regional preparatory activities for WRC2019 including the
outcome of Fourth and Fifth meeting of APT Regional Preparatory Group meeting for ITU WRC-19
(APG19-4 and APG19-5), which was held respectively in Busan, Republic of Korea, from 7 to 12
January 2019, and in Tokyo, Japan from 31 July 2019 to 6 August 2019.

3.4.63 In the APG19-4, ICAO representatives submitted information Document

APG19-4/INF-04 and APG19-4/INF-05 on the ICAO Position updates and ICAO special concerns for
WRC-19 AI 1.7. The outcome of the APT APG19-4 was generally in line with the ICAO Position
and its updates including those on WRC-19 AI1.10 and 1.7 were fully in line with the ICAO Position.
Under AI.10, Singapore made a proposal for a new AI for WRC-2023 regarding space based VHF
communication (AMS(R)S) in 118-137 MHz bands currently allocated to AM(R)S. The space-based
VHF communication is intended to be a complimentary technology to space based ADS-B in support
of a seamless ATM system. The proposal was supported by APANPIRG through Conclusion
APANPIRG29/18.

3.4.64 The updated ICAO Position (APG19-5/INF-02) as approved by Council in June 2019
was provided to APG19-5 meeting. The Preliminary APT Common Proposals (PACPs) was finalized
by APG19-5. The agreed PACPs on WRC-19 Agenda Items related to aviation such as 1.10 (GADSS)
and 9.1.4 (Sub-orbital Vehicles) were fully in line with the ICAO Position. The APG19-5 also agreed
to a PACP, calling for studies on a potential aeronautical mobile satellite (route) service allocation in
the 117.975-137MHz AM(R)S band. The PACP on this specifies that it needs to be ensured that the
new allocation does not cause any harmful interference or introduce any additional constraints to the
incumbent services in the same and adjacent bands. This is also fully in line with ICAO Position.
 APANPIRG/30 3.4-13
Report on Agenda Item 3.4

3.4.65 The meeting urged States/Administrations to provide support to the ICAO Position at
WRC-19 and arranging the designated focal points to participate in the Conference being held at
Sharm el-Sheikh, Egypt, from 28 October to 22 November 2019.

Handbook on Radio Frequency Spectrum Requirements (Doc 9718, Vol. II)

3.4.66 The meeting noted the updates on the revision of the Handbook on Radio Frequency
Spectrum Requirement for Civil Aviation (DOC9718), Volume II, Frequency assignment planning
criteria for aeronautical radio communication and navigation systems. The ICAO secretariat initiated
the revision and drafting of the Handbook in 2018, to incorporate the application of the
Recommendation ITU-R P-528.4 (2019) on Aeronautical Propagation Curves and to cover the
planning criteria for aeronautical navigation systems. The overall achievements included the revision
of Chapter 1, drafting of Chapter 3 - ILS, Chapter 4 - VOR, Chapter 5 - DME and Chapter 6 -
GBAS/VDB. It also moves the guidance material on frequency assignment planning for NAV systems
currently in Annex 10, Volume I, Attachments C (ILS, VOR, DME) and D (GBAS/VDB) into the
Handbook. The outcome was reviewed by the Navigation Systems Panel (NSP) and circulated to CNS
experts in the regions. The updated frequency assignment planning criteria would replace the criteria
currently in use in the APAC Region, which was specified by Recommendation 12/2 - Amended
ASIA/PAC plan of radio navigation aids from the Third Asia/Pacific Regional Air Navigation
Meeting held in 1993. The material in this paper is being used for updating the ICAO program
Frequency Finder to include the module for NAV systems frequency assignment planning, which
including ILS Localizer and Glide Path, VOR, DME and GBAS/VDB.

Adoption of Direct Controller-Pilot Communication (DCPC) SATVOICE

3.4.67 Singapore presented to ACSICG/6 meeting on the potential performance of new

generation satellite voice communications (SATVOICE) that could achieve better Required
Communication Performance (RCP) standards than the current RCP 400/Vro, and highlighted ICAO
Communications Panel’s (CP) approach to support direct controller-pilot communication (DCPC)
SATVOICE.

3.4.68 With faster and more secured private ground networks available today, ANSPs and
airlines can achieve much faster call establishments by having preset identifications (IDs) with
automatic authentication process (bypass the need for a manual 2nd authentication stage) through the
use of private networks (e.g. IPVPN, VoIP, etc.) between a Communications Service Provider (CSP)
and ANSPs/airlines. Singapore commenced DCPC SATVOICE trials in March 2019, by having
preset aircraft IDs through the use of private networks. It is anticipated that this trial can achieve
much faster RCP standards when compared to existing RCP for SATVOICE and HF voice (RCP
400/V) and/or CPDLC (typically RCP 240/D). The interim results suggest that the 99 percentile call
establishment times were 25.96s (Ground-to-Air) and 18.75s (Air-to-Ground) which could potentially
support RCP60.

3.4.69 Considering the on-going ICAO CP’s work and Singapore trials on DCPC
SATVOICE along with the encouraging trial results thus far which would enhance airspace
efficiency, capacity and safety from using DCPC SATVOICE, the meeting adopted the following
Conclusion:

Conclusion APANPIRG/30/13 (CNS SG/23/7-ACSICG/6/4) - Direct controller-pilot

communication SATVOICE Trials
What: That, States who are interested in direct controller- Expected impact:
pilot communication (DCPC) SATVOICE services are encouraged ☒Political / Global
to conduct DCPC SATVOICE trials to verify its performance. ☒ Inter-regional
☐ Economic
☐ Environmental
☒ Ops/Technical
Why: SATVOICE is a potential DCPC over Follow-up: ☐Required from States
3.4-14 APANPIRG/30
Report on Agenda Item 3.4

remote/oceanic airspace.

When: 6-Nov-19 Status: adopted by PIRG

Who: ☒Sub groups ☒APAC States ☒ICAO APAC RO ☒ICAO HQ ☐Other: XXXX

Termination of AMS(R)S Service by MTSAT

3.4.70 Japan informed the CNS SG meeting of the “Termination of AMS(R)S Service by
MTSAT” which had been informed at ICAO Communications Panel PT-Sat/6 as IP01. JCAB
launched the MTSAT in 2007 to provide the AMS(R)S in Asia/Pacific Region. The MTSAT has to be
retired at its end of service life-cycle, and no replacement satellite for AMS(R)S is planned.
Accordingly, the service providing by MTSAT will be terminated. JCAB will stop transmission of P
channel on January 31, 2020. During and after this event, the continued AMS(R)S operation within
Asia/Pacific Region will be ensured by existing service providers.

Potential Interference from LED Products

3.4.71 India shared with CNS SG meeting an incidence of LED lighting device causing
harmful interference to the air-ground aeronautical communications in the VHF band 118-137MHz.
The installation of a LED Light [Bulb] at Bellary VHF RCAG Site was identified as the reason of
unacceptable background noise on the operational frequency. Frequency Spectrum Management Panel
(FSMP) has discussed such instances of LED lighting devices causing harmful interference to aviation
systems particularly to the vital air-ground VHF communications in its previous meetings. As LED
devices are increasingly being used as power saving devices and are replacing conventional lighting
systems, States were invited to note the Indian experience and to aware the potential harmful EMI that
might be caused by LED lighting.

Review Report of PBNICG/6 meeting

3.4.72 The meeting noted the outcomes of the Sixth Meeting of the Performance Based
Navigation Implementation Coordination Group (PBNICG/6) held in Bali, Indonesia in April 2019. A
PBN Workshop for Indonesia and PBN Safety Assessment Practice Session were held back to back
with the PBNICG/6 meeting.

3.4.73 The Secretariat highlighted that PBN approach procedure implementation process
was slower than the average global progress but PBN SID/STAR implementation process was faster
than the global one. The amendment to PBN Manual was expected to be published by the first quarter
of 2020. The meeting noted the result of a survey on the three PBN implementation challenges
conducted by the ICAO Asia/Pacific Regional Sub-Office (RSO), i.e. RAIM Prediction Service, PBN
Operational Approval and PBN Safety Assessment. The results showed that most of the responded
States (12) had their own regulations, published their requirements and applied them to their
operations. However, the meeting recognized that around two thirds of the States in the region didn’t
responded to the survey.

3.4.74 The main challenges are PBN operational approval; format of the Flight Plan which
cannot accept new PBN navigation specifications, i.e. RNP2, RNP 0.3, A-RNP; PBN Safety
assessment; PBN training for ATC especially on the mix of traffic (PBN and non PBN); validation of
instrument flight procedure; flight validation; charting; obstacle survey; high temperature for Baro
VNAV; a procedure in controlled airspace has to be fully contained in controlled airspace.

3.4.75 The meeting was informed of the progress of the regional transition plan development
for RNP APCH chart identification from RNAV to RNP. The plan was reviewed by the PBNICG/6
meeting and accepted by the PBN Programme Office. The accepted APAC Regional Transition Plan
is provided in Appendix I to the CNS SG/23 meeting report.
 APANPIRG/30 3.4-15
Report on Agenda Item 3.4

3.4.76 PBNICG/6 meeting had encouraged States to begin transition based on the proposed
plan. However, any State who cannot follow the plan because of the number of procedures and
internal publication process may implement chart transition in accordance with States own plan,
which need to be in line with regional plan as practicable as possible.

3.4.77 Considering that the Draft Conclusion proposed by the PBNICG/6 had been reviewed
and endorsed by the ATM SG/7 and CNS SG/23 meeting, and the implementation of the APAC
Regional Transition Plan would interact with other ICAO regions and ICAO Headquarters, the
meeting adopted the following Conclusion:

Conclusion APANPIRG/30/14 (CNS SG/23/8-PBNICG/6/1) - Asia/Pacific Regional Transition

Plan for RNP APCH Chart Identification from RNAV to RNP
What: Considering ICAO provided a guidance and Expected impact:
template on transition planning for RNP approach chart ☒ Political / Global
identification, ☒ Inter-regional
That, ☐ Economic
a) The Asia/Pacific Regional Transition Plan for RNP APCH ☐ Environmental
Chart Identification from RNAV to RNP in Appendix B to ☒ Ops/Technical
the Report on agenda item 3.4 be adopted as a regional plan
for RNP APCH chart identification transition;
b) ICAO Regional Office coordinate with ICAO PBN
Programme Office for the inclusion of the plan in the
Global Dashboard for the progress monitoring;
c) ICAO PBN Program Office to confirm that a global
contingency plan has been developed and coordinated with
all Regional Offices and with the major data houses;
d) ICAO PBN Programme Office to provide an updated
version of the Asia/Pacific Regional Transition Plan for
RNP APCH Chart Identification from RNAV to RNP to
ICAO Regional Office;
e) ICAO Regional Office to publish the plan on the ICAO
Regional Office website; and
f) States develop their transition plan and implement the chart
identification transition according to their designated slots.
Why: To minimize the exposure to the
mixed operational environment of RNAV and
RNP chart identification, and to reduce confusion
between them by air traffic controllers and pilots,
Follow-up: ☒Required from States
the regional transition of RNP APCH chart
identification should be progressed in orderly
manner based on Asia/Pacific Regional Transition
Plan.
When: 6-Nov-19 Status: adopted by PIRG
Who: ☒Sub groups ☒APAC States ☒ICAO APAC RO ☒ICAO HQ ☐Other: ICAO
APAC RSO

Proposed contingency measure for the Regional Transition Plan for RNP APCH
Chart identification

3.4.78 The Secretariat proposed the establishment of contingency measure to prevent the
demand on States’ chart information change from overflowing flight information service provider’s
actual capacity, which may cause the published flight information by the States not being loaded into
aircraft navigation data base in time.
3.4-16 APANPIRG/30
Report on Agenda Item 3.4

3.4.79 The regional transition plans of Asia and Pacific (APAC), Europe (EUR) and Middle
East (MID) regions were approved by the ICAO PBN Programme Office and would share their
transition period from the second quarters of 2019 to the fourth quarters of 2020. Considering the
number of charts of three regions, i.e. APAC - 1,730 charts, EUR - 1481 charts, MID - more than 50
charts, and the expected demand of the regions, which was equally distributed based on the AIRAC
cycles required within the State’s slot, it would be vulnerable for aeronautical navigation data
providers to exceed its capacity of each AIRAC cycle estimated as 180 charts based on one major data
house, which might cause detrimental effects to aircraft operations (see Table 1).

AIRAC Number of Charts AIRAC Number of Charts

Cycle APAC EUR Total Cycle APAC EUR Total
Jul 18 99 104 203 Mar 26 116 33 149
Aug 15 121 67 188 Apr 23 116 13 129
Sep 12 79 131 210 May 21 104 102 206
Oct 10 80 89 169 Jun 18 114 42 156
Nov 07 66 130 196 Jul 16 92 38 130
Dec 05 65 19 84 Aug 13 92 6 98
Jan 02 101 112 213 Sep 10 91 35 126
Jan 30 95 72 167 Oct 08 82 29 111
Feb27 116 77 193 Nov 05 82 28 110
Table 3.4-1 – the number of charts planned to change in APAC and EUR

3.4.80 In addition, when considering the number of charts to be amended in each AIRAC
cycle, it needs to be considered that each State may publish charts containing essential information on
safety before or after the assigned slot of the State. States in the other regions may also publish charts
containing either essential safety information or chart identification changes. For this reason, the
number of charts that are to be changed in each AIRAC cycle should be more than that of the planned
in Table 3.4-1 and the green shaded areas also need to be monitored carefully for the excess of
demand.

3.4.81 In view of the foregoing, the following contingency measures proposed by the
Secretariat may be considered:

3.4.81.1 Airlines should ensure that the recent AIP information is reflected to their navigation
data base and inform pilots of the changes including ATC phraseology. In addition, airlines should
ensure their pilots would make reference to the updated AIP during the chart transition period.

3.4.81.2 State and data houses should put the charts containing safety related information on
the higher priority to the chart identification changes.

3.4.81.3 To support planning of chart publication, it is proposed the following publication

practices:

i. States should publish a plan for the chart changes in the Aeronautical Information
Circular (AIC) well in advance, proposed by at least 84 days (3 AIRAC Cycles)
before the effective date;

ii. Data houses confirm their capacity and inform States of their acceptance by at
least 70 days before the effective date; and

iii. States will publish charts in accordance with the Annex 15 AIRAC Cycles,
preferably by 56 days (2 AIRAC cycles) before the effective date

3.4.81.4 Each State should develop a national RNP APCH chart transition plan in accordance
with the regional transition plan in the Appendix B. The State transition plan should consider
contingency measures mentioned above as well as recommendation in the ICAO Circular 353.
 APANPIRG/30 3.4-17
Report on Agenda Item 3.4

3.4.81.5 PBN Programme Office is invited to monitor the global demand of the chart changes
and coordinate with data houses if there is an indication that the demand exceeds the capacity of data
houses.

3.4.81.6 General aviation users should be aware of the changes of the RNP APCH chart
identification as they have to update their navigation data by themselves. They have to aware that the
affected changes are only the procedures compliant with the criteria in the ICAO Doc. 8168.

Transition planning for change to instrument flight procedure approach chart

identification from RNAV to RNP

3.4.82 Australia presented issues regarding the transition planning for RNP APCH chart
identification. The required transition period for approximately 680 charts would be 2 years 9 months
considering 80 chart changes with 3 update cycles per year. Australia informed that they would
provide suitable explanatory information to industry through an AIC, which includes explanation of
chart changes, planned duration and State transition schedule.

3.4.83 In addition, Australia proposed contingency arrangement to be considered in the State

transition plan as follows:

3.4.83.1 State should consider commercial charting provider capacity and high workload
cycles, production delays, and notification arrangements to ICAO Regional Office in the event the
State transition plan cannot meet the assigned slot and /or needs amendment.

3.4.83.2 Contingency arrangement at a regional and global level may consider management of
transition slots including slot swaps between States, coordination procedures between States and
commercial providers to deal with exceeding demand and safety related chart changes, and
postponement of chart identification changes.

3.4.84 The Secretariat pointed out that the proposed contingency measures only considered
the capacity of one major data house while more data houses, i.e. NavBlue, Airbus, etc. have been
providing services to aircraft operators. In this regard, the Secretariat proposed to consider ways to
enhance global coordination between data houses and States, and what needs to be provided to States.

RPAS-based flight inspection

3.4.85 The meeting noted the development of Remotely Piloted Aircraft Systems (RPAS)-
based flight inspection system (FIS) which is potentially an alternative or complementary solution for
flight inspection, with higher cost-effectiveness and agility. The meeting was informed that a RPAS-
based multitask FIS prototype had been developed by a joint research team since 2017 and
accomplished a complete trial flight at a civil airport in China in 2019. The successful flight trial
validated the technical feasibility and provided meaningful reference for the Unmanned Aircraft
System (UAS) operation in civil airdrome. China informed that for the trial flight, the Specific
Operations Risk Assessment (SORA) methodology in the Advisory Circular for UAS safety
administration published by CAAC was applied for approval.

PBN related APAC Seamless ATM Monitoring and Reporting

3.4.86 The meeting was informed that 8 elements of APAC Seamless ATM Reporting are
related to PBN. However, Key Performance Indicators (KPIs) in the ASBU portal are not practicable
for the application to APAC Seamless ATM Monitoring unless it is automatically interfaced with the
system of data providers, such as airports, ATS facility and airlines. In addition, current indicators do
not show actual PBN implementation Status as they are not aligned with ICAO resolution A37-11 and
do not reflect proposed update of ASBU elements, which will be published this year.

3.4.87 In this regard, CNS SG/23 meeting reviewed the proposed amendment to the
performance indicators to reflect the real PBN implementation status of the region (see - the Table
3.4-18 APANPIRG/30
Report on Agenda Item 3.4

provided in Appendix C to the Report on Agenda Item 3.4). Major changes proposed were the
introduction of priority to each objective, inclusion of ASBU Block 0 elements in the proposed new
edition of GANP, and change of performance indicators that would be easy to report through on-line
reporting system. In terms of RNP route implementation, it was proposed to consider incorporating
RNP routes into PBN airspace requiring specific navigation performance as it would provide more
benefits for the PBN capable aircraft.

Global development of Ground-Based Augmentation System (GBAS)

3.4.88 Hong Kong China provided a summary of current status of GBAS deployments
worldwide and a list of ICAO documents related to GBAS implementation. The meeting was also
informed of the latest development of GAST-D system, Multi-Constellation/Multi-Frequency
(MC/MF) GBAS development, and activities of the International GBAS Working Group (IGWG).

Outcomes of the GBAS/SBAS Implementation Workshop

3.4.89 The Secretariat provided information on the outcomes of the GBAS/SBAS

Implementation Workshop held in Seoul, Republic of Korea on 3-5 June 2019. The workshop
discussed various topics including system development, safety assessment and implementation status
of SBAS systems, GBAS/SBAS readiness of major aircraft manufacturers, GBAS/SBAS system
certification and operations, flight procedure development and validation, implementation challenges
and State’s perspectives and implementation experiences of GBAS/SBAS. The meeting was informed
that participants of the workshop recognized what should be identified for the system development by
States and Industry, roles of the regulator and ANSP, differences between GLS/LPV procedures and
APV Baro VNAV procedures, fleet readiness and future plan of Airbus and Boeing, and
implementation plan of States in the region and implementation challenges.

Strategy and experience in implementing Ground Based Augmentation System

3.4.90 The meeting noted information from States/Administrations shared at CNS SG/23
meeting on GBAS and SBAS trials and implementation. Australia, China, India, Japan, New Zealand
and Singapore supported the proposal from Hong Kong China for the establishment of GBAS
working Group. In addition, Singapore proposed to expand the scope of the working group to SBAS
considering the implementation of both systems has many common tasks and procedures. New
Zealand supported Singapore’s proposal.

3.4.91 IATA supported GBAS and SBAS trials and the establishment of working group.
However, IATA expressed that States should not either mandate GBAS/SBAS operations or limit the
operations for aircraft not capable GBAS/SBAS operations prematurely. In addition, States should
consider cost issues of airlines as the retrofit of aircraft would be expensive. The Chairman remarked
that cost-benefit analysis and equity issues should be considered for implementation of any ASBU
initiatives in accordance with the principles laid down in GANP, where GBAS/SBAS was of no
exception.

3.4.92 As result of discussions, the CNS SG/23 meeting made Decision CNS SG/23/9
regarding establishment of the APAC GBAS/SBAS Implementation Task Force. The TOR of the
Task Force is provided in Appendix J to the CNS SG/23 meeting report. The Task Force may convene
face-to-face meeting per year, to be supplemented by web/teleconference as appropriate to encourage
more States to join the task force. Bhutan, China, Hong Kong China, India, Japan, New Zealand,
Republic of Korea, Singapore and Thailand expressed their intention to join the APAC GSITF.
Australia agreed to support the work of the Task Force through teleconferences.

Outcomes of the PBN Workshop for Air Traffic Controllers

3.4.93 The Secretariat provided information on the third PBN Workshop for Air Traffic
Controllers conducted under the ICAO Special Implementation Project (SIP) in Bangkok, Thailand
from 13 to 16 August 2019. The workshop was comprised of theoretical parts reflecting amendments
 APANPIRG/30 3.4-19
Report on Agenda Item 3.4

of ICAO documents and 3 exercises to enhance understanding of the PBN application to terminal and
en-route airspace. Most of the participants complimented the comprehensive materials and exercises.
The meeting was informed of the active participation of the IFATCA, which was a good example on
how International Organizations could interact with ICAO activities for the interest of their members.
In addition, considering the workshop materials are mature through the three workshops, the RSO
would provide them for other ICAO regions who need training the trainers on this subject.

Progresses of BDS Development and Standardization Work in ICAO

3.4.94 The meeting noted the development progress of BeiDou Navigation Satellite System
(BDS) and the BDS standardization work progress in ICAO. China informed that the BDS had been
providing global services since 27 December 2018 and three more BDS satellites had been launched
in 2019. The BDS would provide effective support for the operations of Performance Based
Navigation (PBN) and Automatic Dependent Surveillance-Broadcast (ADS-B).

3.4.95 The first validation stage of the BDS open service (B1I, B1C and B2a) performance
requirements in SARPs Section 3.7 had been passed, and 17 of all the 24 performance requirements in
Section 3.7 had been validated in the fourth meeting of the NSP Joint Working Groups held in April
2019. In addition, the validation work of SARPs Appendix B was halfway done. The validation work
of SARPs Attachment D would start after the validation of SARPs Section 3.7 had been completed.

4th Meeting of the Surveillance Implementation Coordination Group

3.4.96 The meeting noted the outcome of the Fourth Meeting of the Surveillance
Implementation Coordination Group (SURICG/4) including those outcomes of SEA/BOB ADS-B
WG/14 and Mode S DAPS WG/2 meetings. The SURICG/4 was held in, Nanjing, China from 9 to 12
April 2019. The meeting report and other relevant documents are available at webpage:
https://www.icao.int/APAC/Meetings/Pages/2019-SURICG4.aspx.

Election of Co-chair of SURICG

3.4.97 The meeting noted that Mr. Yeo Cheng Nam, Director (Aeronautical
Telecommunications & Engineering) of the Civil Aviation Authority of Singapore was elected as the
new Co-chair of the SURICG.

Outcome of the SEA/BOB ADS-B WG/14 meeting

Space Based ADS-B and Flow Management

3.4.98 ICCAIA presented an update in SEA/BOB ADS-B WG/14 on the development status
of space based ADS-B which could be used to support long range flow management, traffic load
calculation and ATC planning and airspace safety. The Aireon system, organization, procedures and
capabilities will be examined by the European Safety Agency (EASA) and certified as an ATC
surveillance service provider.

3.4.99 It will be possible for Aireon to provide its registered ANSP users with surveillance
for ADS-B equipped aircraft from Departure locations to Destination locations worldwide. An
alternate possibility for data sharing is that the adjacent States use space based ADS-B. Aireon
registered ANSP users typically are offered with 50 to 100 NM coverage into the adjacent FIR to
support FIR boundary safety. Considering that the proposed application of space-based ADS-B could
be used to enhance the accuracy of estimated boundary and runway arrival time, to improve
predictability and certainty of Air Traffic Operations in a seamless way especially in South East Asia
or Bay of Bengal sub-regions, the meeting adopted Conclusion CNS SG/23/10 (SURICG/4/1)
regarding ADS-B and Flow Management. Through the Conclusion, States are encouraged to consider
the application of new surveillance technologies and/or data sharing which can provide surveillance
from “departure to destination”.
3.4-20 APANPIRG/30
Report on Agenda Item 3.4

24-bit Aircraft Address and Spectrum Issues for small UAS

3.4.100 USA highlighted issues of 24-bit aircraft address and 1090 MHz spectrum associated
with consideration for small UAS. The paper had been discussed at the ICAO Surveillance Panel’s
Aeronautical Surveillance Working Group meeting in September 2018.

3.4.101 Projections of small UAS growth in the U.S. indicate that it is likely that there will be
over a million such vehicles by 2025. Therefore, the number of available ICAO aircraft addresses
would be insufficient for all of the envisioned small UAS in the U.S. Currently, FAA does not issue
ICAO aircraft addresses to small UAS registered under Part 107 of the U.S. Code of Federal
Regulations, section 14. Also, the FAA does not issue ICAO aircraft addresses to “hobbyist” small air
vehicles registered in the U.S. Only aircraft/vehicles registered via the FAA’s Civil Aircraft Registry
are issued an ICAO aircraft address.

Spectrum issues associated with small UAS

3.4.102 An earlier study and analysis conducted by MITRE (CAASD) in 2016 explored the
impact of very high densities of small UAS (sUAS) transmitting ADS-B using the Universal Access
Transceiver (UAT). A broader range of operating scenarios characterized by various sUAS traffic
densities and transmission power levels was examined. RF experts within the FAA believe that
avionics manufacturers cannot accurately control RF transmit power below 1W, nor can FAA/FCC
effectively regulate RF transmit power levels below 1W. Therefore, FAA focuses on the 1W results in
the AIAA paper, which shows that even the minimum analysed density of 0.5 sUAS per square
kilometre / 1.75 sUAS per square mile (1400 sUAS operating within 800 square miles) causes FAA
ground stations to become blinded from seeing manned aircraft ADS-B reports.

3.4.103 The 1090 MHz frequency is currently more congested than the 978 MHz frequency,
since 1090 MHz is also used by ATCRBS and Mode S systems (TCAS, SSRs and multilateration
systems). Therefore, any impacts on 1090 MHz from sUAS ADS-B transmissions on this frequency
are expected to be significantly worse than those calculated for UAT on 978 MHz. In view of the
foregoing, it can be concluded that even at RF transmit power levels that are equivalent to cell phones
(1 Watt), sUAS operating in a typical large urban area at airspace densities of one sUAS per two
square kilometres and equipped with a 1090ES-capable Mode S transponder would be expected to
cripple any ICAO standard surveillance system.

3.4.104 The meeting noted the Conclusion CNS SG/23/11 (SURICG/4/2) adopted by CNS
SG regarding UAS Cooperative Surveillance Equipage. States are invited to be aware that
widespread 1090ES-capable Mode S transponder equipage by large population of UAS may not be
feasible in some States due to limited 24-bit aircraft address allocation and congested spectrum
concerns. States should monitor potential congestion on 1090 MHz and availability of 24-bit aircraft
address due to operation of UAS, or other emerging aircraft types.

Aireon ALERT and Globalbeacon

3.4.105 Aireon ALERT is the first free, global, real-time emergency aircraft location service.
Air Navigation Service Providers (ANSPs), aircraft operators, regulators and search and rescue
organizations in need of crucial aircraft location data, can rely on Aireon ALERT to help provide an
ADS-B OUT 1090MHz equipped aircraft’s most recently known position. Aireon ALERT is a one-
time, per event aircraft location service. Aireon ALERT will only be able to provide data in
emergency situations to pre-registered stakeholders. Registration and 24/7/365 service is operated by
the Irish Aviation Authority (IAA). Registration can be made at the webpage: https://aireonalert.com/
on which, additional information is available.

3.4.106 GlobalBeacon is jointly created by Aireon and FlightAware to provide a way to

compliance with ICAO’s Global Aeronautical Distress Safety System (GADSS) Standards and
Recommended Practices (SARPS) for flight tracking. By combining FlightAware’s web interface and
worldwide airline flight tracking information with Aireon’s space-based ADS-B data, GlobalBeacon
 APANPIRG/30 3.4-21
Report on Agenda Item 3.4

will provide airlines with a real-time aircraft tracking dashboard that features configurable alerts,
providing immediate notification of abnormal events. Should an aircraft deviate from its intended
flight path, the airline operations center will be notified. The GlobalBeacon became operational on
Monday 5 November 2018. Further details of GlobalBeacon can be obtained from FlightAware.

Report of DAPs WG/2 Meeting

3.4.107 The meeting noted the information on implementation and planning status of DAPs
application, as well as technical issues addressed by States and ICAO SP Panel. The meeting
encouraged the DAPs WG to further progress the research on Interrogator Identifier (II) Code
coordination and interrogation strategy, and invite avionics manufacturers and avionics users to share
their knowledge and experiences at the WG meetings.

DAPs Implementation and Operation Guidance Document

3.4.108 The meeting noted that the Mode S DAPs Implementation and Operation Guidance
Document developed by the DAPs WG was adopted by the CNS SG through Conclusion CNS
SG/23/12 (SURICG/4/3). The Mode S DAPs Implementation and Operation Guidance Document is
provided in Appendix K to the report of CNS SG/23 meeting.

ATM Automation System Development Issues

3.4.109 The SURICG/4 meeting identified a gap between the capabilities of the automation
system and the user expectations. A description of emerging requirements was also provided with
suggestion to consider the relevant planning and transition plans for the ATM automation system in
the APAC region. The implementation of service and performance based ATM automation system
should be in compliant to ASBU framework and GANP roadmap, and meet the operational
requirements and future development. China proposed to consider subsequent establishment of a
regional task force to conduct research on ATM automation systems, which need to be defined more
precisely.

Open Architecture for Air Traffic Management System

3.4.110 Singapore illustrated the limitations of current ATM systems in which typical key
functional modules are packaged into a single system which is highly customized by the original
equipment manufacturers (OEMs). There is no established standard for the functions and interfaces of
individual functional modules. The disadvantages and limitations of ATMS packaged in this way
were discussed and considered as challenges under rapid technology advancement and increased
cybersecurity threats. A number of new ATM functionalities is expected to be integrated with the
ATM automation system. It is unlikely that a legacy ATM automation system could meet such
expectations.

3.4.111 An open architecture based on Service Oriented Architecture (SOA) concept was
proposed for the Air Traffic Management (ATM) automation system. It could be broken down into
several modularized services using set of standardized interfaces to communicate across all services.
The advantages of this architecture was deliberated as the possibility for ANSP to select the best
individual module for their purpose from different OEM, upgrade modules independently, integrate
new functionalities into system module by module. Regarding the ambition to implement this
architecture, standardization is one of the key challenges. The topics discussed in the paper maybe
tasked to the new regional Task Force on ATM automation systems, when established.

Exploration and Application of ATC Handover Technology Between

ATC Automation Systems Based on Flight Data Interaction

3.4.112 China introduced a method of electronic handover between ATC center and regional
small airports through CAAC Standard MH/T4029.3 Category C data. Category C data handover
replaced the coordination process of AIDC with the synchronization of flight plan. The handover
3.4-22 APANPIRG/30
Report on Agenda Item 3.4

using Category C data made it unnecessary to define a specific waypoint in the process. It has good
applicability in handover between ATC center and regional airports with small and lower airspace of
responsibility. After the implementation of Category C data handover, the SSR code and release time
application process can be simplified for outbound flights of regional airports, and the telephone
handover action can be directly replaced by data interaction between systems.

ICAO Asia Pacific Regional ATM Automation System Symposium

3.4.113 The meeting noted the outcome of the ICAO APAC Regional ATM Automation
System Symposium (APAC RATMS) held in Nanjing, China, from 22 to 23 November 2018. The
symposium was organized in response to Action Item 54/13 of the 54th DGCA Conference on ATM
automation system and the requirement resulted from discussions at CNS SG/21 meeting. It was
deemed important to establish a dedicated Task Force in order to study the operational and technical
experience, and shape the future development roadmap and performance-based guidance for the ATM
automation system.

3.4.114 The meeting noted that a briefing on the above proposal was also provided to ATM
SG/7 meeting. A number of States/Administration expressed their willingness to support the work of
the Task Force including: China, Hong Kong China, India, Indonesia, Nepal, Singapore, Thailand and
USA. In view of the foregoing, the meeting adopted Decision CNS SG/23/13 (SURICG/4/5)
regarding the establishment of ATM Automation System Task Force (ATMAS/TF). The TOR of the
Task Force is provided in Appendix L to the report of CNS SG/23 meeting.

APAC Regional Surveillance Strategy

3.4.115 The meeting noted that the SURICG/6 meeting had reviewed the APAC regional
Surveillance Strategy adopted by APANPIRG/27 meeting in 2016 and proposed some changes based
on the outcome of AN Conf/13 and latest developments. The meeting endorsed the proposed changes
and adopted the following Conclusion:

Conclusion APANPIRG/30/15 (CNS SG/23/14-SURICG/4/6) - Revised Surveillance Strategy

for the APAC Region
What: That, the Revised Surveillance Strategy for the APAC Expected impact:
Region provided in Appendix D to the Report on agenda item ☐ Political / Global
3.4 be adopted. ☒ Inter-regional
☒ Economic
☐ Environmental
☒ Ops/Technical
Why: To reflect the outcome of ANC13 and the
Follow-up: ☒Required from States
latest development of surveillance technology.
When: 6-Nov-19 Status: adopted by PIRG
Who: ☒Sub groups ☒APAC States ☒ICAO APAC RO ☐ICAO HQ ☐ Other:

ADS-B Implementation and Operations Guidance Document (AIGD)

3.4.116 The meeting noted that SURICG/6 meeting had updated AIGD based on the
contributions from States and developments on ADS-B in the APAC Region. The proposed changes
to AIGD are summarized as below:

 Added procedures on handling GPS time and week counters rollover (Section
9.13) and;

 Added two new problem types and updated the status of known ADS-B avionics
problems to Attachment A of Appendix 2 “List of known ADS-B avionics
problems”,
 APANPIRG/30 3.4-23
Report on Agenda Item 3.4

3.4.117 The meeting noted the proposed changes and adopted the Version 12 of the revised
ADS-B Implementation and Operations Guidance Document (AIGD) through Conclusion CNS
SG/23/15 (SURICG/4/7). The revised AIGD Version 12 is provided in Appendix N to the report of
CNS SG/23 meeting.

Dealing with the Impact of Unmanned Aerial Systems (UAS)

3.4.118 New Zealand provided updates to SURICG/4 meeting on UAS issues. In the period
March 2018 to March 2019 there have been 126 reported incidents from the public, Crew of airborne
aircraft, other UAS operators and ATC related to the unauthorized UAS operating in controlled
airspace, usually in close proximity to aircraft or airports, a 100% increase over the previous
12-month. In most cases there is no clear evidence that the object was a UAS. The UAV portal
Airshare has proved useful, however, it required advanced notification of the operation and created
additional workload for ATC. Airshare could be enhanced to increase participation from cooperative
UAS, identify non-cooperative UAS, provide mobile app for UAS users. The potential to use tracking
data with Airshare was also discussed to support automatic approvals. New types of surveillance
systems need to be identified, and tested on target with the size 0.01m2 radar cross section, while
understanding the limitation.

Outcome of the Workshop on Aeronautical Surveillance Systems

3.4.119 APAC Aeronautical Surveillance Workshop held from 5-6 November 2018 covered a
number of agenda on the latest developments focusing ADS-B Improvement, ACAS system and the
current and future surveillance systems. The agreed outcomes and Conclusions of the workshop had
been further reviewed and considered by SURICG/4, and made reference during the revision of
regional surveillance strategy. The presentations made at the workshop are available on the following
webpage: https://www.icao.int/APAC/Meetings/Pages/2018-WASS.aspx

ATS Surveillance and DCPC VHF Coverage Charts for APAC Region

3.4.120 According to the Conclusion APANPIRG/29/22, a mechanism to produce charts with

regular updates in a sustainable manner was put in place to show the latest situation of ATS
surveillance and DCPC VHF coverage in the Asia Pacific Seamless ANS Plan for the region. The
need to enhance the surveillance and Direct Controller and Pilot Communication (DCPC) VHF
coverage where gaps exist in APAC Region along some of the busy air traffic routes at boundaries
between FIRs has been identified during APANPIRG/29 in 2018.

3.4.121 The ICAO APAC Regional Office issued the State Letter AP012/19 (CNS) on 6
February 2019 with a target date by 8 March 2019 for States/Administrations to respond to the survey.
After receiving response from 15 States in accordance with the format of the survey while 2 States
provided descriptive / pictorial coverage without details of coordinates, the initial ATS Surveillance
DCPC VHF Charts were produced. The meeting appreciated the joint efforts made by Hong Kong
China and Thailand in producing the initial charts with support by various States/Administrations.
The meeting agreed that the initial charts were in good shape for being published in the latest version
of Seamless Air Navigation Service Plan (Version 3.0).

3.4.122 APANPIRG/30 meeting noted the ADS-B Implementation Status in the APAC
Region updated by SURICG/4 provided in Appendix A to CNS/SG/23/WP/7.

Certification of CNS/ATM Services and Systems

3.4.123 The meeting noted that CNS SG/23 meeting adopted the Guidance for Procurement
and Certification of CNS/ATM Services and Systems through Conclusion CNS SG/23/17. The
meeting expressed appreciation for the efforts made by the drafting team led by Singapore. The
Guidance is provided in Appendix O the report of CNS SG/23 meeting.
3.4-24 APANPIRG/30
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Need for a Study to Address the Human Factor Issues of ATSEP

3.4.124 The CNS SG fully recognized the importance of Human Factors and ATSEP training
in support of ANS operations, and encouraged States/Administrations to share relevant information at
its annual sub-group and any other appropriate meetings.

3.4.125 The International Federation of Air Traffic Safety Electronics Association

(IFATSEA) emphasized the importance to study the human factor issues of ATSEPs on their working
environment, abilities, limitations and on other characteristics for evaluating their job and safety
performance. The stressful working environment that can lead to errors, lapses, latent or error-causing
conditions that brings the invisible windows of opportunity for unsafe acts, or even fatal accidents.
Given the unique nature of the job performance with zero tolerance for error and with the
requirements of high levels of technical skills, there is a need for defining uniform standards on the
roles, responsibilities, training requirements, duty time limitations and adequate human resources with
regards to ATSEPs who are playing vital role in the safety chain. The IFATSEA would collaborate
with ANSPs and draw references from international best practice in conducting a study on human
factor issues, including stress and fatigue, of ATSEP and recommending to revisit the outcome of the
studies at CNS/SG/24 meeting for further discussion. Australia, China, Hong Kong China, India,
Nepal, the Philippines, Singapore and IFATSEA volunteered to be members of a study working
group. In consideration of the significance of this subject, the CNS SG/23 meeting made Decision
CNS SG/23/18 on the need for the Study.

Relevant Information on CRV Cyber Security

3.4.126 From the very beginning, cyber security was considered as a relevant issue to the
Common aeRonautical VPN (CRV) project and was addressed from time to time in CRV meetings.
The secretariat collected some background information related to the implementation of CRV,
including CRV Procurement Requirement on cyber security for tenderer and the actual
implementation of Security Management Plan by PCCW Global, Independent Assessment on the
Safety and Security of the CRV as a task of CRV OG/4 undertaken by the CRV OG co-chair (Asia)
and & pioneer CRV member States, and updates on ICAO Provisions and Practical Consideration.

Planned Cybersecurity and Cyber Safety/Resilience related Activities

3.4.127 A workshop on cyber safety and resilience and cyber tabletop exercise is scheduled
for 19 to 21 November 2019 at the ICAO APAC Office in Bangkok. The objective of the Cyber
Safety and Resilience seminar is to empower the CAA and ANSPs with measures to mitigate the
exploitation of critical information systems, develop awareness on cyber issues affecting aviation, and
foster a cyber-safety culture that promotes a resilient and secure cyberspace. States and ANSPs were
encouraged to participate in the workshop.

3.4.128 The meeting noted that in order to address common concerns, a joint ad hoc working
group among CRV OG, ACSICG and SWIMTF focusing cybersecurity, cyber safety and resilience is
also planned for 21 -23 April in USA.

Significance of Harmonization Toward Realization of TBO Over SWIM

(WP/19)

3.4.129 Japan presented their lessons learned from the complex and fragmented infrastructure
with network elements. Collaborative action for ensuring interoperability and interconnectivity of
CNS/ATM infrastructure plays significant role for the realization of globally and harmonized future
seamless ATM operational context. ICAO, Member States and ATM community should get better
understanding that identified disincentive for development of evolutional solutions, the collaborative
activities among stakeholders would bring common benefit for ATM community. The meeting noted
the same paper was presented to A40 as an information paper.
 APANPIRG/30 3.4-25
Report on Agenda Item 3.4

3.4.130 The meeting discussed how to strengthen the leadership of ICAO for development of
standards, technical specifications and the roadmap for realization of TBO over SWIM. USA
recommended that consideration should also be given to utilize the work of industry and standards
making bodies for realization of TBO over SWIM. In this connection, the meeting noted that the 40th
Assembly highlighted the need to work with industry and standards making bodies through the
Resolutions A40-4 Appendix D and A40-5 working with industry. The Secretariat further informed
the meeting that the development of any new standard and/or guidance materials by relevant panels
followed the established procedures, and that the development of TBO-related material was already
on the work programme of the appropriate expert groups.

AIDC Implementation in Singapore and Adjacent States (WP/21)

3.4.131 Singapore shared the meeting with their experience gained and the benefits achieved
in implementation of AIDC between Singapore Flight Information Region (FIR) and their adjacent
FIRs since the new Air Traffic Management (ATM) system (LORADS III) put into operation in
October 2013. A phased approach was considered as the most optimal and pragmatic approach for
AIDC implementation between the adjacent ATS Units (ATSUs). AIDC implementation requires
close coordination between stakeholders to optimize the benefits, States/Administration and ANSPs
are therefore encouraged to coordinate closely and develop a collaborated roadmap for AIDC
implementation in phases to realise the benefits of AIDC for a sub-region and whole APAC Region.
Such harmonized and coordinated approach was acknowledged by the meeting in order to enhance
operational efficiency and capacity while maintaining the highest level of safety.

Presentation by Loon

3.4.132 Loon’s presentation introduced the potential use for contingency use for natural
disaster responses to establish temporary arrangement for COM and Surveillance capability. It was
informed that some test trials were conducted in cooperation with Airservies Australia.

Information and Information papers submitted under Agenda Item 3.4

3.4.133 Under this agenda item, the meeting noted that information contained in WP/12 and
the following information papers provided by States/Administrations and International Organizations
as listed below:

 IP/07 – CRV and FTI Implementation Status provided by India;

 IP/08 – Detrimental Behavior of Ionosphere and GBAS Implementation;
 IP/09 – Implementation of Space Based ADS-B Data Services over Oceanic
Region of Indian FIRs;
 IP/16 – Outcomes of a SIP Seminar on Flight Inspection and procedure
Validation (official action on the Seminar outcome would be taken by CNS
SG/24 meeting); and
 IP/18 - Ensuring Preparedness for the U.S. 2020 ADS-B Equipage Mandate.

————————
 APANPIRG/30 3.5-1
Report on Agenda Item 3.5

Agenda Item 3: Performance Framework for Regional Air Navigation Planning and
Implementation

3.5. MET

METEOROLOGY SUB-GROUP REPORT (WP/13)

History of MET SG/23

3.5.1 The meeting noted that the ICAO hosted the Twenty-Third Meeting of the Meteorology
Sub-group (MET SG/23) at the APAC Office, Bangkok, Thailand, from 17 to 20 June 2019, where fifty
experts attended from Australia, Bhutan, China (including Hong Kong and Macao), Fiji, Indonesia,
Japan, Lao (Peoples Democratic Republic), Malaysia, Mongolia, New Zealand, Philippines, Republic
of Korea, Singapore, Solomon Islands, Thailand, United States, Viet Nam and the ICAO.

3.5.2 The meeting noted that MET SG/23 considered 29-working papers and 23-information
papers and formulated 2-Draft Conclusions and 1-Draft Decision requiring the attention of APANPIRG
and adopted 3-Conclusions and 2-Decisions of a technical nature requiring the attention of MET SG,
States or ICAO.

MET SG terms of reference

3.5.3 The meeting supported the MET SG/23’s proposal to update the terms of reference for
MET SG to include specific timeframes concerning the availability of MET SG’s meeting
documentation, which would facilitate the various stakeholders’ timelier consideration of the (meeting)
reports and papers, and adopted the following Decision:

Decision APANPIRG/30/16: Updated terms of reference and work plan of MET SG

What: That, APANPIRG approves the updated terms of reference and work plan of MET SG at
Appendix A to the APANPIRG/30 Report on Agenda Item 3.5.
Why: To help ensure meeting documentation is available in a timely manner to meet participants’
requirements and to reflect the current deliverables and timeframes of the MET SG work plan.
Expected impact:
☐ Political / Global ☐ Inter-regional ☐ Economic ☐ Environmental ☒ Ops/Technical
Follow-up: ☐Required from States
When: On approval Status: Adopted by PIRG
Who: ☒Sub groups ☐APAC States ☐ICAO APAC RO ☐ICAO HQ ☐Other:

Progress on MET SG’s (and its contributory bodies’) work plan

3.5.4 The meeting noted that the MET SG and its contributory bodies, i.e., the
Meteorological Information Exchange Working Group (MET/IE WG), Meteorological Services
Working Group (MET/S WG), Meteorological Requirements Working Group (MET/R WG), including
MET/ATM Seminar, and Asia/Pacific Volcanic Ash Exercises Steering Group (APAC VOLCEX/SG),
had made good progress on the collective MET-related work plan and that work was still in progress in
relation to agreed action concerning a draft proposal for amendment of the (MET Parts of the) Asia and
Pacific Air Navigation Plan, Volume I and Volume II, and the integration and expansion of SIGMET
coordination activities among APAC States/Administrations.

3.5.5 The meeting noted that the MET SG had considered it necessary to realign the
respective terms of reference and work plans of the MET SG’s contributory bodies in order to ensure
continued progress of the overall MET SG work plan.
3.5-2 APANPIRG/30
Report on Agenda Item 3.5

ICAO Meteorology Panel (METP)

3.5.6 The meeting noted that MET SG/23 requested ICAO to distribute by State letter copies
of the following documents, which the Fourth Meeting of the ICAO Meteorology Panel (METP/4)
recently endorsed and published on the ICAO METP website, in order to further publicize the content
and purpose of the METP-endorsed documents and to invite feedback from relevant stakeholders:

 MET-SWIM Plan and MET-SWIM Roadmap;

 Guidelines for the Implementation of OPMET Data Exchange Using IWXXM;
 Roadmap for International Airways Volcano Watch (IAVW) in Support of International Air
Navigation; and
 "White Paper" on Future Aeronautical Meteorology Information Service Delivery.

IWXXM

3.5.7 The meeting noted that Aeronautical Radio of Thailand (AEROTHAI) hosted the ICAO
APAC Workshop on the Implementation of the ICAO Meteorological Information Exchange Model
(IWXXM), from 12 to 14 June, 2019, in Bangkok, Thailand.

3.5.8 Based on the outcomes from workshop, the meeting adopted the following two
Conclusions, which address particular aspects that States/Administrations should consider when
implementing ICAO SARPs concerning the dissemination of meteorological information in IWXXM
form and when planning ahead for the future discontinuation of existing ICAO SARPs concerning the
dissemination of meteorological information in the traditional alpha-numeric code (TAC) form:

Conclusion APANPIRG/30/17: Implementation of IWXXM

What: That, all Member States/Administrations:
a) Arrange for the dissemination of the required meteorological information in IWXXM
GML form, in accordance with Amendment 78 to Annex 3;
b) Implement only Version 3 of IWXXM for the exchange of the required meteorological
information on operational networks from 5 November 2020;
c) Implement Air Traffic Services (ATS) Message Handling System (AMHS), with File
Transfer Body Part (FTBP) the Interpersonal Message (IPM) Heading Extension (IHE)
to support the exchange of IWXXM, including support for IWXXM reports of a
maximum size of 4MB and FTBP of maximum 2MB;
d) Ensure there is adequate capacity in the operational AFS links to support the exchange
of the required meteorological information in both IWXXM GML form and TAC from;
e) Consider putting in necessary protection against cyber security, and
f) Implement the necessary changes (above) as a priority at the APAC ROCs and RODBs.
Why:
a) From November 2018, Amendment 78 to Annex 3 specifies that States should
disseminate specific meteorological information (i.e., METAR/SPECI, TAF, SIGMET,
AIRMET and volcanic ash and tropical cyclone advisory information) in IWXXM GML
form (with the addition of space weather information from November 2019). From
November 2020, Amendment 78 to Annex 3 also specifies that States shall disseminate
all the above specific meteorological information in IWXXM GML form;
b) ICAO Doc 10003 – Manual on the Digital Exchange of Aeronautical Meteorological
Information, stipulates that, to meet the requirements of Amendment 79 to Annex 3, only
Version 3 of IWXXM, or later, shall be exchanged on operational networks from 5
November 2020;
c) IWXXM GML form is far more verbose than the existing TAC format and, as a result,
compression is required. However, to support the exchange of compressed IWXXM files,
AMHS links with FTBP and IHE are required;
 APANPIRG/30 3.5-3
Report on Agenda Item 3.5

d) In accordance with Annex 3, States/Administrations will disseminate both IWXXM and

TAC data over the AFS in parallel, and given the significant increase in data volumes,
operational links will require adequate capacity to support both data sets; and
e) The Regional and Global exchange of the required meteorological information in
IWXXM GML form depends on the ROCs and RODBs being IWXXM-exchange
capable.
Expected impact:
☐ Political / Global ☒ Inter-regional ☒ Economic ☐ Environmental ☒ Ops/Technical
Follow-up: ☒Required from States
When: Now Status: Adopted by PIRG
Who: ☐Sub groups ☒APAC States ☐ICAO APAC RO ☐ICAO HQ ☐Other:

Conclusion APANPIRG/30/18: Discontinuation of meteorological information in TAC form

What: That, ICAO urges States to consider necessary changes to migrate systems to enable the use
of meteorological information in XML/GML (IWXXM) form, as an alternate to meteorological
information in traditional alpha-numeric code (TAC) form, and prepare for consequential impacts to
aviation meteorological services such as VOLMET broadcast, weather briefing system and flight
documentation preparation system.
Why:
a) ICAO Annex 3 specifies that from November 2020, States shall disseminate specific
meteorological information (i.e., METAR/SPECI, TAF, SIGMET, AIRMET and space weather,
volcanic ash and tropical cyclone advisory information) in IWXXM GML form; and
b) Air Navigation Conference: Recommendation 2.3/2: Further Development of IWXXM for the
Exchange of Aeronautical Meteorological Information, ensure that the IWXXM format is the only
standard exchange format by 2026.
Expected impact:
☐ Political / Global ☒ Inter-regional ☒ Economic ☐ Environmental ☒ Ops/Technical
Follow-up: ☒Required from States
When: By 2026 Status: Adopted by PIRG
Who: ☐Sub groups ☒APAC States ☐ICAO APAC RO ☐ICAO HQ ☐Other:

3.5.9 The meeting also noted that MET SG would organize a follow-up (IWXXM
implementation) workshop in early 2020.

Space Weather Advisory Information

3.5.10 The meeting noted that the global network of space weather centres designated by
ICAO to monitor and provide advisory information on space weather phenomena (expected to affect
communications, navigation and surveillance systems and/or pose a radiation risk to aircraft occupants)
was due to commence operations on 7 November 2019.

APAC Air Navigation Plan (ANP)

3.5.11 The meeting noted that the MET SG was working on the development of proposed
amendments to (the MET Part of) the ANP.

Air Navigation Deficiencies

3.5.12 The meeting noted that, based on corrective actions taken by Philippines, including the
concurrence of relevant stakeholders, concerning rectification of the APANPIRG air navigation
3.5-4 APANPIRG/30
Report on Agenda Item 3.5

deficiency related to the issuance and dissemination of SIGMET information for volcanic ash in
Philippines, MET SG/23 recommended the removal of the deficiency (index: AP-MET-07) from the
APANPIRG list. This is further discussed in the APANPIRG/30 Report under agenda item 4 – Regional
Air Navigation Deficiencies.

Volcanic Ash Exercises

3.5.13 The meeting noted that the ICAO APAC volcanic ash exercise steering group
(VOLCEX/SG) conducted two volcanic ash exercises; VOLCEX 18/02, led by Indonesia and
conducted in the West Sumatra area on 20 September 2018, and VOLCEX 19/01, led by New Zealand
and conducted in the South Pacific area on 7 May 2019.

3.5.14 The meeting recalled that ICAO (Annex 3) SARPs concerning the use of “TEST” and
“EXER” status indicators in advisory, SIGMET and AIRMET messages become applicable on 7
November 2019.

3.5.15 The meeting noted that MET SG/23 tasked the Meteorological Services Working
Group (MET/S WG) to propose specific guidance (for inclusion in the Regional SIGMET Guide) on
the harmonization (across FIR boundaries) of SIGMET information for volcanic ash when the
associated volcanic ash advisory centre forecasts the volcanic ash to affect adjacent FIRs (Decision
MET SG/23-3: Improved Regional guidance for SIGMET for volcanic ash forecast to cross FIR
boundaries, refers).

International Coordination on SIGMET Issuance

3.5.16 The meeting noted MET SG/23 reported significant progress by several
States/Administrations in the development of operational collaborative efforts for international
coordination on SIGMET issuance, providing users with improved availability and harmonization of
SIGMET information and the participating meteorological watch offices (MWOs) with significant
benefits in terms of capacity building opportunities.

Regional Guidance – APAC Regional SIGMET Guide and SIGMET Pamphlets

3.5.17 The meeting noted that MET SG/23 endorsed updates to the APAC Regional SIGMET
Guide, prepared by the MET/S WG ad-hoc group based on the template endorsed by the ICAO
Meteorology Panel (METP) to align with Amendment 78 to Annex 3 (Conclusion MET SG/23-4:
Endorsement of APAC Regional SIGMET Guide updates for Amendment 78 to Annex 3 (20th Edition),
refers).

3.5.18 The meeting noted that MET SG/23 tasked the (above) ad-hoc group to coordinate
consequential updates to realign the SIGMET pamphlets, located on the ICAO APAC Office website,
with Amendment 78 to Annex 3.

Regional Guidance – alignment of cross-FIR-boundary SIGMET information

3.5.19 The meeting noted that MET SG/23 endorsed the updated regional guidance for the
alignment of cross-FIR-boundary SIGMET information, prepared by the MET/S WG ad-hoc group
(Japan and Singapore) to assist States/Administrations in aligning SIGMET information across FIR
boundaries using the lessons learnt from international SIGMET coordination projects, and requested
the ad-hoc group to incorporate the above guidance into the Regional SIGMET Guide and to keep it
under review and propose updates as necessary (Conclusion MET SG/23-5: Endorsement of APAC
Regional guidance for the alignment of cross-FIR-boundary SIGMET information, refers).
 APANPIRG/30 3.5-5
Report on Agenda Item 3.5

Proposed Survey of State Meteorological Information Supporting Air Traffic

Management

3.5.20 The meeting noted that MET SG/23 requested the MET/R WG ad-hoc group to further
develop a proposed survey questionnaire for States/Administrations on the provision of current and
future MET information services specifically to support ATM/ATFM operations.

Regional Guidance – Tailored MET Information and Services to Support ATM

Operations

3.5.21 The meeting noted that MET SG/23 endorsed the updated Asia/Pacific Regional
Guidance for Tailored Meteorological Information and Services to Support Air Traffic Management
(ATM) Operations, prepared by the MET/R WG ad-hoc group based on material provided by several
members, including Australia, China, Hong Kong, China, Japan, New Zealand, Republic of Korea,
Singapore, Thailand, Vietnam and IATA (Conclusion MET SG/23-6: Endorsement of updates to
Regional Guidance for Tailored Meteorological Information and Services to Support ATM Operations,
refers).

Regional Guidance – SWIM-based MET Information Services Supporting ATFM

3.5.22 The meeting noted that MET SG/23 tasked the MET/R WG to further develop a
proposal for a regional guidance document for SWIM-based MET information services specifically to
support ATFM in Asia/Pacific Region, taking into account the need to reflect the requirements of the
ATFM community in the proposal (Decision MET SG/23-7: Development of APAC User Requirements
for SWIM-based MET Information Services Supporting ATFM, refers).

Future Work Plan of the MET SG

3.5.23 The meeting noted that MET SG/23 had agreed to several updates to the MET SG work
plan, including realignment of the work plans of all the MET SG’s contributory bodies. A copy of the
MET SG work plan is at Appendix A to the APANPIRG/30 Report on Agenda Item 3.5. The meeting
supported the MET SG work plan as indicated in adoption of the Decision at para. 3.5.3 in this report.

Next meeting of the MET SG (and its contributory bodies)

3.5.24 The meeting noted the tentative schedule discussed by MET SG/23 for MET-related
meetings in 2020 is reflected in the APANPIRG/30 Report on Agenda Item 5 – Future Work
Programme.

AERONAUTICAL METEOROLOGY FOR EXECUTIVES (Presentation)

3.5.25 The Chair of the MET SG, and the MET SG Secretary, presented to the meeting a
briefing titled Aeronautical Meteorology for Executives, highlighting the State Civil Aviation
Authorities’ key responsibilities concerned with the quality management, oversight and surveillance of
meteorological service for international air navigation.

————————
 APANPIRG/30 4-1
Report on Agenda Item 4

Agenda Item 4: Regional Air Navigation Deficiencies

4.1 Status of Air Navigation Deficiencies in the Asia/PAC Region (WP/14)

4.1.1 Under the Terms of Reference, the APANPIRG has been regularly reviewing the
status of implementation of the Asia Pacific Air Navigation Plan through its subgroups to identify and
address the air navigation deficiencies according to the uniform methodology approved by the ICAO
Council. In meeting this objective, APANPIRG facilitated the development and implementation of
action plans by States to resolve identified deficiencies, where necessary.

Deficiencies in the ATM/AIM/SAR fields

4.1.2 APANPIRG/30 noted the List of Air Navigation Deficiencies in the ATM/AIM/SAR
fields which was reviewed and updated by ATM/SG/7 (5 – 9 August 2019). Appendix A to
APANPIRG Working Paper/14 presented the updated List of Air Navigation Deficiencies in the
ATM/AIM/SAR fields.

4.1.3 The note on the deficiency threshold for ATS Message Addressing has been corrected
in Appendix A to APANPIRG Working Paper/14.

Deficiencies in the AOP field

4.1.4 APANPIRG/30 noted the List of Air Navigation Deficiencies in the AOP field which
was reviewed and updated by AOP/SG/3 (24 – 26 June 2019). The List was further updated after Lao
PDR provided evidences of implementation of the State’s corrective actions on certain identified
deficiencies. Appendix B to APANPIRG Working Paper/14 presented the updated List of Air
Navigation Deficiencies in the AOP field.

Deficiencies in the CNS field

4.1.5 APANPIRG/30 noted the list of Air Navigation Deficiencies in CNS field which was
reviewed and updated by CNS/SG/23 (2 – 6 September 2019). Appendix C to APANPIRG Working
Paper/14 presented the updated List of Air Navigation Deficiencies in the CNS field.

4.1.6 Issue related to unreliability of AFS communication between Afghanistan and

Pakistan had been an outstanding AFS communication deficiency. Poor performance of AFS
including data communication between Kabul and Karachi and ATS voice communication between
Lahore and Kabul had become issues of regional concerns. A COM coordination meeting
(Afghanistan, China and Pakistan) held in July in RSO agreed to restore the VSAT connection by
upgrading the VSAT terminals and equipment in Lahore and Karachi. ACAA will provide assistance
and Network Control Centre settings. Both Afghanistan and Pakistan also agreed to implement CRV
as soon as practical.

4.1.7 Some improvements on the poor communications had been made by China and
Pakistan. Based on the LHD data collected by China RMA in 2018, the area Urumqi FIR interface
with Lahore FIR was no longer hot spot area. China RMA would continue to track the LHDs
concerning the area in 2019, and report to RASMAG/25. Recognizing the further efforts for the
improvements required to be made, in July 2019, China and Pakistan agreed to optimize the ground-
ground communications through CRV. China and Pakistan were encouraged to action early for the
implementation.
4-2 APANPIRG/30
Report on Agenda Item 4

Deficiencies in the MET field

4.1.8 APANPIRG/30 noted the list of Air Navigation Deficiencies in MET field which was
reviewed and updated by MET/SG/23 (17 – 20 June 2019). Appendix D to APANPIRG Working
Paper/14 presented the updated List of Air Navigation Deficiencies in the MET field.

4.1.9 Based on corrective actions taken by Philippines, and the concurrence of relevant
stakeholders concerning rectification of the deficiency related to the issuance and dissemination of
SIGMET information for volcanic ash (in Philippines’ area of responsibility), MET SG/23
recommended to APANPIRG/30 the removal of the deficiency (index: AP-MET-07) from the
APANPIRG (open) list.

4.1.10 The meeting was provided with information on new deficiencies identified in
ATM/AIS/SAR fields and those deficiencies that had been rectified by the States in ATM/AIS/SAR,
AOP and MET fields.

4.1.11 The meeting noted that it was the responsibility of States with Deficiencies to provide
updates to ICAO APAC Office so that the information in the Deficiency database can be updated in a
timely manner. The Regional Office will update the Deficiencies database based on written
confirmation provided by the respective Administrations.

4.1.12 The meeting reviewed the Air Navigation Deficiencies as presented in Appendices A
to D and endorsed as current list of APANPIRG Air Navigation Deficiencies. The meeting adopted
the following Conclusion:

Conclusion APANPIRG/30/19 – Update of information in APANPIRG Air Navigation

Deficiencies Reporting Form
What: That, States/Administrations be urged to: Expected impact:
a) establish action plan with defined target dates for ☐ Political / Global
resolution of deficiencies, update the status on the ☐ Economic
corrective action taken and report progress in the Reporting
Form of Air Navigation Deficiencies identified in ☐ Environmental
ATM/AIM/SAR, AOP, CNS and MET fields as detailed in ☐ Inter -Regional
Appendices A to D to the Report on Agenda Item 4; and ☒ Ops/Technical

b) update contact details of a Focal Point to coordinate

actions to resolve the Deficiencies.

Why: The resolution of air navigation deficiencies in the

ATM/AIM/SAR, AOP, CNS and MET fields (in the
APANPIRG database) have lacked satisfactory progress over
several years, due in part to inadequate information in the Follow-up: ☒Required from States
Reporting Form, e.g., infrequent updates and lack of concise
and concrete Corrective Action Plans with defined target
dates
When: official reports providing full details of the Status: Adopted by PIRG
corrective actions taken where deficiencies have been
resolved be reported to sub-groups in 2020.
Who: ☐Sub groups ☒APAC States ☒ICAO APAC RO ☐ICAO HQ ☐Other

————————
 APANPIRG/30 5-1
Report on Agenda Item 5

Agenda Item 5: Future Work Programme

APANPIRG Work Programme 2020-2021 (WP/15)

5.1.1 APANPIRG/30 agreed with the tentative schedule of meetings for 2020 and 2021,
placed in Appendix to the Report on Agenda Item 5 and noted that a formal letter of invitation will
normally be issued by the Secretariat at least 3 months prior to each event, as well as posted on ICAO
APAC website.

5.1.2 The Secretariat advised the meeting that the dates for 57th DGCA Conference were
tentative and subject to confirmation.

————————
 APANPIRG/30
Appendix to Report on Agenda Item 5

Appendix

2019 – OUTSTANDING MEETINGS, WORKSHOPS AND SEMINARS

Meetings Dates Venue

ATFM Workshop on Capacity/Demand Analysis 18 – 20 November Bangkok
Cyber Safety & Resilience Workshop with Tabletop
19 – 21 November Bangkok
Exercise
A-CDM/ATFM Workshop 2 – 4 December New Delhi, India
Surveillance Workshop and SEA/BOB ADS-B
3 – 5 December Singapore
WG/15
ACI-ICAO Implementing Annex 14: Advanced
9 – 13 December Bangkok
Aerodrome Design and Operations

A-1
 APANPIRG/30
Appendix to Report on Agenda Item 5

2020 – MEETINGS, WORKSHOPS AND SEMINARS

Meetings Tentative Dates Venue
AIS/AIM Safety Oversight Workshop 13 – 17 January Bangkok
CRV OG/7 20 – 22 January Bangkok
AP-AA/WG/2 20 – 23 January Bangkok
COSCAP-SEA Aerodrome Certification Course 20 – 24 January Bangkok
COSCAP-SEA PBN Course 3 – 7 February Bangkok
AOPC/SWG/3 10 – 14 February TBC
AP-ADO/TF/2 16 – 20 March Bangkok
DAPs WG/3 17 – 19 March TBD
MET/IE WG/18 23 – 25 March Bangkok
APA TF/6 (AIDC TF) 24 – 26 March TBD
USOAP CMA Workshop 24 – 26 March Bangkok
MET/S WG/10 25 – 27 March Bangkok
SBAS/GBAS Task Force/1 March/April (TBC) TBD
SAIOACG/10 and SEACG/27 30 March – 3 April Bangkok
SURICG/5 7 – 9 April TBD
AP-ACDM/TF/5 7 – 10 April Bangkok
ACSICG/CRV/SWIM joint WG on Cybersecurity and
21 – 23 April USA
safety Resilience
IWXXM Workshop April/May (TBC) TBD
ATFM/SG/10 4 – 8 May Bangkok
MET/R WG/9 and MET/ATM Seminar 4 – 8 May (TBC) Bangkok
METP WG-MIE (hosted by ICAO APAC) 11 – 15 May Bangkok
APSAR/WG/5 12 – 15 May Bangkok
ACSICG/7 13 – 15 May Thailand
SWIM TF/4 18 – 21 May Bangkok
AP-WHM/WG/2 18 – 22 May Bangkok
AAITF/15 1 – 5 June Bangkok
SRWG/4 17 – 19 June Bangkok
AOP/SG/4 22 – 26 June Bangkok
FIT-Asia/10 23 – 26 June Bangkok
ATMAS TF/1 23 – 26 June TBD
MET SG/24 27 – 30 July (TBC) Bangkok
VOLCEX/SG/7 July (TBD) Bangkok
A-CDM and ATFM Implementation Workshop 7 – 10 July Malaysia
CNS SG/24 13 – 17 July Bangkok
RASMAG/25 21 – 24 July Bangkok
PIRG/RASG Coordination Meeting 30 – 31 July Bangkok
ATM/SG/8 17 – 21 August Bangkok
APANPIRG/31 & RASG-APAC/10 7 – 11 September Bangkok
SCSTFRG/9 17 – 19 September TBD
PBNICG/7 TBD TBD
Second APAC Ministerial Conference on Civil
Third Quarter (TBC) India
Aviation (for information)
BOBTFRG/3 October Bangkok
57th DGCA Conference October [TBC] Bangladesh
SBAS/GBAS Task Force/2 TBD TBD

A-2
 APANPIRG/30
Appendix to Report on Agenda Item 5

2021 – MEETINGS, WORKSHOPS AND SEMINARS

Meetings Tentative Dates Venue
AP-AAWG/3 January Bangkok
MET/IE WG/19 March Bangkok
MET/S WG/11 March Bangkok
SAIOACG/11 March Bangkok
DAPs WG/4 March TBD
APA TF/7 (AIDC TF) March Bangkok
AP-ADOTF/3 March Bangkok
PBNICG/8 March/April/TBC TBD
SEACG/28 April TBD
ATFM/SG/11 April TBD
APA-CDM/TF/5 April Bangkok
CRV OG/8 April TBD
SURICG/6 April/May TBD
SWIM TF/5 May Bangkok
APSAR/WG/6 May TBD
APWHM/WG/3 May Bangkok
ACSICG/8 May Bangkok
MET/R WG/10 May Bangkok
SRWG/5 June Bangkok
AAITF/16 June TBD
VOLCEX/SG/8 July Bangkok
MET/SG/25 July Bangkok
AOP/SG/5 June Bangkok
FIT-Asia/10 July Bangkok
RASMAG/26 July Bangkok
CNS SG/25 July Bangkok
PIRG/RASG Coordination Meeting July Bangkok
ATM/SG/9 July/August Bangkok
APANPIRG/32 and RASG-APAC 11 September Bangkok
58th DGCA Conference October/November Maldives

A-3
 APANPIRG/30
Appendix to Report on Agenda Item 5

ACRONYMS
Aeronautical Information Services – Aeronautical Information Management Implementation
AAITF
Task Force
ACSICG Aeronautical Communication Services (ACS) Implementation Co-ordination Group

AOPC/SWG Aerodrome Operational Personnel Competency Small Working Group

AOP/SG Aerodrome Operations and Planning Sub Group

AP-AA/WG Asia/Pacific Aerodrome Assistance Working Group

APAC AIG Asia Pacific Accident Investigation Group

APA-CDM/TF Asia/Pacific Airport Collaborative Decision Making Task Force

AP-ADO/TF Asia/Pacific Aerodrome Design and Operations Task Force

APANPIRG Asia/Pacific Air Navigation Planning and Implementation Group

Asia/Pacific ATS Inter-Facility Data-Link Communication (AIDC) Implementation
APA/TF
Task Force (APA/TF)
APSARWG Asia Pacific Search and Rescue Working Group
APUASTF Asia Pacific Unmanned Aircraft System Task Force
AP-WHM/WG Asia/Pacific Wildlife Hazard Management Working Group
ATFM/SG Air Traffic Flow Management Steering Group

ATM/SG ATM/Sub Group

ATMAS TF ATM Automation System Task Force

CNS/SG CNS Sub-Group of APANPIRG

CRV OG Common Regional Virtual Private Network (VPN) Operations Group

CAA Senior and Middle Managers Training Course (CSMMTC) on Managing Compliance
CSMMTC - MCIS
with ICAO SARPs (MCIS)
DAPs WG Mode S Downlinked Aircraft Parameters Working Group

FIT-Asia FANS Interoperability Team-Asia

FPP SCM Flight Procedure Programme Steering Committee

GBAS/SBAS ITF GBAS and SBAS Implementation Task Force

ISTF Ionospheric Study Task Force

MET/IE WG Meteorological Information Exchange Working Group (of the MET/SG)

MET/R WG Meteorological Requirements Working Group (of the MET/SG)

MET/SG Meteorology Sub-Group of APANPIRG

MET/S WG Meteorological Services Working Group (of the MET/SG)

PBNICG Performance Based Navigation Implementation and Coordination Group

PSIDS Pacific Small Islands Developing States – Aviation Needs Analysis

RACP/TF Regional ATM Contingency Planning Task Force

RASMAG Regional Air Space Monitoring Advisory Group of APANPIRG

SAIOACG South Asia/Indian Ocean ATM Coordination Group

SEACG South East Asia ATS Coordination Group

SEA/BOB ADS-B WG South East Asia and Bay of Bengal Sub-regional ADS-B Implementation Working Group
SRWG Spectrum Review Working Group
SURICG Surveillance Implementation Coordination Group

A-4
 APANPIRG/30
Appendix to Report on Agenda Item 5

SWIMTF System Wide Information Management Task Force

VOLCEX/SG (APAC) Volcanic Ash Exercises Steering Group
WASWG Water Aerodromes Small Working Group

————————

A-5
 APANPIRG/30 6-1
Report on Agenda Item 6

Agenda Item 6: Any other business

Enhanced Industry Engagement at APANPIRG (WP/22)

6.1.1 The United States presented Working Paper/22 proposing greater engagement with
Industry at the APANPIRG and its Subgroups. Recognizing the diversity and varying capabilities
within the region along with the growth rates, there is a need for States to partner differently with
industry to achieve the goals of the Beijing Declaration. In partnering differently, the meeting noted
the need to embrace the evolution in State-industry relationships.

6.1.2 The paper proposed the addition of workshops with industry held in conjunction with
the APANPIRG Subgroup meetings, which could facilitate necessary technical and policy discussions
between States and industry on the challenges facing the aviation sector. The addition of a workshop
immediately preceding or following the APANPIRG Subgroups expands on the DGCA/56 high-level
panel discussion to allow less formal, robust discussions at the Subgroups and the associated
workshops. Documenting the discussions and technical exchanges from the Subgroup workshops
through a workshop report and submission to the APANPIRG enables further information sharing
between Subgroups and the wider APANPRG audience.

6.1.3 The APANPIRG/30 noted the benefits brought by enhanced industry engagement and
partnership at the APANPIRG Subgroups level; and supported the addition of workshops at the
APANPIRG Subgroups.

APANPIRG Procedural Handbook (WP/23)

6.1.4 The APANPIRG/30 noted that the Procedural Handbook was a publication prepared
by the Secretariat intended to provide, for easy reference of all interested parties, a consolidation of
material, particularly of a procedural nature, relevant to the work of the APANPIRG and its
contributory bodies. It contained the working arrangements and internal instructions developed by
APANPIRG for the practical application of its Terms of Reference and working methods. The
Procedural Handbook was last updated in November 2016 based on the outcome of APANPIRG/27
(Bangkok, Thailand, 5 – 8 September 2016).

6.1.5 The APANPIRG/30 noted that amendment to the Procedural Handbook was proposed
to:

a) reflect the generic Terms of Reference (TOR) for PIRGs which was updated by
the Council and promulgated through Electronic Bulletin 2019/43 dated 9
October 2019 (Appendix A to the Report on Agenda Item 6 refers);

b) incorporate Conclusion APANPIRG/29/28 on the empowerment to adopt

Conclusions and Decisions on purely technical/operational matters by
APANPIRG’s Sub Groups;

c) incorporate Decision APANPIRG/29/26 on the updated TOR of the MET SG;

and

d) update the list of Asia/Pacific Provider States and make editorial changes.

6.1.6 The meeting noted that the generic TOR serves as a global basis for PIRG operations
and may be further expanded by the APANPIRG as required, to maintain the flexibility and efficiency
of its work as per the provision provided in Paragraph 8.1 of the generic TOR. The APANPIRG TOR
developed to suit Asia Pacific Region requirements considering the provision of Paragraph 8.1 of the
Generic PIRG TOR as provided in Appendix B to the Report on Agenda Item 6 was also included in
the APANPIRG Procedural Handbook.
6-2 APANPIRG/30
Report on Agenda Item 6

6.1.7 The template for reporting challenges faced by regions, as contained in Appendix A
to the Report on Agenda Item 2 was included as Attachment D to the APANPIRG Procedural
Handbook as requested by the APANPIRG Chairperson.

6.1.8 The APANPIRG/30 endorsed the draft 6th Edition of APANPIRG Procedural
Handbook as contained in Appendix C to the Report on Agenda Item 6.

Way Forward for Asia/Pacific Air Navigation Planning and Implementation Regional
Group and Regional Aviation Safety Group Meetings (WP/24)

6.1.9 The APANPIRG/30 Meeting recalled a Decision adopted by ICAO Council,

presented in C-DEC 210/4, which stated several points for enhance the PIRGs and the RASGs. These
included:

a) Better alignment and harmonization of the Groups’ working mechanisms;

b) The need to adopt a project-based methodology for the work they undertake; and
c) Means to increase effectiveness and efficiency of the Groups.

6.1.10 The APANPIRG/30 Meeting also noted that this Council Decision called for a closer
link among the PIRGs, the RASGs and States’ DGCAs, as well as a revision of the Groups’ Terms of
References (TORs) to support all these points and enhance their working arrangements.

6.1.11 The Global PIRG and RASG Forum, as part of the Global Air Navigation Industry
Symposium / Safety and Air Navigation Implementation Symposium (GANIS/SANIS) event, was in
December 2017, addressing the points raised in C-DEC 210/4 and recommended addressing the
following issues:

a) The need to align the work of the Groups as well as their organizational
structures with the latest ICAO Global Plans, such as the GASP which contains
clear Goals and Targets for the RASGs;
b) The integration of the Groups’ work programmes with the ICAO Business and
Operational Plans;
c) The need to increase efficiency and avoid overlapping of activities, mainly
looking at a new format for PIRG and RASG meetings;
d) Improved reporting by the Groups to ensure the necessary information reaches
ICAO Headquarters; and
e) Enhanced monitoring to assess the Groups’ efforts in reaching their established
goals and targets.

6.1.12 The Council updated the generic TORs of PIRGs and RASGs and promulgated in
October 2019 through Electronic Bulletin 2019/43 (Appendix A to the Report on Agenda Item 6).
The TOR emphasized that the organization of the PIRG should address global and region-specific air
navigation-related matters, and meetings should be closely coordinated between the PIRG and RASG
Chairpersons and the Secretariat. PIRG and RASG meetings should be held back-to-back or
combined to facilitate coordination and to ensure the efficient use of resources.

6.1.13 The Secretariat conducted an analysis on the attendance of APANPIRG and RASG-
APAC by States and Administrations in 2018 and 2019, and found that the impact on attendance
would be minimal if a combined meeting for APANPIRG and RASG-APAC is arranged. On the other
hand, the conference facilities of the United Nations Economic and Social Commission for Asia and
the Pacific (UN ESCAP) in Bangkok, Thailand could be utilized to accommodate the combined
meeting.
 APANPIRG/30 6-3
Report on Agenda Item 6

6.1.14 Bhutan, India, Indonesia, Nepal, New Zealand and Thailand expressed support to the
trial for a combined meeting. Australia also supported the trial and pointed out that the time of the
combined meeting should be agreed by both Groups. The United States appreciated the way forward
provided by the Secretariat but requested proper consideration be given to the proposed meeting
format.

6.1.15 China expressed that they have supported many ICAO meetings and would continue
providing support to future ICAO meetings.

6.1.16 Indonesia expressed that they would like to host the meeting of APANPIRG/31 and
RASG-APAC/10.

6.1.17 Singapore, while appreciating the intent of the paper, stated that the present
arrangement has been working well with the coordination meeting of Chairpersons of APANPIRG
and RASG-APAC. Hence, Singapore suggested to form a task force to review Secretariat’s proposal.
Pakistan and Philippines supported Singapore’s suggestion. CANSO Asia Pacific expressed their
constraint to attend as per the proposed format.

6.1.18 EUROCONTROL shared the practice in EUR/NAT region for a combined meeting
but cautioned that some participants might have difficulties to attend a 4-day meeting.

6.1.19 Based on the views expressed in the meeting, and the majority of the States supported
the paper presented by the Secretariat, the Chairperson decided that, on a trial basis, the next meetings
of APANPIRG and RASG-APAC will be scheduled at the same time with the following layout:

a) An Opening Plenary Session, which includes participants from APANPIRG and

RASG-APAC on the first day;
b) The Groups will then meet in parallel for two days, each discussing matters in
their own stream; and
c) A Closing Plenary Session will be convened on the fourth day to address
coordination issues and finalize the meeting report(s).

6.1.20 The Chairperson also decided that an assessment of the trial should be conducted by
the Chairpersons and Vice-chairpersons of the two Groups after the first combined meeting, so as to
determine the success of the combined meeting and whether it should continue from 2021 onwards.

6.1.21 The Secretariat pointed out that the same proposal would be considered during
RASG-APAC/9 meeting, and the trial would only be put forward with agreement from RASG-APAC.

6.1.22 The APANPIRG/30 meeting also agreed that the report(s) of the meetings of
APANPIRG and RASG-APAC may be consolidated into a single document.

SARPs: From Development to Implementation (Presentation)

6.1.23 Capt. Claude Hurley, President of ANC and Mrs. Isabelle Monnier, Chairperson of
WG/SRP delivered a presentation on the SARP development processes in ICAO, the roles of States,
Air Navigation Commission and Panels in the processes, and Global Air Navigation Plan (GANP).
The meeting encouraged States to actively participate in the SARP development processes and
respond to the State Letters related to SARPs proposal. States were also invited to provide feedback
on Data for Implementation (D4I) initiative, Project Orientated Approach (POA) for SARP
development and the PIRG/RASG Reporting.
6-4 APANPIRG/30
Report on Agenda Item 6

Update on the Fukue-AKARA Corridor in the Incheon Flight Information Region

(WP/29)

6.1.24 WP/29 presented the outcomes of dialogues among China, Japan, ROK and the ICAO
Secretariat that had taken place since APANPIRG/29 with respect to resolving safety and capacity
issues associated with the provision of air traffic services (ATS) in the airspace known as “the Fukue-
AKARA Corridor” in the Incheon flight information region (FIR).

6.1.25 The meeting was informed that a Technical Working Group (TWG) had been
established and its discussions had brought greater clarity to the technical aspects of current
operations in the Corridor. Potential technical solutions had also been brought forward; a number of
which had common characteristics. Based on these discussions, and recognizing the urgent need to
mitigate existing safety risks while improving capacity in time for the 2020 Tokyo Olympics, the
working paper proposed a new ATS route structure. The proposal, developed to take account of the
operational requirements of the respective States, was also compliant with the provisions of Annex 11
– Air Traffic Services, and expected to appease the safety concerns of the aviation community.

6.1.26 It was proposed that, with consensus reached on the new ATS route structure, the
TWG would work under a revised Terms of Reference (ToR) to finalize the arrangements necessary
to effect the transition described in the paper by the end of April 2020. In this regard, the membership
of the TWG would also be expanded to include the representatives of all States concerned who were
authorized to approve requisite operational changes, as well as have the necessary technical expertise.
ICAO, for its part, would support the finalization of the technical arrangements, pursue acceptance
from the user community, monitor the implementation of the new LoAs, ensure the equitable
allocation of flight levels and that an appropriate east-west traffic flow was maintained.

6.1.27 The meeting noted the information in the paper and that ICAO had already received
broad support from the parties concerned for the details proposed in the paper and to provide
continuing support for the work of a renewed TWG to implement the new ATS route structure. The
meeting expressed support and encouragement to the States concerned to take the necessary action to
bring it into fruition prior to the 2020 Olympics. IATA also congratulated the parties on their
welcome progress.

6.1.28 China, Republic of Korea and Japan expressed their support and commitment to work
together to resolve the AKARA corridor matter.

————————
 Appendix A to the Report on Agenda Item 1B
APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/1 Declaration on That, State Letter 31 October SL Ref.: AN 3/3 – To note.
Asia/Pacific 2018 AP114/18 (AGA)
a) States/Administrations be urged to allocate
A&B Ministerial APAC States dated 8 October
necessary resources to meet the Beijing Declaration
Conference on Civil Action in Not specified 2018
Targets and Commitments on Aviation Safety, Air
Aviation accordance
Navigation Services, Accident Investigation and WP on Outcomes
with the
Human Resources Development; of the Asia/Pacific
Conclusion
Ministerial
b) APANPIRG Contributory Bodies to assist and APANPIRG Sub
Conference on
monitor the implementation of related aspects of groups
Civil Aviation is
Beijing Declaration and report progress to the annual
presented at: 55th
APAC DGCA Conference; and
DGCA
c) Secretariat to review the Beijing Declaration Conference;
objectives in 2020 in order to reflect, as required, any ICAO APAC RO APANPIRG Sub-
resolutions agreed to by the ICAO Assembly in Groups Meetings.
2019, including those on the endorsement of the new
Workshops on
versions of the Global Aviation Safety Plan (GASP)
Aerodrome
and Global Air Navigation Plan (GANP), and initiate
Certification, SSP
the organization of the Second Asia/Pacific
Implementation,
Ministerial Conference on Civil Aviation in 2020 or
AIM were
thereafter.
conducted at 55th
DGCA
Conference.
Progress updates
on Ministerial
Declaration
Commitments was
presented at 56th
DGCA
Conference.
COMPLETED

A-1
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/2 Safety and Air That, given the fast growth in aviation and the ICAO APAC RO State Letter 31 October State Letter To take
Navigation overview – advent of new entrants, it is imperative that: 2018 AN 3/3 — action.
A&B implementation AP115/18 (AGA)
a) ICAO through Regional and national planning and
ICAO HQ & dated 8 October
implementation be prioritized and seamlessly linked
APAC RO 2018
to Global Planning;
b) a project management structure be required as a Developed APAC
vehicle to address the process from planning to APAC States Seamless ANS
implementation; and Plan
c) in order to elevate political will and increase
COMPLETED
opportunities for funding, projects be linked to the
UNSDGs and the National Development plans.

C 29/3 Safety Management That, ICAO APAC RO State Letter 31 October State Letter To note.
Implementation 2018 AN 3/3 —
a) the nominated focal points submit practical
A support APAC States AP116/18 (AGA)
implementation examples and tools using the secure
dated 8 October
portal; and
2018
b) States are encouraged to make use of the updated
tools and training once made available. SMCB Workshop
conducted in
APAC Office,
from 11 to 14 Feb.
2019

COMPLETED

A-2
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/4 Implementation That, in the interest of a widespread and harmonised ICAO APAC RO State Letter 31 October SL. Ref.: AN 3/3 – --
support for Global implementation: 2018 AP117/18 (AGA)
A&B Reporting Format APAC States dated 8 October
a) States and concerned aviation stakeholders are
(GRF) for Runway 2018
encouraged to actively participate in the Global GRF
Surface Conditions
Symposium; and
ICAO/ACI
b) States are encouraged to host regional GRF Symposium on
seminars. Implementation of
the New Global
Reporting Format
for Runway
Surface Condition
(GRF 2019), 26 to
28 March 2019,
Montreal, Canada

GRF Seminar in
conjunction with
AOP/SG/3,
Bangkok,
Thailand, 24-28
June 2018

COMPLETED

A-3
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/5 Asia Pacific Regional That: ICAO APAC RO State Letter 31 October SL. Ref.: AN 3/3 – To note.
Guidance on 2018 AP118/18 (AGA)
1) the Asia Pacific Regional Guidance on
A&B Requirements for the Regional dated 8 October
Requirements for the Design and Operations of
Design and Guidance 2018
Water Aerodromes for Seaplane Operations placed
Operations of Water Material
in Appendix A to the Report on Agenda Item 3.1
Aerodromes for posted on Regional
is adopted as regional policy and made available on
Seaplane Operations APAC Guidance Material
the ICAO APAC website; and
Website posted on APAC
2) the WASWG had completed all tasks as per its Website
TOR and be dissolved.
COMPLETED
C 29/6 Airports Climate That Asia/Pacific States urge airport operators to ICAO APAC RO State Letter 31 October Ref.: AN 3/3 – --
Change Adaptation identify the potential impacts of climate change on 2018 AP119/18 (AGA)
E Measures airports operations and related infrastructure and APAC States Action in dated 8 October
consider appropriate adaptation measures to address accordance 2018
the potential climate change impacts. with the
Conclusion COMPLETED

A-4
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/7 Transition Planning Recognizing ICAO Circular 353, Transition ICAO APAC RO State Letter 31 October Ref.: T 3/10.0 – --
for RNP APCH Planning for Change to Instrument Flight Procedure 2018 AP154/18 (ATM)
A&B CHART Approach Chart Identification from RNAV to RNP Action in dated 20
Identification from will be finalized to provide guidance on the accordance November 2018
RNAV to RNP development of global, regional and State transition with the
plans, and ICAO Regional Office is requested to Conclusion
develop a draft transition plan within twelve months
of the final publication of the Circular, that:
a) States begin internal coordination on the State
APAC States Regional 31 August
transition plan and provide the number of RNP
transition plan 2018
APCH procedures published and planned, and the
on RNP
time required to transition from RNAV
APCH chart
(GNSS)/RNAV (RNP) to RNP chart identification;
b) ICAO Regional Office drafts a regional transition ICAO APAC Meeting or 31 October Draft developed
plan on RNP APCH chart identification in RO/RSO workshop to 2018 and submitted at
coordination with relevant regional contributory discuss the PBNICG/6 on 23
bodes of APANPIRG, sub-regional ATM regional – 26 April 2019,
coordination groups and regional stakeholders; and transition plan Bali, Indonesia.
(with
c) ICAO Regional Office conducts a meeting or
PBNICG/6)
workshop to discuss the regional transition plan,
ICAO APAC 31 October Held in
after a regional transition plan template has been
RO/RSO 2018 conjunction with
provided by the ICAO PBN Programme Office.
PBNICG/6

COMPLETED

A-5
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/8 Proposal for Recognizing that: ICAO APAC RO IOM 31 October Ref. T 3/10.0, T To take
amendment to PANS- 2018 3/10.1 – AP152/18 action
1. where system functionality is derived from the
A&B ATM (Doc4444) on (ATM) 14
same source for both MODE S SSR and ADS-B the
ADS-B related November 2018
phraseology used between ATC and pilots should be
Phraseology
the same;
COMPLETED
2. in almost all cases, the pilot interfaces with the
ADS-B system through the SSR transponder
interface; and
ICAO HQ
3. the use of ADS-B-specific phrases may cause
confusion between pilots and ATC; ICAO be
invited to amend PANS-ATM to remove the
following phrases:
12.4.3.5 “RE-ENTER ADS-B AIRCRAFT
IDENTIFICATION”
12.4.3.7 “TRANSMIT ADS-B IDENT”
12.4.3.10 “STOP SQUAWK TRANSMIT ADS-B
ONLY” or “STOP ADS-B TRANSMISSION,
SQUAWK (CODE) ONLY”
12.4.3.11 “TRANSMIT ADS-B ALTITUDE”
12.4.3.13 “STOP ADS-B ALTITUDE
TRANSMISSION [(WRONG INDICATION, or
reason)]”

A-6
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/9 Procedures for That, States are urged to: ICAO APAC RO State Letter 31 October Ref.: T 3/10.0 – --
Ballistic with 2018 AP131/18 (ATM)
(1) ensure adoption and sensitisation of the ballistic
A&B Launch/Space Re- Implementati dated 22 October
launch/space re-entry expectations contained with
entry Management on GM 2018
the Asia/Pacific Seamless ATM Plan; and
(2) institutionalise the related guidance and State APAC States Action in COMPLETED
Planning Checklist provided at Appendix A to the accordance
Report on Agenda Item 3.2. with the
Conclusion

A-7
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/10 Minimizing the That, where the imposition of non-ICAO military ICAO APAC RO State Letter 31 October Ref.: T 3/10.0 – --
Impact of Non-ICAO requirements and procedures affecting international with 2018 AP131/18 (ATM)
A&B Procedures and civil aviation is either planned or likely, States are Implementati dated 22 October
Requirements for urged to ensure that civil aviation interests are taken on GM 2018
Military Activities into account by:
Affecting Civil 1) ensuring military authorities are fully informed of COMPLETED
Aviation the obligations of all States that are signatory to the APAC States Action in
Convention on International Civil Aviation; accordance
2) conducting full and timely consultation with with the
airspace users, adjacent States and ICAO; Conclusion
3) implementing the capability to tactically share
FPL and ATS messages, civil ATC surveillance data
and other relevant information between the ANSP
and military authorities;
4) implementing direct communications facilities
between military organizations and the ANSP to
permit the coordination of requests for information
on any unknown aircraft;
5) establishing civil-military coordination functions
within civil air traffic control centres;
6) promulgating timely, clear and unambiguous
information on the requirements and procedures, and
accurate, detailed charts in accordance with the
requirements of ICAO Annex 4 and Annex 15; and
7) where pre-authorizations for individual civil
flights in affected areas are necessary, States are
urged to either consider:
i) issuing authorizations with the seasonal
schedule approval; or
ii) developing and rigorously test clear and,
ideally, automated procedures for compliance
such as the use of flight plan data.

A-8
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
D 29/11 AIRARD/TF Terms That, the Advanced Inter-Regional Air Traffic ICAO APAC RO State Letter 31 October Ref. T 3/10.0 – --
of Reference Services Route Development Task Force 2018 AP155/18 (ATM)
A&B (AIRARD/TF) Terms of Reference at Appendix B Notify 14 November
to the Report on Agenda Item 3.2 be approved by AIRARD/TF 2018
the Asia/Pacific (APAC) Region.
AIRARD/TF/4,
5 – 9 Aug. 2019

COMPLETED
D 29/12 Revised APUAS/TF That, recognizing the scope of work on Unmanned ICAO APAC RO State Letter 31 October Ref. T 3/10.0 – --
Terms of Reference Aircraft Systems (UAS), and particularly UAS 2018 AP155/18 (ATM)
A&B Traffic Management (UTM) Systems being Notify 14 November
undertaken at the global level by the UAS Advisory APUAS/TF 2018
Group, the revised APUAS/TF Terms of Reference
at Appendix C to the Report on Agenda Item 3.2. APUAS/TF/3, 4 –
7 March 2019

COMPLETED
C 29/13 ICAO Action to That, ICAO is urged to: ICAO APAC RO IOM 31 October Ref. T 3/10.0, T To take
Provide Support and 2018 3/10.1 – AP141/18 action
1. provide guidance on the best practice on the
A&B Guidance Material to ICAO HQ (ATM) dated 09
establishment of a support team, training and
Facilitate AIS – AIM November 2018
handling of data inconsistencies to facilitate digital
Transition
eAIP implementation; and
COMPLETED
2. provide guidance on best practices for
implementing AIM Roadmap Phase 3 Steps
P-19, P-20 and P-21.

A-9
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/14 GADSS Aircraft To support compliance with the Global Aeronautical ICAO APAC RO State Letter 31 October Ref.: T 3/10.0 – Completed
Tracking Distress and Safety System (GADSS) aircraft 2018 AP132/18 (ATM)
A&B Requirement tracking requirements applicable 08 November 2018 dated 22 October
that: Action in 2018
accordance
a) States should provide information to the ICAO
APAC States with the COMPLETED
APAC Regional Office where actual Air Traffic
Conclusion
Control tracking capability does not meet the
GADSS requirements in their area of responsibility,
together with a timeline for promulgation of
regulatory requirements for airlines to submit
requests for variations and exemptions; and
b) ICAO HQ be requested to ensure that other ICAO ICAO HQ
regions affected take action in accordance with a),
and consolidate the information to make it available
to all aircraft operators and States.

C 29/15 SAR and GADSS in That, Asia/Pacific States are urged to advocate for: ICAO APAC RO State Letter 31 October Ref.: T 3/10.0 – Completed
the GANP a) inclusion of Search and Rescue (SAR) as a Basic with 2018 AP132/18 (ATM)
A&B Building Block (BBB) and the Global Aeronautical Implementati dated 22 October
Distress and Safety System (GADSS) functions APAC States on GM 2018
within the Sixth edition of the Global Air Navigation
Plan (GANP) by - Action in COMPLETED
i) sending SAR experts; and accordance
with the
ii) presenting SAR-related papers to the
Conclusion
Thirteenth Air Navigation Conference
(Montreal, Canada, 9 – 19 October 2018);
and
b) greater resources within ICAO HQ to ensure an ICAO HQ
effective oversight of SAR.

A-10
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/16 Using IPS Routers That, utilize IPS router and encourage to phase out ICAO APAC RO State Letter 31 October SL Ref.: T 8/2.11 --
between BBIS X.25 and IP SNDCF (ATN) router by allowing IPS 2018 – AP106/18
A&B Administrations routers to inter-connect between BBIS APAC States (CNS)
Administrations when CRV or other inter-regional 27 Sept. 2018
IP networks being utilized. COMPLETED

C 29/17 Revised Strategy for That, the revised Strategy for implementation of ICAO APAC RO Posted on 31 October SL Ref.: T 8/5.1 - --
Implementation of Communication systems to support Air Navigation APAC 2018 AP107/18 (CNS)
A&B Communication Service provided in Appendix A to the Report on Website and 1 Oct. 2018
systems to support Agenda Item 3.4 be adopted. State letter to COMPLETED
Air Navigation notify States
Service
C 29/18 Support allocation of That, ICAO APAC RO State Letter 31 December Included in latest Action taken
radio spectrum for 2018 ICAO position for
a) States and ICAO be invited to initiate and
A&B space based VHF ITU WRC2019
support the ITU application process of allocating an
communications approved by the
appropriate aeronautical VHF frequency band for
Council.
space-based aeronautical mobile communication
service for WRC-2023;
States through
b) States and ICAO be invited to take note of the APAC States To support in July 2019 their focal point of
potential benefits of space-based VHF aeronautical accordance contact were
mobile communication service to enhance safety, with the requested to
capacity and efficiency of air navigation services by Conclusion support ICAO
supporting the Proof-of-Concept tests; and position at
ICAO APAC RO May 2019 regional forum
c) ICAO is invited to assign three aeronautical
APT/APG and
VHF channels for the duration of the Proof-of- WRC.
Concept tests. COMPLETED

A-11
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/19 PBN-IN-A-PAGE That, ICAO APAC RO Posted on 31 October SL Ref.: T 8/5.1 – To note.
(Version 2.0) ICAO APAC 2018 AP136/18 (CNS)
a) The PBN-in-a-page (Version 2.0) in Appendix B
A&B Website 26 Oct. 2018
to the Report on Agenda Item 3.4 be adopted as a
COMPLETED
regional supporting material and be published on the
ICAO Regional Office website.
State letter to
Note – The contents of the PBN-in-a-page was notify States
extracted from ICAO documents including Doc
9613, Doc 8168 Vol. II, Doc 4444, and Annex 15.
The PBN-in-a-page should be used as a quick
reference during PBN airspace designing and PBN
implementation planning.
ICAO APAC Forward the Noted by the PBN
b) ICAO Regional Office forward the PBN-in-a- RO/RSO PBN-in-a- Study Group
page (Version 2) to the relevant Panels and Study page (Ver. 2)
Groups for their information and consideration.
to the
secretariat of
relevant
Panels and
Study Groups

A-12
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/20 Ground Based GNSS Recognizing that the availability of GNSS is crucial ICAO APAC RO State Letter 31 December SL Ref.: 8/5.10 – --
Status Monitoring for GNSS based PBN procedures, that the 2018 AP137/18 (CNS)
A&B performance of GNSS on the ground may be 26 Oct. 2018
different from that in the aircraft, and that the States Action in COMPLETED
should determine essential radio navigation services accordance
for GNSS based approach, landing or take-off, which with the
require timely warnings on the GNSS status to ATC Conclusion
services,
APAC States
That, States be urged to:
a) define the essential radio navigation services
for GNSS based operations;
b) be aware that requirement for air traffic
controllers to provide real time GNSS status
monitoring to aircraft for GNSS ABAS procedures
may not be required;
c) ensure that GNSS/RAIM unavailability
prediction be provided to users;
d) ensure that pilot reports as far as practical on
GNSS status should be provided to ATC for
dissemination to other aircraft as real time GNSS
information; and
e) reflect their operational procedures within AIC
and/or AIP.

A-13
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/21 Revised ADS-B Review APANPIRG Conclusion 26/44 regarding ICAO APAC RO State Letter 31 October SL Ref.: T 8/10.21 --
Version 2 ADS-B Out fitment of Version 2 ES ADS-B, to revise the 2018 - AP108/18 (CNS)
A&B Forward Fit applicable date as per the below: 27 Sept. 2018
Equipage COMPLETED
That, States/Administrations in APAC Region be APAC States Action in
strongly encouraged to mandate that registered accordance
aircraft with a maximum certified take-off mass with the
exceeding 5 700 kg or having a maximum cruising Conclusion
true airspeed capability greater than 250 knots,
with a date of manufacture on or after 1 January
2020 be equipped with ADS-B avionics compliant
with Version 2 ES (equivalent to RTCA DO-260B)
or later version.

C 29/22 Survey on That, States/Administrations be urged to respond to ICAO APAC RO State Letter 31 December SL Ref.: T 8/5.4: --
Surveillance and regular survey on Surveillance and Direct Control with 2018 AP012/19 (CNS)
A&B DCPC VHF Coverage and Pilot Communication (DCPC) VHF Coverage to APAC States Implementati 6 Feb. 2019
be circulated through an ICAO State Letter and on GM COMPLETED
advise the Point of Contact.
Action in
accordance
with the
Conclusion
D 29/23 Removal of That, APANPIRG removes the deficiencies Index ICAO APAC RO Action in 31 October SL Ref.: --
deficiencies Index No. No. AP-MET-09 and AP-MET-11 from the accordance 2018 APANPIRG/29
A&B AP-MET-09 and AP- APANPIRG (open) list. with the Appendix D to the
MET-11 from the Decision Report on Agenda
APANPIRG (open) Item 4
list
COMPLETED

A-14
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
D 29/24 Removal of deficiency That, APANPIRG removes the deficiency Index ICAO APAC RO Action in 31 October Ref.: --
Index No. AP-MET- No. AP-MET-12 from the APANPIRG (open) list. accordance 2018 APANPIRG/29
A&B 12 from the with the Appendix D to the
APANPIRG (open) Decision Report on Agenda
list Item 4

COMPLETED
C 29/25 APAC Regional That, APANPIRG approves the Asia/Pacific ICAO APAC RO Approved 31 October Ref.: --
Guidance for MET Regional Guidance for Tailored Meteorological Guidance 2018 www.icao.int/apac
A&B Information Information and Services to Support Air Traffic material > eDocuments >
Supporting ATM Management Operations, located at the ICAO Asia posted in MET
and Pacific Office website and copied at Appendix APAC
A to the APANPIRG/29 Report on Agenda Item 3.5, Website COMPLETED
as a reference for States and Organizations
concerned.

D 29/26 Updated terms of That, APANPIRG approves the updated terms of ICAO APAC RO Notify MET 31 October Ref.: MET SG/23 --
reference of the MET reference of the MET SG (including work plan) SG 2018 Report on Agenda
A&B SG (including work located at Appendix B to the APANPIRG/29 Items, para. 2.1
plan) Report on Agenda Item 3.5.
COMPLETED

A-15
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/27 Update of that, States/Administrations be urged to: ICAO APAC RO State Letter 31 October Ref.: AN 3/3 – --
information in with 2018 AP120/18 (AGA)
a) establish action plan with defined target dates for
A&B APANPIRG Air Implementati dated 8 October
resolution of deficiencies, update the status on the
Navigation on GM Before the 2018
corrective action taken and report progress in the
Deficiencies respective
Reporting Form of Air Navigation Deficiencies
Reporting Form Sub Group Ref.: T 11/2.1 –
identified in ATM/SAR/AIM, AOP, CNS and MET
Meeting in AP-AGA0023/19
fields as detailed in Appendices A to D to the
2019. dated 13 May
Report on Agenda Item 4; and
APAC States Action in 2019
b) update contact details of a Focal Point to accordance
coordinate actions to resolve the Deficiencies. with the Updated the list of
Conclusion AN DEF Focal
Points

COMPLETED

A-16
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/28 Empowerment to That, the empowerment to APANPIRG Sub Groups to ICAO APAC RO State Letter 31 October Ref.: AN 3/3 – --
adopt Conclusions adopt Conclusions and Decisions on technical/operational 2018 AP121/18 (AGA)
A&B and Decisions on matters has been working effectively and considering its dated 8 October
benefit for effectiveness of APANPIRG work:
purely 2018
technical/operational 1) APANPIRG Subgroup should adopt APANPIRG Sub Action in
Conclusions/Decisions related to:
matters by groups accordance APANPIRG Sub
APANPIRG’s Sub a) any amendment to TOR, including an extension of with the Groups and
time of Working Group/Taskforce formed under
Groups Conclusion Contributory
relevant Subgroup; and
Bodies were
b) all technical and operational aspects of
Subgroup’s work within its TOR. informed at their
meetings (IP).
2) APANPIRG Subgroup should formulate Draft
Conclusions/ Draft Decisions and submit to APANPIRG
for adoption:
a) any amendment to TOR, including an extension of COMPLETED
time of Working Group/Taskforce formed under
TOR approved by the APANPIRG;
b) APANPIRG Air Navigation Deficiencies1; and
c) report on slow progress by States in
implementation aspects.
3) ICAO Secretariat would indicate clearly in the report ICAO Secretariat
of the Sub-group meeting on how the cross Sub-group
Conclusions/Decisions to be coordinated and endorsed;
and
4) As per empowerment principle, APANPIRG APANPIRG Sub
Subgroups or Taskforce/Working Groups are empowered groups or Task
to make Conclusions/Decisions related to regional force/Working
guidance material for publication in ICAO APAC website.
1 Note: In case States provide satisfactory evidence to the
Groups
APAC Office for the resolution of the deficiencies, the
APAC Office in consultation with the Chair of respective
Sub Group and subsequent approval from Chairman of
APANPIRG may take action to remove the deficiency from
APANPIRG open deficiency list.

A-17
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
C 29/29 State Handling of That, ICAO APAC RO State Letter 31 October State Letter --
ICAO with 2018
States and Administrations are urged to review and
A&B Correspondence Implementati AN 3/3 —
implement an improved focal point system for
on GM AP122/18 (AGA)
receipt, dissemination and response to ICAO
APAC States dated 8 October
correspondence with consideration on:
Action in 2018
a) Process control for systematic tracking and accordance
management of ICAO State letters within State with the COMPLETED
and APAC; Conclusion
b) Nomination of a competent focal point with
appropriate training; and
c) Additional focal point support as necessary.

C 29/30 State Actions on Air That, States are urged to ICAO APAC RO State Letter 31 October Ref.: AN 3/3 – --
Navigation Deficiency 1. Ensure the nominated Air Navigation with 2018 AP123/18 (AGA)
A&B Deficiency point of contact is suitably qualified Implementati dated 8 October
and empowered to engage with all internal APAC States on GM 2018
stakeholders to action the resolution of
deficiencies; Action in Updated the list of
2. Conduct education activities to ensure all accordance AN DEF Focal
stakeholder organizations are aware of the with the Points
obligations of the State under the Convention; Conclusion
Requested
3. Keep the relevant APANPIRG Sub-Groups
COSCAPs to
informed of their corrective actions on
assist States.
identified deficiencies; and
4. Provide more information on the reasons for COMPLETED
lack of progress, reasons for non-reporting, and
internal priorities related to deficiency
resolution.

A-18
 APANPIRG/29 Conclusions/Decisions – Action Plan

Conclusion/
Decision No Status
Title of Action by
--- Text of Conclusion/Decision Responsibility Deliverable Target Date [As of 20 Oct.
Conclusion/Decision ANC
Strategic 2019]
Objective*
D 29/31 APANPIRG Actions That, APANPIRG, its Sub-Groups and technical APANPIRG Sub Action in 31 October ICAO Regional --
on Air Navigation bodies: Groups accordance 2018 Workshop on
A&B Deficiency 1. Prioritize Air Navigation Deficiency or with the Aerodrome
deficiency areas annually; ICAO APAC RO Decision Certification
2. Seeking support of States to assist States with incorporating
prioritized deficiency areas; and PANS-
Aerodromes, 3 – 6
3. Consider wherever possible locating
December 2019,
workshop/seminar in sub-regional geographical
Nadi, Fiji
areas of particular deficiency interest.
COMPLETED

— END —

A-19
 Appendix B to the Report on Agenda Item 1B
Status of Outstanding Conclusions/Decisions up to APANPIRG 28 – Action Plan

Conclusion/ Title of Conclusion/Decision Text of Conclusion/Decision Responsibility Deliverable Target date Status as of Action by
Decision No 22 October 2019 ANC
---
Strategic
Objective*

C 28/19 Amendment of the Recognizing that ICAO Technical Cooperation ICAO APAC State Letter October 2017 Concrete
Management Service Bureau satisfactorily completed all the defined with proposal for
A&B Agreement for CRV project work items in the initial Management Service Implementati implementation
(RAS14801) Agreement (MSA) and Project Document of on GM was followed up
RAS14801, that the required payments were by CRV OG/6.
settled, and that in end 2016, all the requirements
of both parties have been fully completed and
closed on record,
That, i) all Pioneer States are encouraged to
APAC States Action in 31 March 2018 Contacts with
counter-sign the amended Pro Document provided
CRV Pioneer accordance Administrations
in Appendix D to the Report on Agenda Item 3.4;
States with the concerned.
ii) any Pioneer State not countersigning is entitled
Conclusion
to get its share of the remaining fund balance
ONGOING
back; and iii) a Pioneer State for which a direct
CRV connection is not considered feasible in 2017
by the selected vendor is entitled to get its initial
contribution in full.

C 28/25 Regional Supplementary That: ICAO APAC State Letter October 2017 Being processed
Procedures for ADS-B 1) the Proposal for Amendment (PfA) to the (circulation of and expected
A&B Operation Regional Supplementary Procedure (SUPP Doc Proposal for completion in
7030) be processed in accordance with Amendment 2019
established procedure, based on information of the
provided in Appendix G to the Report on Agenda Regional IN PROGRESS
Item 3.4; and Supplementar
y Procedure
2) ICAO be requested to coordinate the PfA as (SUPP Doc
required, with the objective of achieving inter- 7030)) with
regional alignment of requirements for Operation Implementati
of ADS-B. on GM

B-1
 Status of Outstanding Conclusions/Decisions up to APANPIRG 28 – Action Plan

Conclusion/ Title of Conclusion/Decision Text of Conclusion/Decision Responsibility Deliverable Target date Status as of Action by
Decision No 22 October 2019 ANC
---
Strategic
Objective*

C 28/28 Proposal for Amendment of That, the proposed amendments at Appendix B to ICAO APAC IOM to ICAO October 2017 IN PROGRESS
the common Air Navigation the Report on Agenda Item 3.5 concerning the HQ
A&B Plan Template, Volume I “General regional requirements” in Volume I and
and Volume II, Part V – Volume II, “Specific regional requirements” in
MET Volume II and “Explanation of the table” in
Volume II, Table MET II-2, be forwarded to the
ICAO Air Navigation Plan working group (ANP
WG) for further consideration in the context of
developing improvements of a global nature to the
common ANP template for use by all ICAO
Regions.

— END —

B-2
 Appendix A to the Report on Agenda Item 1C

GENERIC TERMS OF REFERENCE OF

PLANNING AND IMPLEMENTATION REGIONAL GROUPS (PIRGs)

1. MEMBERSHIP

1.1 All ICAO Contracting States, and Territories recognized by ICAO, within the area of
accreditation of the ICAO Regional Office(s) concerned shall be members of the planning and
implementation regional group (PIRG) established for that (these) region(s).

2. PARTICIPATION

2.1 In addition to States, the importance of a collaborative and proactive role by airspace
users, international and regional organizations, and industry should be recognized due to their
involvement in the rapid pace of technological development, expertise and other opportunities for sharing
of resources.

2.2 PIRG meetings are open to all members. Each State/Territory member should be
represented by a senior-level delegate nominated by the State/Territory, preferably from the civil aviation
authority (CAA) in order to support related policy-making within the State. A delegate may be supported
by an alternate delegate and/or advisers with the requisite technical knowledge in the subject matters
under consideration.

2.3 The CAAs should be supported by service providers (such as air navigation services
providers, airport, operators, meteorological service providers, etc.) as advisers.

2.4 States located outside the area of accreditation of the ICAO Regional Offices concerned
can be invited on a case-by-case basis and in accordance with the Regional Office Manual to attend
as observers.

2.5 International organizations recognized by the ICAO Council to participate in ICAO

meetings should participate, as observers, in the PIRG meetings, and be encouraged to do so. Other
stakeholders may be invited as observers, when required, to contribute to the work of the PIRG.

2.6 The participation of industry stakeholders should take into account relevant capabilities
such as an involvement in the rapid pace of technological development, specific knowledge and expertise,
and other opportunities including sharing of resources.

2.7 Civil aviation commissions/conferences in particular the Arab Civil Aviation

Organization, African Civil Aviation Commission, European Civil Aviation Conference and Latin
American Civil Aviation Commission, may be invited to participate in the work of the PIRGs.

2.8 The members and observers will serve as partners in PIRGs, and their joint commitment
is fundamental for success in improving implementation and safety worldwide.

2.9 PIRG meetings should be live-streamed, to the extent possible, to enable additional State
participants to follow the proceedings.
 -2-

3. WORKING ARRANGEMENTS

3.1 Structure

3.1.1 PIRGs have the obligation to apply the most effective and efficient organizational
structure and meeting modalities that best suit the characteristics of each region’s implementation work
programme while maintaining to the extent possible, alignment with these Terms of Reference, the
regional work programme and the Global Air Navigation Plan (GANP).

3.1.2 The ICAO Regional Director(s) will serve as the Secretary of the PIRG. Wherever two
Regional Directors are involved, they will periodically rotate between serving as Secretary of the PIRG
and regional aviation safety group (RASG) to balance the Secretariat responsibilities between these two
regional groups. The Secretary of the PIRG, in coordination with the Secretary of the RASG, will
establish the date, methodology and the procedure to be applied for the rotation.

3.1.3 The organization of the PIRG should address global and region-specific air
navigation-related matters, and meetings should be closely coordinated between the PIRG and RASG
chairpersons and the Secretariat. PIRG and RASG meetings should be held back-to-back or combined to
facilitate coordination and to ensure the efficient use of resources.

3.1.4 The PIRG shall be administered by a chairperson and one or two vice-chairpersons
elected from the State-nominated delegates present. The PIRG will establish the cycle of elections.

3.1.5 The PIRG will build on the work already done by States, ICAO Regional Offices and
existing regional and sub-regional organizations to support the development, maintenance and
implementation of an air navigation plan for the region(s).

3.1.6 PIRG contributory bodies may be created by the PIRG to discharge the PIRG work
programme by working on defined subjects requiring detailed technical expertise. A contributory body
shall only be formed when it has been clearly established that it is able to make a substantial contribution
to the required work. A contributory body will be dissolved by the PIRG when it has completed its
assigned tasks or if the tasks cannot be usefully continued.

3.1.7 Invitations to PIRG meetings must be issued at least three months in advance of the
meeting to assist States to plan participation.

3.1.8 The Secretariat will review and update the PIRG Handbook periodically, and as required,
to ensure a result-oriented approach.

3.1.9 Where the meeting is held in more than one ICAO working language, interpretation
services shall be made available to facilitate participation in the deliberations and adoption of the report
by all participants.

3.1.10 States, international organizations and industry are invited to submit working papers,
research works, etc. in order to enhance the work of the PIRG and its contributory bodies. To ensure
proper time for consideration and good decision-making, the Secretary should ensure that all working
papers are available at least fourteen days prior to the start of the meeting for consideration.
 -3-

3.2 Venue

3.2.1 PIRG meetings will be convened in the Regional Offices, to the extent possible, to
facilitate proper access by States. Approval to host PIRG meetings outside of the Regional Office must be
obtained from the President of the Council.

3.2.2 The Secretary General will ensure the allocation of the necessary financial resources to
host PIRG meetings.

3.2.3 PIRG contributory bodies may be convened at a different location, if required, to be

determined by the Secretary and Chairperson of the PIRG, and contributory body. Venues shall be chosen
with the primary aim of facilitating maximum State attendance.

3.3 State role

3.3.1 State CAAs, supported by service providers as necessary, should participate in the work
of the PIRG and its contributory bodies to:

a) ensure the continuous and coherent development and implementation of regional air
navigation plans and report back on the key performance indicators (KPIs);

b) support the regional work programme with participation from the decision-making
authority with the technical expertise necessary for the planning and implementation
mechanism, thus supporting policy decisions at the State level;

c) enable coordination, at the national level, between the CAA, service providers and all
other concerned stakeholders, and harmonization of the national plans with the
regional and global plans;

d) facilitate the implementation of GANP goals and targets;

e) report on the status of implementation, within the State, on a regular basis;

f) plan for basic services to be provided for international civil aviation in accordance
with ICAO Standards, within State national plans;

g) facilitate the development and establishment of Letters of Agreement and bilateral or

multilateral agreements;

h) mitigate deficiencies identified under the uniform methodology for the identification,
assessment and reporting of air navigation deficiencies in a timely manner;

i) embrace a performance-based approach for implementation as highlighted in the

Global Plans; and

j) ensure the inclusion of the regional priorities in the States’ national implementation
plans to the extent possible.
 -4-

3.4 International organization and industry role

3.4.1 Industry, in particular airspace users, professional associations and organizations (such as
Airports Council International, Civil Air Navigation Services Organisation, International Federation of
Air Line Pilots’ Associations, International Federation of Air Traffic Controllers’ Associations,
International Air Transport Association, etc.) should participate in the work of the PIRG and its
contributory bodies, in order to support air navigation implementation and collaborative decision-making
processes, taking into consideration the safety aspects of air navigation services.

3.4.2 Their focus should be on identifying regional requirements and ensuring that their
available resources are adequately allocated.

3.5 Reporting

3.5.1 The PIRG reports outcomes to the ICAO Council through the Air Navigation
Commission (ANC) as facilitated by the ICAO Secretariat.

3.5.2 PIRG meeting reports should be provided in a standardized format to the governing
bodies of ICAO to identify regional and emerging challenges, and shall include as a minimum:

a) a brief history of the meeting (duration and agenda);

b) a list of meeting participants, affiliation and number of attendees;

c) a list of conclusions and decisions with a description of their rationale (what, when,
why and how);

d) common implementation challenges identified amongst PIRG members and possible

solutions, assistance required and estimated timelines to resolve, if applicable, by
sub-region;

e) identification of and recommendations on particular actions or enhancements that

would require consideration by the ANC and Council to address particular
challenges, including the need for amendment proposals to global provisions and
guidance materials submitted by States;

f) a list of issues cross-referenced to actions to be taken by ICAO Headquarters and/or

Regional Offices;

g) based on the GANP, and associated KPIs and tools, report to the extent possible on
the status of implementation of air navigation goals, targets and indicators, including
the priorities set by the region in their regional air navigation plans exploring the use
of regional dashboards to facilitate monitoring regional progress being made;

h) a list of items for coordination with the RASG and a concise summary of the
outcome of related discussions;

i) air navigation deficiencies identified and timelines for mitigation thereof; and

j) the work programme and future actions to be taken by the PIRG.

 -5-

3.5.3 A technical officer from Headquarters (Air Navigation Bureau) will participate and
provide support to the meeting and subsequently arrange for the presentation of reports, in coordination
with the Regional Office(s) and chairpersons of the PIRG, to the ANC and Council for review and
harmonization.

3.5.4 The final PIRG report will be approved at the end of the meeting. Where the report
requires translation, it will be made available within fifteen working days of the meeting closure.

3.5.5 Headquarters will provide feedback to the PIRGs highlighting the actions taken by the
ANC and Council related to their previous meeting outcomes.

3.5.6 When a PIRG does not meet during the annual reporting cycle of the consolidated report
on PIRGs and RASGs to the Council, the Secretary of the regional group must nevertheless report
implementation progress, as well as difficulties experienced, for inclusion in the report.

4. GLOBAL PLANS

4.1 In regard to Global Plans, the PIRG shall:

a) support implementation by States of the Global Air Navigation Plan

(GANP, Doc 9750) taking into account aspects of the Global Aviation Safety Plan
(GASP, Doc 10004) and Global Aviation Security Plan (GASeP) by ensuring
effective coordination and cooperation between all States and stakeholders;

b) monitor and report the progress on the implementation by States of the GANP, and
the regional objectives and priorities;

c) ensure continuous and coherent development of the regional air navigation plan,
Regional Supplementary Procedures (Doc 7030) and other relevant regional
documentation, and propose amendments to reflect the changes in operational
requirements in a manner that is harmonized with adjacent regions, consistent with
ICAO Standards and Recommended Practises (SARPs), Procedures for Air
Navigation Services (PANS) and the GANP;

d) provide feedback on the GANP implementation and propose amendments to the

Global Plans as necessary to keep pace with the latest developments and ensure
harmonization with regional and national plans;

e) in line with the GANP and regional priorities, identify specific deficiencies in the air
navigation field, and propose mitigating actions and timelines to resolve
deficiencies; and

f) verify the provision of air navigation facilities and services in accordance with global
and regional requirements.
 -6-

5. REGIONAL ACTIVITIES

5.1 In regard to regional activities, the PIRG shall:

a) serve as a regional cooperative forum that determines regional priorities, develops

and maintains the regional air navigation plan and associated work programme based
on the GANP and relevant ICAO Provisions;

b) facilitate the development and implementation by States of air navigation systems

and services as identified in the regional air navigation plan and Doc 7030;

c) monitor and report on the status of implementation by States of the required air
navigation facilities, services and procedures in the region, and identify the
associated difficulties and deficiencies to be brought to the attention of the Council;

d) facilitate the development and implementation of corrective action plans by States to

resolve identified deficiencies, where necessary;

e) identify and report on regional and emerging air navigation challenges experienced
that affect implementation of ICAO global provisions by States and measures
undertaken or recommended to effectively address them;

f) facilitate the development and implementation of regional and national air navigation
plans by States; and

g) assist Member States with guidance to implement complex aviation systems.

6. PIRG COORDINATION

6.1 In regard to coordination, the PIRG shall:

a) coordinate safety issues with the respective RASG;

b) foster cooperation, information exchange, sharing of experiences and best practices

among States and stakeholders;

c) provide a platform for regional coordination and cooperation amongst States and
stakeholders for the continuous improvement of air navigation systems in the region
with due consideration to harmonization of developments and deployments, intra-
and interregional coordination, and interoperability;

d) ensure that all air navigation activities at the regional and sub-regional level are
properly coordinated amongst role players to avoid duplication of efforts;

e) identify security, environmental and economic issues that may affect the operation of
the air navigation system, and inform ICAO Secretariat accordingly for action; and

f) through the PIRG Secretary, inform the Directors General of Civil Aviation and
related civil aviation commission/conferences of PIRG meeting results.
 -7-

7. INTERREGIONAL COORDINATION

7.1 The PIRG shall:

a) ensure interregional coordination through formal and informal mechanisms,

including the participation in meetings established for the purpose of coordinating
PIRG and RASG activities, the GANP, regional air navigation plans and regional
supplementary procedures; and

b) ensure coordination with informal groups, such as the South Atlantic Group, Informal
South Pacific ATS Coordination Group and Informal Pacific ATS Coordination
Group, to assure harmonized planning and smooth transition through regional
interface areas.

7.2 ICAO Headquarters shall arrange a global coordination meeting between all PIRG and
RASG chairpersons and secretaries on a biennial basis.

8. EXPANSION OF TERMS OF REFERENCE

8.1 The Terms of Reference above serve as a global basis for PIRG operations and may be
further expanded by each PIRG, as required, to maintain the flexibility and efficiency of their work.
Additional terms of reference adopted by a PIRG must be approved by the President of the Council and
be included in the relevant PIRG Handbooks as a PIRG specific supplement.

— END —
 Appendix A to the Report on Agenda Item 2

CHALLENGES FACED BY REGIONS

PART A: CHALLENGE IDENTIFICATION
Reported by ☐ RASG-AFI ☐ RASG-MID ☐ RASG-APAC ☐ RASG-PA
PIRGs/RASGs ☐ APANPIRG ☐ APIRG ☐ GREPECAS ☐ MIDANPIRG ☐ NATSPG ☐ EASPG
Year first identified
Challenge/ Issue

Link to Global plans

Status ☐ Ongoing ☐ Completed

Remarks

PART B: ACTION DETAILS

Action 1:

Timeline
Action 2:

Timeline
Action 3:

Timeline
PART C: HIGH-LEVEL ACTION TO BE TAKEN BY THE COUNCIL
ID Action proposed
1

Version 1 dated 2019-10-17

 Appendix A to the Report on Agenda Item 3.1

Asia/Pacific Airport Collaborative Decision-Making Task Force (APA-CDM/TF)

TERMS OF REFERENCE

(Amended by APANPIRG/30)

The scope and objective of the APA-CDM/TF is to identify, plan and assist States in implementation
of A-CDM at high density international aerodromes (100,000 scheduled movements per annum or
more as per Asia/Pacific Seamless ATM Plan) by fostering harmonized A-CDM implementations and
promoting best practices to achieve performance expectations as per Asia/Pacific A-CDM
Implementation Plan.

To achieve the above objective, the Task Force shall:

1) Review the current status of A-CDM implementation in APAC Region;

2) Review the effectiveness of existing A-CDM programmes in the APAC Region and the
degree of harmonization with global guidance material;
3) Analyse the ICAO Global A-CDM guidance in Doc 9971 to determine the need for and
develop any necessary APAC Regional implementation guidance;
4) Conduct workshops on A-CDM implementation for the APAC Region;
5) Assist States to implement A-CDM at high density aerodromes and monitor the progress of
implementation;

1) Monitor and assist States in implementation of A-CDM at high density international

aerodromes to foster harmonized implementations as per Asia/Pacific A-CDM
Implementation Plan;

2) Encourage States to share their experiences and best practices in implementing A-CDM
through Workshop /Seminar;

3) Monitor the progress of achieving the performance expectations as per Asia/Pacific A-CDM
Implementation Plan and review them as needed;
6) 4) Promote Foster the interoperability of A-CDM systems with tactical ATM (AMAN and
DMAN), ATM automation, with ATFM and Aircraft Operator systems; and

7) 5) Establish and continue close working arrangements with other relevant ICAO Regional
groups such as the Air Traffic Flow Management Steering Group (ATFM/SG), System-Wide
Information Management Task Force (SWIM/TF) and other groups working on related issues.

Composition: The APA-CDM Task Force will be a multidisciplinary group composed of subject
matter experts in aircraft operations, air traffic management, aerodrome operations and systems
engineering, supplemented with other members as and when required.

Working Methods: The Task Fforce will hold at least one three-day face-to-face meeting each
year.

Time Lines: Deliverables addressing the objective of the Task Force are expected required to be
developed by the Task force and delivered to by November 2019 2021 APANPIRG/32.

A-1
 Appendix A to the Report on Agenda Item 3.2

INTERNATIONAL CIVIL AVIATION ORGANIZATION

ASIA/PACIFIC SEAMLESS ANS PLAN

Version 3.0, November 2019

This Plan was originally developed by the Asia/Pacific Seamless ATM

Planning Group (APSAPG) and amended when appropriate by APANPIRG.

Approved by APANPIRG/30 and published by the

ICAO Asia and Pacific Office, Bangkok
 Asia/Pacific Seamless ANS Plan V3.0

CONTENTS

SCOPE OF THE PLAN .......................................................................................................................... 1

PLAN OBJECTIVES AND DEVELOPMENT ..................................................................................... 3

EXECUTIVE SUMMARY .................................................................................................................... 6

ABBREVIATIONS AND ACRONYMS ............................................................................................. 10

BACKGROUND INFORMATION ..................................................................................................... 14

CURRENT SITUATION...................................................................................................................... 25

PERFORMANCE IMPROVEMENT PLAN ....................................................................................... 34

Preferred Aerodrome/Airspace and Route Specifications (PARS) ...................... 34

Preferred ANS Service Levels (PASL) ................................................................ 39

RESEARCH AND FUTURE DEVELOPMENT POSSIBILITIES ..................................................... 47

MILESTONES, TIMELINES, PRIORITIES AND ACTIONS ........................................................... 49

Appendix A: KANSAI Statement ......................................................................................................... 52

Appendix B: Relevant 12th Air Navigation Conference Recommendations ......................................... 53

Appendix C: Seamless ANS Principles ................................................................................................ 58

Appendix D: Capacity Expectations ..................................................................................................... 61

Appendix E: List of References ............................................................................................................ 63

1
 Asia/Pacific Seamless ANS Plan V3.0

SCOPE OF THE PLAN

Plan Structure

1.1 The Seamless Air Navigation Service (ANS) Plan (hereinafter referred to as the ‘Plan’)
references different levels. At the upper level is a global perspective, which is guided mainly by
references to the Global Air Navigation Plan (GANP, Doc 9750), the Global ATM Operational
Concept (Doc 9854) and the Global Aviation Safety Plan (GASP). Beneath this level is regional
planning primarily provided by this Plan and other guidance material, in order to define goals and
means of meeting State planning objectives, such as:
 Asia/Pacific Regional Air Navigation Plan objectives;
 the Seamless ANS performance framework, with a focus on technological and
human performance within Aviation System Block Upgrade (ASBU) Block 0
elements, non-ASBU elements, and civil-military cooperation elements;
 a deployment plan with specific operational improvements, transition arrangements,
expected timelines and implementation examples; and
 an overview of financial outcomes and objectives, cross-industry business and
performance/risk management planning.

1.2 The Plan incorporated the Asia/Pacific Air Traffic Flow Management (ATFM) Concept
of Operations and the Asia/Pacific Air Navigation Concept of Operations (both hereinafter referred to
as ‘CONOPS’), and the Asia/Pacific PBN Plan, superseding these documents.

1.3 The RANP is expected to incorporate key components of this Plan and information on
the mechanisms that enable these objectives to be met. High-level support may be necessary from
regional bodies that can effectively support the Plan’s implementation, such as the:
 Association of Southeast Asian Nations (ASEAN);
 Asia Pacific Economic Cooperation (APEC); and
 South Asian Association for Regional Cooperation (SAARC).

1.4 The Plan does not use ‘continental’, ‘remote’ and ‘oceanic’ areas to refer to an assumed
geographical application area, as many Asia/Pacific States have islands or archipelagos that can
support a higher density of Communications, Navigation, Surveillance (CNS) systems than in a purely
‘oceanic’ environment. In accordance with the CONOPS that air navigation services should be
provided commensurate with the capability of the CNS equipment, it is important to categorise
airspace in this manner, and simplify the numerous references to this capability throughout the Plan.
Thus the Plan categorises airspace by reference to its CNS (Communications, Navigation and
Surveillance) capability as:
a) Category R: remote en-route airspace with Air Traffic Services (ATS) HF or
CPDLC communications and outside the coverage of ground-based surveillance
coverage; or
b) Category S: serviced (or potentially serviced) en-route airspace – by direct (not
dependent on a Communication Service Provider (CSP) ATS communications and
surveillance; or
c) Category T: terminal operations serviced by direct ATS communications and
surveillance.

1.5 The word ‘States’ in the Plan includes Special Administrative Regions and territories.

1
 Asia/Pacific Seamless ANS Plan V3.0

1.6 The Seamless ANS Plan is expected to be implemented in several phases. No phase, nor
any element, is binding on any State, but should be considered as a planning framework. The
Seamless ANS Plan itself is therefore guidance material.

1.7 It is important to note that the Plan’s Phase commencement dates are planning targets,
and should not be treated like a ‘hard’ date such as the implementation of Reduced Vertical
Separation Minimum (RVSM). In this case, there is a potential major regional problem if all States
do not implement at the same time by the specific agreed date, which was clearly not the case for the
start of the Plan’s Phase I or II.

1.8 In that regard, although it would have been ideal if all States achieved capability on day
one of Phase I, this was probably not realistic. However, States should consider the impact on
stakeholders and improving capacity of the ATM system overall by not achieving target
implementation dates. The Phase dates were chosen as being an achievable target for the majority of
States. However, the dates were not designed to accommodate the least capable State, otherwise the
region as a whole would fall behind the necessary urgent ATM improvements required by the
Director’s General of Civil Aviation and APANPIRG.

Plan Review

1.9 The Plan needs to be updated to take into account ASBU Block 1, 2 and 3 modules,
when these modules and their associated technology become mature.

1.10 Periodic updates to the Plan are also required in respect of the economic information
contained therein.

1.11 As an iterative process, the Plan requires regular updating to keep current with aviation
system changes. It is intended that APANPIRG and its contributory bodies conduct a complete
review every three years (or a shorter period determined by APANPIRG) of the Plan to align with the
review cycle of the GANP. The Plan and its subsequent revisions should be endorsed by
APANPIRG.

1.12 Review of the Navigation and Surveillance strategies needs to result in the update to the
Seamless ANS Plan to ensure consistency.

1.13 The review of the Plan during 2019 deletes reference Phase I as Phase II commenced in
November 2019, although the uncompleted elements from Phase I were moved to Phase II. The
implementation dates of Phase II PARS and PASL items align with the GANP Block 1
implementation, whereas Phase III is a mid-Block update scheduled for 2022.

1.14 The 2019 update of the Plan introduces new ASBU Block 1 modules. Phase III and
Phase IV of the PARS and PASL implementation framework will also be referenced.

2
 Asia/Pacific Seamless ANS Plan V3.0

PLAN OBJECTIVES AND DEVELOPMENT

Plan Objective

2.1 The objective of the Plan is to facilitate Asia/Pacific Seamless ANS operations, by
developing and deploying ATM solutions capable of ensuring safety and efficiency of air transport
throughout the Asia/Pacific region. The Plan provides a framework for a transition to a Seamless
ANS environment, in order to meet future performance requirements.

2.2 The Plan provides the opportunity for the Asia/Pacific region to adopt the benefits from
research and development conducted by various States including the NextGen programme (United
States of America), the European Single European Sky ATM Research (SESAR), and Japanese
Collaborative Actions for Renovation of Air Traffic Systems (CARATS).

2.3 ICAO Doc 9854 contains a vision of an integrated, harmonized, and globally
interoperable ATM System, with a planning horizon up to and beyond 2025. In this context, the Plan
is expected to encourage more partnering relationships among States within sub-regions.

Hierarchy of Plans

2.4 The Plan was developed as part of a suite of Asia/Pacific air navigation plans, and thus,
the Plan should not be considered in isolation. The Asia/Pacific Regional Air Traffic Flow
Management (ATFM) Framework, Asia/Pacific Plan for Collaborative AIM, Regional ATM
Contingency Plan, Asia/Pacific Search and Rescue (SAR) Plan and Asia/Pacific Airport
Collaborative Decision Making (A-CDM) Implementation Plan all form part of the aforementioned
suite of planning and guidance material connected to the Plan (Figure 1).

Figure 1: Structure of Global and Regional Planning and Reporting

3
 Asia/Pacific Seamless ANS Plan V3.0

2.5 The Plan should also be read in conjunction with the Asia/Pacific Regional Aviation
Safety Plan 2020-2022 edition (RASP-AP), to ensure the safety initiatives related to ANS are taken
into account.

2.6 This Plan addresses the full range of ATM stakeholders, including civil and military Air
Navigation Services Providers (ANSPs), civil and military aerodrome operators as well as civil and
military airspace users. The Plan has been developed in consultation with Asia/Pacific States,
administrations and also with International Organizations (IOs).
Note: civil airspace users include scheduled aviation, business aviation, general aviation
and Unmanned Aircraft System (UAS) operators.

2.7 States should consult with stakeholders and determine actions, in order to commit to
achieving the objectives of Seamless ANS and the requisite performance objectives in the areas of
safety, environment, capacity and cost-efficiency that flow from this Plan.

2.8 ASBU Block 0 modules contained technologies, systems and procedures which were
expected to be available from 2013. The Plan also has references to ASBU Block 1, 2 and 3 modules,
which are expected to be available from 2019, 2025 and 2031 respectively. Where such technology,
systems, standards and procedures are available earlier than these dates and appropriate deliverables
can be provided, the intention was to develop aggressive yet practical implementation schedules
within this Plan in order to provide the earliest possible benefits.

2.9 The ICAO Manual on Global Performance of the Air Navigation System (ICAO Doc
9883) provides guidance on implementing a performance-oriented ATM System. The Manual on
ATM System Requirements (ICAO Doc 9882) contains eleven Key Performance Area (KPA)
system expectations, as well as a number of general performance-oriented requirements. In
accordance with the expectations of these documents, the APSAPG developed the following
performance objectives to facilitate Seamless ANS operations:
a) Preferred Aerodrome/Airspace and Route Specifications (PARS); and
b) Preferred ATM Service Levels (PASL).

2.10 The PARS/PASL introduced two Performance Objectives, which incorporate system
expectations, such as general performance-oriented requirements. Each performance objective is
composed of a list of expectations of different aspects of the aviation system.

2.11 In considering the planning necessary before the PARS/PASL Phase dates, it is important
to ensure everyone in the planning process is aware that the necessary groundwork and capability
building must take place as a priority, and that full operational capability by the Phase date
commencement was a secondary consideration. It is recognised that some States would be working
towards implementation during the Phase, in an effort to implement as soon as possible, and others
that implemented as soon as the technology and systems were available.

2.12 Prior to implementation, each State should verify the applicability of PARS and PASL by
analysis of safety, ATM capacity requirements to meet current and forecast traffic demand, efficiency,
predictability, cost effectiveness and environment to meet the expectations of stakeholders. The
PARS/PASL elements would be either:
a) not applicable; or
b) already implemented; or
c) not implemented.

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 Asia/Pacific Seamless ANS Plan V3.0

2.13 The PARS and PASL were expected to be implemented in four phases, Phase I by 12
November 2015 (past), Phase II by 07 November 2019, Phase III by 03 November 2022 and Phase IV in
27 November 2025.

2.14 The PARS contains expectations for airspace and ATS routes, including aircraft equipage
to facilitate Seamless ANS operations, and are primarily for the State regulator and airspace authority,
and are of interest to airspace planners, flight procedure designers and aircraft operators.

2.15 The PASL contain the expectations for Air Navigation Service Providers (ANSP), and is
therefore a matter for the State regulator or the ATS authority. The PASL is of primary interest to
ANSPs and aircraft operators. The PARS and PASL together form the foundation of Seamless ANS
development, and as such should be enabled by national regulations, rules and policies wherever
applicable to enable a harmonised effort by all stakeholders.

Seamless ATM Definition

2.16 The objective of Seamless ATM was agreed by the Asia/Pacific Seamless ATM Planning
Group (APSAPG) as follows:
The objective of Seamless ATM is the safe and interoperable provision of harmonized
and consistent air traffic management service provided to a flight, appropriate to the
airspace category and free of transitions due to a change in the air navigation service
provider or Flight Information Region.

2.17 APSAPG noted the following description as the CANSO definition of Seamless ATM:
Seamless ATM operations is defined as ATM operations in contiguous airspace that is
technically and procedurally interoperable, universally safe, and in which all categories
of airspace users transition between Flight Information Regions, or other vertical or
horizontal boundaries, without requiring a considered action to facilitate that transition
and without any noticeable change in:
1) Type or quality of service received;
2) Air navigation and communications performance standards; and
3) Standard practices to be followed.

Note: the term ‘Seamless ATM’ was amended to ‘Seamless ANS’ in 2019, to reflect the
fact that there are areas such as aerodromes that are not part of the Air Traffic
Management field.

2.18 The ICAO Twelfth Air Navigation Conference (AN-Conf/12, Montreal, 19-30
November 2012) endorsed 10 High Level Air Navigation Policy Principles in the GANP, and the
Asia/Pacific Seamless ANS Principles are aligned with these high level principles.

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 Asia/Pacific Seamless ANS Plan V3.0

EXECUTIVE SUMMARY

Seamless ANS

3.1 Aviation is a significant driver of economic growth in the and contributes strongly to the
economic wellbeing of the diverse cultures and people in the Asia/Pacific region. In 2016 aviation
contributed USD684 billion in economic activity and generated 30.2 million jobs (Direct and indirect)
to the regional economies. By 2030 it is forecast these figures will grow to USD 1.3 trillion and 70
million jobs.

3.2 Preliminary data from IATA for 2018 showed that Revenue Passenger Kilometres
(RPKs) or passenger demand was strongest in the Asia/Pacific Region at 8.6%, outstripping the global
industry total at 6.6% (Figure 3). The Region also had the largest share of Passenger Kilometres
Performed (PKP), accounting for more than one third of the global total at 34.5%. Europe and North
America were the two other key regions, with shares of 26.7% and 22.4% respectively (Figure 4).

3.3 Asia Pacific airlines flew 2,847 billion RPKs in 2018, compared with 2,207 and 1,854 for
European and North American carriers respectively.

3.4 As the world’s major manufacturing and distribution hub, the Asia/Pacific Region also
accounted for the largest share of global air freight traffic in 2018, at 35.5%. In a challenging year for
air freight, following the global inventory restocking cycle in 2017 as well having to face a number of
headwinds including a moderation in world trade and deterioration in some of the key leading
indicators, the Asia/Pacific region grew Freight Tonne Kilometres (FTKs) at a pace of 1.8%, below
the global industry figure of 3.5% for the year.

3.5 Over the next twenty years, the number of passenger journeys to, from and within the
Asia/Pacific Region was expected to increase at an average annual rate of 4.8% per year. This was
the fastest growing of all regions, exceeding, by some margin, the expected global growth rate of
3.5% per year. This would result in more than 2.35 billion additional air passenger journeys per year
in 2037 compared with 2017.

3.6 Given the size and diversity of the region, ATM harmonisation efforts will require the
needs of the least developed ANSPs to be addressed especially in the areas of technical assistance
such as funding, expertise and training. Differences in economic development may also mean that
traffic demands are not uniform in the region, and therefore ATM solutions should be driven by
analysis of costs and benefits and performance requirements appropriate to the traffic demands.

3.7 The diverse operating environments also mean that the implementation situation varies
significantly across States. As such, the economic analysis of implementation activities such as
ASBUs should be undertaken by States, and assisted by the Plan, which provides high-level guidance
for the development of cost-benefit analysis of implementation activity.

3.8 Figure 2, Figure 3, Figure 4 and Figure 5 indicate the projected economic and air
traffic growth which has necessitated the Seamless ANS approach.

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 Asia/Pacific Seamless ANS Plan V3.0

annual GDP growth (%)

8.0
Last 5yrs Next 5yrs
7.0
6.0
5.0
4.0
3.0
2.0
1.0
0.0

Figure 2: Regional Economic Growth (Source: IMF)

9.0% 8.6%

8.0% RPKs

7.0% 6.7% 6.6%

6.2%
6.0%
5.0%
5.0%
4.0%
4.0%

3.0% 2.3%
2.0%

1.0%

0.0%
Africa Asia Europe Latin Middle North Industry
Pacific America East America

Figure
40% 3: Regional Passenger Traffic Growth, 2018 (Source: IATA)

35%

30% 2013 2018

25%

20%

15%

10%

5%

0%
Africa Asia Pacific Europe Latin America Middle East North
America
Figure 4: Regional Share of Passenger Traffic, 2013 compared to 2018 (Source: IATA)

7
 45% Asia/Pacific Seamless ANS Plan V3.0

40%

35%
2018 2037
30%

25%

20%

15%

10%

5%

0%
Africa Asia Pacific Europe Latin America Middle East North
America
Figure 5: Regional Passenger Traffic Forecast Percentage, 2018 compared to 2037

3.9 The 46th Directors General Civil Aviation (DGCA) Conference (Osaka, October 2009)
was the genesis of Asia/Pacific Seamless ANS discussion, endorsing the Kansai Statement (Appendix
A). The DGCA Conference requested the Asia/Pacific Air Navigation Planning and Implementation
Regional Group (APANPIRG) to take a lead role in development of Seamless ATM in the
Asia/Pacific region.

3.10 The ICAO Asia/Pacific (APAC) Seamless ANS Symposium and Ad Hoc Meeting
(Bangkok, Thailand, 15 to 17 August 2011) had developed:
a) proposed APSAPG objectives;
b) draft Seamless ANS principles;
c) Civil-Military cooperation Seamless ANS aspects;
d) the requirement for ASBUs to form a key part of Seamless ANS planning; and
e) the requirement for a capabilities matrix to provide a target and means of
progressing to the Seamless ANS objectives.

3.11 APANPIRG/22 created the APSAPG in 2011 under Decision 22/56, with a primary goal
to develop an Asia/Pacific Seamless ATM Plan.

3.12 The Global Air Navigation Industry Symposium (GANIS, Montréal, 20-23 September
2011) introduced the ASBU concept. This inferred an iterative improvement, from Block 0 (zero) to
3. Although the implementation of all ASBU elements is not mandatory, it is intended to achieve the
highest level of conformance; thus supporting global interoperability and Seamless ANS.

3.13 Subject to several recommendations (Appendix B), the AN-Conf/12 endorsed the ASBU
concept and the consequential changes to the GANP. The AN-Conf/12 stressed that ASBU Block 0
implementation and requirements needed to be coordinated at a regional level based on operational
requirements, and that action plans to address identified impediments to ATM modernization should
be developed. This Plan is part of the Asia/Pacific strategy to address the requirement for action
plans, and to guide Asia/Pacific administrations in their ATM planning.

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 Asia/Pacific Seamless ANS Plan V3.0

Air Navigation Service Provider Summary

3.14 The safety and efficiency of flights transcend national borders and airspace boundaries.
Seamless ANS is therefore possible only if there is close regional collaboration among States, their
ANSPs and all stakeholders. Cooperation is the key to success.

3.15 Given the size and diversity of the region, ATM harmonisation efforts will require the
needs of the least developed ANSPs to be addressed especially in the areas of technical assistance
such as funding, expertise and training. Differences in economic development may also mean that
traffic demands are not uniform in the region, and therefore ATM solutions should be driven by
analysis of costs and benefits and performance requirements appropriate to the traffic demands.

Aerodrome Operator Summary

3.16 Aerodrome operations are a key component for Seamless ANS, especially in regard to
infrastructure and operational efficiencies. The collaborative interaction of various stakeholders is
important to ensure that aerodrome operations, facilities and equipment are suitable for all aircraft
operators. Aerodrome operators require the airspace, ATM, aerodrome and aircraft operations to be
cohesive and interoperable. This includes not only the aerodrome movement areas but the terminal
and ancillary services, which may include border protection, fuel, baggage and passenger facilitation,
which need to be aware of the interaction of their services with the aircraft operations.

3.17 Short, medium and long term aerodrome planning needs to take into account the
seamless system so that capital investment is aligned to ATM operational efficiencies. Aerodrome
development and airline changes are catalysts for changes driven by the aerodrome operator, but there
is a need to ensure en-route and terminal ATS efficiencies are not impacted or lost, due to poor
aerodrome infrastructure and operations. A saving in aircraft flight time can easily be eroded by lack
of gates, poor taxiway-runway interface and inadequate terminal facilities. Stakeholder involvement
and infrastructure changes needs to be coordinated to maximise the efficiencies from a systemic
approach to aerodrome, airspace, air traffic management and aircraft operations.

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 Asia/Pacific Seamless ANS Plan V3.0

ABBREVIATIONS AND ACRONYMS

AAR Aerodrome Arrival Rate or Airport Acceptance Rate

ABAS Aircraft Based Augmentation Systems
ABI Advanced Boundary Information (AIDC)
ACARS Aircraft Communication Addressing and Reporting System
ACAS Airborne Collision Avoidance System
A-CDM Airport Collaborative Decision-Making
ACIS Airport Collaborative Information Sharing (ACIS)
ACC Area Control Centre
ACP Acceptance (AIDC)
ADIZ Air Defence Identification Zone
ADC Air Defence Code
ADOC Aircraft Direct Operating Cost
ADS-B Automatic Dependent Surveillance-Broadcast
ADS-C Automatic Dependent Surveillance-Contract
AeroMACS Aeronautical Mobile Airport Communication System
AIDC ATS Inter-facility Data Communications
AIGD ICAO ADS-B Implementation and Guidance Document
AIM Aeronautical Information Management
AIRAC Aeronautical Information Regulation and Control
AIRB Basic Airborne Situational Awareness
AIRD ATM Improvement Research and Development
AIRMET Information concerning en-route weather phenomena which may affect the safety of
low-level aircraft operations
AIS Aeronautical Information Service
AIXM Aeronautical Information Exchange Model
AMAN Arrival Manager
AMHS ATS Message Handling System
AMS Aeronautical Mobile Service
ANSP Air Navigation Service Provider
AN-Conf Air Navigation Conference
AOC Assumption of Control (AIDC)
AOM Airspace Organization and Management
AOP Airport Operations Plan
APAC Asia/Pacific
APANPIRG Asia/Pacific Air Navigation Planning and Implementation Regional Group
APCH Approach
APEC Asia Pacific Economic Cooperation
APOC Airport Operations Centre
APSAPG Asia/Pacific Seamless ANS Planning Group
APUAS Asia/Pacific Unmanned Aircraft System
APV Approach with Vertical Guidance
APW Area Proximity Warning
ASBU Aviation System Block Upgrade
ASD Aircraft Situation Display
ASEAN Association of Southeast Asian Nations
ASM Airspace Management
ASMGCS Advanced Surface Movements Guidance Control Systems
ATC Air Traffic Control
ATCONF Worldwide Air Transport Conference
ATFM Air Traffic Flow Management
ATIS Automatic Terminal Information Service
ATN/OSI Aeronautical Telecommunication Network/Open System Interconnection

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 Asia/Pacific Seamless ANS Plan V3.0

ATS Air Traffic Services

ATSA Air Traffic Situational Awareness
ATM Air Traffic Management
BOB Bay of Bengal
CANSO Civil Air Navigation Services Organization
CARATS Collaborative Actions for Renovation of Air Traffic Systems
CDM Collaborative Decision-Making
CCO Continuous Climb Operations
CDO Continuous Descent Operations
CDP Climb Decent Procedure
CFIT Controlled Flight into Terrain
CLAM Cleared Level Adherence Monitoring
COM Communication
CONOPS Concept of Operations
CNS Communications, Navigation, Surveillance
CPAR Conflict Prediction and Resolution
CPDLC Controller Pilot Data-link Communications
CPWG Cross-Polar Working Group
CSP Communication Service Provider
CTA Control Area
CTR Control Zone
DARP Dynamic Airborne Re-route Planning
DCL Data-link Departure Clearance
DGCA Conference of Directors General of Civil Aviation
DMAN Departure Manager
DME Distance Measuring Equipment
EST Coordinate Estimate
EVS Enhanced Vision System
FAA Federal Aviation Administration
FANS Future Air Navigation Systems
FDPS Flight Data Processing System
FIR Flight Information Region
FIRB Flight Information Region Boundary
FL Flight Level
FLAS Flight Level Allocation Scheme
FLOS Flight Level Orientation Scheme
FRMS Fatigue Risk Management System
FUA Flexible Use Airspace
GANIS Global Air Navigation Industry Symposium
GANP Global Air Navigation Plan
GASP Global Aviation Safety Plan
GBAS Ground-based Augmentation System
GDP Gross Domestic Product
GLS GBAS Landing System
GNSS Global Navigation Satellite System
GPI Global Plan Initiative
HF High Frequency
HFDL High Frequency Data Link
IATA International Air Transport Association
ICAO International Civil Aviation Organization
IM Interval Management Procedure
IMC Instrument Meteorological Conditions
INS Inertial Navigation Systems
IO International Organizations

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 Asia/Pacific Seamless ANS Plan V3.0

IPACG Informal Pacific ATC Coordinating Group

ISPACG Informal South Pacific ATS Coordinating Group
ITP In-Trail Procedure
IWXXM ICAO meteorological information exchange model
KPA Key Performance Area
LNAV Lateral Navigation
LVO Low Visibility Operations
MET Meteorological
METAR Aerodrome routine meteorological report (in meteorological code)
MLAT Multilateration
MON Minimal Operating Networks
MSAW Minimum Safe Altitude Warning
MTCD Medium Term Conflict Detection Tool
MTF Major Traffic Flow
MWO Meteorological Watch Office
NANP National Air Navigation Plan
NAV Navigation
NextGen Next Generation Air Transportation System
NOPS Network Operations
NSS Non Cooperative Surveillance Radar
OPMET Operational Meteorological (information)
OLDI On-Line Data Interchange
OTS Organised Track System
PACOTS Pacific Organized Track System
PARS Preferred Aerodrome/Airspace and Route Specifications
PASL Preferred ANS Service Levels
PBN Performance-based Navigation
PIA Performance Improvement Area
PinS Point in Space
PKP Passenger Kilometres Performed
PVT Passenger Value of Time
RAIM Receiver Autonomous Integrity Monitoring
RAM Route Adherence Monitoring
RANP Regional Air Navigation Plan
RASMAG Regional Airspace Safety Monitoring Advisory Group
RPAS Remotely Piloted Aircraft System
RPK Revenue Passenger Kilometres
RNAV Area Navigation
RNP Required Navigation Performance
RVSM Reduced Vertical Separation Minimum
SAARC South Asian Association for Regional Cooperation
SATVOICE Satellite Voice Communications
SAR Search and Rescue
SB ADS-B Space Based ADS-B
SBAS Satellite-based Augmentation System
SCS South China Sea
SESAR Single European Sky ATM Research
SHEL Software, Hardware, Environment and Liveware
SID Standard Instrument Departure
SIGMET Information concerning en-route weather phenomena in the atmosphere which may
affect the safety of aircraft operations
SPECI Aerodrome special meteorological report
SB ADS-B Space-Based ADS-B
SSR-DAPS Secondary Surveillance Radar Downlink of Aircraft Parameters

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 Asia/Pacific Seamless ANS Plan V3.0

STAR Standard Terminal Arrival Route or Standard Instrument Arrival (Doc 4444)
STCA Short Term Conflict Alert
STS Special Handling Status
SUA Special Use Airspace
SUR Surveillance
SVGS Synthetic Vision Guidance Systems
SWIM System-Wide Information Management
TAF Aerodrome Forecast
TAWS Terrain Awareness Warning Systems
TBO Trajectory Based Operations
TCAC Tropical Cyclone Advisory Centre
TCAS Traffic Collision Avoidance System
TOC Transfer of Control
UAS Unmanned Aircraft Systems
UAT Universal Access Transceiver
UPR User Preferred Routes
VHF Very High Frequency
VAAC Volcanic Ash Advisory Centre
VDL VHF Data Link
VMC Visual Meteorological Conditions
VNAV Vertical Navigation
VOLMET Meteorological information for aircraft in flight
VOR Very High Frequency Omni-directional Radio Range
VSA Visual Separation on Approach
VSAT Very Small Aperture
WAFC World Area Forecast Centre

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 Asia/Pacific Seamless ANS Plan V3.0

BACKGROUND INFORMATION

Principles

5.1 There were considered to be three major areas of Seamless ANS Principles, involving
People (human performance), Facilities (physical equipment), and Technology and Information. The
37 Principles agreed by APSAPG and endorsed by APANPIRG are included as Appendix C.

Aviation System Block Upgrade (ASBU)

5.2 At the Global level, ICAO started the ASBU initiative as a programme framework that
developed a set of aviation system solutions or upgrades intended to exploit current aircraft equipage,
establish a transition plan and enable global interoperability. ASBUs comprised a suite of modules
organised into flexible and scalable building blocks, where each module represented a specific, well
bounded improvement. The building blocks could be introduced and implemented in a State or a
region depending on the need and level of readiness, while recognizing that not all the modules were
required in all airspaces. ASBUs described a way to apply the concepts defined in the Doc 9854 with
the goal of implementing regional performance improvements, and were used in the new edition of
the GANP to guide implementation. AN-Conf/12 agreed that the ASBUs and the associated
technology roadmaps were integral parts of the GANP and a valuable implementation tool kit.

5.3 ICAO estimated that US$120 billion would be spent on the transformation of air
transportation systems in the period from 2013 to 2023. While NextGen and SESAR accounted for a
large share of this spending, parallel initiatives were underway in many areas including the
Asia/Pacific region, North and Latin America, Russia, Japan and China. ATM modernization is a
very complex but necessary task, given the benefit of these initiatives as traffic levels increased. It is
clear that to safely and efficiently accommodate the increase in air traffic demand — as well as
respond to the diverse needs of operators, the environment and other issues, it is necessary to renovate
ATM systems, in order to provide the greatest operational and performance benefits. States and
ANSP must assess current domestic and international system performance needs to prioritize
appropriate ASBU elements.

5.4 ASBU are comprised of a suite of modules, each having the following qualities:
 a clearly-defined measurable operational improvement and success metric;
 necessary equipment and/or systems in the aircraft and on the ground along with an
operational approval or certification plan;
 standards and procedures for both airborne and ground systems; and
 a positive business case over a clearly defined period of time.

5.5 ASBU are groups of operational improvements to advance air navigational capabilities
and improve the performance of their air navigation system in a cost effect way. They are classified
into three functional categories:
 Information;
 Operational; and
 CNS Technology and Services.

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 Asia/Pacific Seamless ANS Plan V3.0

Asia/Pacific ASBU Implementation

5.6 Table 1 provides a summary of the Block 0 and Block 1 elements, and the expected
priority for implementation within the Asia/Pacific Region. The allocation of priority was based on
factors including its importance in promoting Seamless ANS:

 Priority 1 = critical upgrade assignment based on whether the implementation of an

element could bring most benefit to the region or regional upgrade by States and is
essential to achieve the service level required globally;
 Priority 2 = recommended upgrade for those elements which would bring benefits to
the region and generally to be implemented from 2022, but States are encouraged to
implement earlier if beneficial; and
 Priority 3 = assigned to those elements which may not be universally implemented
in the Asia/Pacific Region.

5.7 A cost-benefit or economic analysis before implementation was identified as essential to

determine whether to implement certain elements such as SURF-B0/1/1-4, but should not preclude an
economic analysis of other elements as determined by the State. Detailed information on the
development, scope, objectives, stakeholders and dependencies for each ASBU element is provided at
https://www4.icao.int/ganpportal/.

Functional
Element Priority
Category
AMET-B0/1 – 4: Meteorological observations, forecast, warning,
1
climatological and historical products, and dissemination (PASL 7.41)
AMET-B1/1 – 4: Meteorological products supported by automated decision
Information 2
systems or aids using IWXXM (PASL 7.56)
DAIM-B1/1 – 6: Provision of quality-assured digital aeronautical data and
information, including AIP, terrain and obstacle, aerodrome and instrument 1
flight procedure data sets (PASL 7.40)
DAIM-B1/7: Provision of digital NOTAM improvements (PASL 7.55) 2
FICE-B0/1: Automated basic AIDC (PASL 7.26) 1
ACDM-B0/1-2: ACIS (PARS 7.3) 1
ACDM-B1/1 – 2: Airport CDM Integration with ATM Network, AOP and
2
APOC (PARS 7.18)
APTA-B0/1 – 2: Basic PBN SID and STAR procedures, PBN non-precision
1
approaches (PARS 7.4, 7.5, 7.10, 7.13, 7.14, 7.21)
APTA-B0/3 and 6: SBAS/GBAS CAT I precision approach procedures, and
3
PBN Helicopter PinS Operations (PARS 7.5, 7.6, 7.10, 7.14, 7.21)
APTA-B0/4 – 5, 7 – 8: CDO (Basic) and CCO (Basic), and performance-based
2
aerodrome operating minima for advanced/basic aircraft (PARS 7.14, 7.19, 7.21)
APTA-B1/1 – 5: advanced capability PBN approaches, PBN SID and STAR
procedures and performance-based aerodrome operating minima for advanced 3
aircraft with SVGS, CDO and CCO (Advanced) (PARS 7.14, 7.21, 7.22, 7.23)
CSEP-B1/1 – 4: basic airborne situational awareness AIRB and VSA, and
2
performance-based horizontal separations (PARS 7.20)
Operational FRTO-B0/1 – 4: Direct routing, Airspace Planning and FUA, Flexible
Routings, and basic conflict detection and conformance monitoring (PASL 1
7.29, 7.31, 7.36)
FRTO-B1/1 – 7: Free Route Airspace, RNP routes, Advanced FUA and
Airspace Management (ASM), Dynamic Sectorisation, Enhanced Conflict
2
Detection Tools and Conformance Monitoring, and Multi-Sector Planner
Function (PASL 7.29, 7.51)

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 Asia/Pacific Seamless ANS Plan V3.0

NOPS-B0/1 – 5: Initial integration of ASM with ATFM, Collaborative Network

Flight Updates, Basic Network Operation Planning and Initial Airport/ATFM 1
slots, A-CDM Network Interface and Dynamic Slot Allocation (PASL 7.38)
NOPS-B1/1 – 10: Short Term ATFM measures, Enhanced NOPS Planning,
Enhanced integration of airport operations and NOPS planning, Enhanced
Traffic Complexity Management, Full integration of ASM with ATFM, Initial
2
Dynamic Airspace configurations, Enhanced ATFM slot swapping, Extended
Arrival Management, ATFM Target Times and Collaborative Trajectory
Options Programme (PASL 7.52)
OPFL-B0/1: ITP 3
OPFL-B1/1: CDP 3
RATS-B1/1 – Remotely Operated Aerodrome Air Traffic Services 3
RSEQ-B0/1 – 2: Arrival and Departure Management (PASL 7.32) 1
RSEQ-B0/3 – Point merge 3
RSEQ-B1/1 – Extended arrival metering (PASL 7.46) 2
SNET-B0/1 – 4: STCA, MSAW, APW, APM (PASL 7.31) 1
SNET-B1/1 – 2: Enhanced STCA with aircraft parameters and in complex
2
TMAs (PASL 7.50)
SURF-B0/1 – 3: Basic ATC surface operations tools, comprehensive
2
situational awareness, situational awareness, alerting service (PASL 7.47)
SURF-B1/1 – 5: Advanced surface traffic management visual aids, pilot
comprehensive awareness and runway alerting, enhanced ATC alerting, 2
routing service to support ATC and EVS for taxiing (PASL 7.48)
TBO-B0/1: Introduction of time-based management within a flow centric
2
approach (PASL 7.52)
TBO-B1/1 – Initial Integration of time-based decision making processes
2
(PASL 7.52)
ASUR-B0/1 – 3: ADS-B, MLAT, SSR-DAPS (PARS 7.8, 7.11, PASL 7.26,
1
7.28, 7.30)
ASUR-B1/1 – Reception of aircraft ADS-B signals from space (SB ADS-B)
2
(PASL 7.54)
COMI-B0/1 – 2, 4 – 6: ACARS, ATN/OSI, VDL Mode 2 Basic, SATCOM
2
Class C Data, HFDL (PASL 7.54)
CNS COMI-B0/3, 7: VDL Mode O/A, AMHS (PASL 7.25) 1
Technology COMI-B1/1 – 4: VDL Mode 2 Multi-Frequency, SATCOM Class B (SB-S)
2
and Voice and Data, ATN/IPS and AeroMACS Ground-Ground (PASL 7.53)
Services COMS-B0/1 – 2: CPDLC (FANS 1/A & ATN B1) for domestic and
procedural airspace and ADS-C (FANS 1/A) for procedural airspace 2
(PARS 7.14, PASL 7.29, 7.53)
COMS-B1/1 – 3: PBCS approved CPDLC (FANS 1/A+), ADS-C and
2
SATVOICE for domestic and procedural airspace (PARS 7.14, PASL 7.53)
NAVS-B0/1 – 4: SBAS, GBAS, ABAS, MON (PARS 7.7) 2
NAVS-B1/1: Extended GBAS 3
Table 1: Asia/Pacific ASBU Block 0 and Block 1 Priority

Implemented Elements

5.8 The following ASBU Block 0 elements were considered to be almost universally
implemented within the APAC Region in terms of being established Annex 6 standards (ACAS) by or
in the early stages of Block 1 from 2019 (GADSS), so were not referenced as a priority in Table 1:
 ACAS-B1/1: ACAS Improvements (TCAS Version 7.1); and
 GADS-B1/1 – 2: Aircraft Tracking and Contact directory service (PASL 7.42).

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 Asia/Pacific Seamless ANS Plan V3.0

Regional Elements

5.9 The Regional elements were incorporated into the Seamless ANS framework used to
assess the uptake by Asia/Pacific States.

5.10 Table 2 provides a summary of the Regional Seamless ANS elements, and the expected
priority for implementation within the Asia/Pacific Region. The allocation of priority was based on
factors including its importance in promoting Seamless ANS .

Functional Regional Seamless ANS Element Priority

Category
Aerodrome management and coordination (PARS 7.1) 2
Optimization of runway capacity facilities (PARS 7.2) 3
ADS-B, SSR Mode S and PBN Airspace (PARS 7.8, 7.9, 7.10) 2
Flight Level Orientation Scheme (FLOS) (PARS 7.15) 2
Civil-Military SUA management (PARS 7.16) 1
Unmanned Aircraft Systems (PARS 7.17) 2
Adjacent ATS sector coordination (PASL 7.24) 2
Airspace classification (PASL 7.33) 2
ATC horizontal separation (PASL 7.34) 2
Operational Flight Level Allocation Schemes (FLAS) (PASL 7.35) 2
ATC sector capacity (PASL 7.37) 2
Electronic Flight Progress Strips (PASL 7.39) 2
Enhanced SAR systems (PASL 7.42) 1
ANSP human and simulator performance (PASL 7.43) 1
Civil-Military strategic and tactical coordination (PASL 7.44) 1
Civil-Military common procedures and training (PASL 7.44) 2
Ballistic launches/space re-entry management (PASL 7.45) 1
CNS ATS surveillance data sharing (PASL 7.28) 2
Technology Civil-Military integrated systems and facilities (PASL 7.44) 2
and Services Departure Clearance (DCL) (PASL 7.49) 2
Table 2: Asia/Pacific Seamless Regional Elements Priority

5.11 There were 16 Priority 1 [ASBU Block 0 and 1 and Regional] Elements as follows:
a) Aeronautical Meteorology: AMET-B0/1 – 4;
b) Aeronautical Information Management: DAIM-B1/1 – 6*;
c) Airport CDM: ACDM-B0/1 – 2;
d) ANSP human and simulator performance (Regional);
e) ATS Inter-facility Datalink Communications: FICE-B0/1;
f) Ballistic launches/space re-entry management (Regional);
g) Civil-Military Special Use Airspace (SUA) management (Regional);
h) Civil-Military strategic and tactical coordination (Regional);
i) Core data communications: VDL Mode O/A and AMHS COMI-B0/3, 7;
j) Direct and Free Route Operations: FRTO-B0/1 – 4;
k) Enhanced SAR systems (Regional);
l) Ground-based Surveillance: ASUR-B0/1 – 4;
m) Network Operations: NOPS-B0/1 – 5;

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n) Performance-based Navigation Approach Procedures: APTA-B0/1 – 2;

o) Runway Sequencing: RSEQ-B0/1 – 2; and
p) Safety Nets SNET-B0/1 – 4.

*Note: DAIM-B1/7 is placed within PASL Phase III.

Human Performance

5.12 The Global ATM Operational Concept (Doc 9854) states:

Humans will play an essential and, where necessary, central role in the global ATM
system. Humans are responsible for managing the system, monitoring its performance
and intervening, when necessary, to ensure the desired system outcome. Due
consideration to human factors must be given in all aspects of the system.

5.13 The AN-Conf/12 emphasised the importance of human performance considerations by

endorsing Recommendation 6/4 (Appendix B), which called for the integration of human
performance as an essential element for the implementation of ASBU modules and in the planning
and design phase of new systems and technologies, as part of a safety management approach.

5.14 The role of the human is especially important in delivering high quality and consistent
services supporting Seamless ANS. Therefore, it is crucial to ensure that, training and licensing
requirements are developed using a competency-based framework, fatigue-related risk is managed
appropriately, and safety data, including the reporting of hazards, is collected, analysed and acted
upon within ATM systems that support Seamless ANS. States should identify specific efficiency
improvements expected from ASBU Element deployment. These expectations should include
regulatory and/or procedural changes needed to optimize new capabilities.

5.15 One of the more important human performance aspects in order to deliver a consistent,
harmonised and efficient service is ATC training, to change from a procedural mind set to one that
used the tactical delivery of services based on ATS surveillance and automated safety net decision
support tools (airborne and ground).

5.16 Moving from reliance on paper-based flight progress strips to an electronic equivalent
connected to the ATS surveillance Flight Data Processing System (FDPS) or direct data inputs to the
Aircraft Situation Display (ASD) support this paradigm shift. The use of paper flight progress strips
in automated ATM environments reduces efficiency, increases transcription error/data mismatch, and
artificially caps ATC capacity due to retention of manual tasks made redundant by the automation
capability.

5.17 Controllers need to be trained on the application of tactical separation, including the use
of positive control techniques, such as vectoring and speed control when conflict pairs approach
minimum separation. In this regard, it is important that managers facilitate a modern operating
environment in terms of air safety incidents and human factors, so personnel are confident using the
full capability provided by the CNS facilities.

5.18 A critical human performance issue is the training of ANSP management and regulators
in human performance issues. These decision-makers had an important influence on outcomes in
terms of supporting the right environment for Seamless ANS activities, whether that is providing
financial resources, or establishing high-level policies and procedures.

5.19 A key component of Seamless ANS is the ability of controllers to operate, and have
confidence in, a new operating environment. The appropriate use of ATC simulators to enhance their
learning experience is an essential part of the necessary training.

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5.20 In planning to deliver Seamless ANS services, it is assumed that each State and aircraft
operator will comply with the English language proficiency requirements in accordance with ICAO
Standards and Recommended Practices. States should be considering the highest levels of English
language proficiency for all operational controllers to ensure they can respond appropriately to
irregular occurrences (e.g.: emergencies) by use of an internationally recognised system.

5.21 States must acknowledge the challenge of modifying current practices and
procedures to incorporate and optimize improved system capability. States and ANSPs are
encouraged to establish sub regional or bilateral relationships to share best practices and develop
strategies to improve performance.

5.22 An optimal ‘aviation culture’ within regulators and service providers can only be
implemented when top managers instil an understanding of a system-wide approach that creates an
organic, learning and safe environment. When considering the key factors supporting an ‘aviation
culture’, it is important to acknowledge that no ‘national culture’ is perfectly aligned with ‘aviation
culture’, so there will always be a need for gap analysis and changes where development of an
appropriate in culture is required. In focussing on management it is therefore important to train
managers, and for managers to have a level of competency in the following areas (Figure 6):
a) the advantages of a responsible, informed and accountable management, which
promotes a proactive organisational culture with safety as a first priority, using open
communications and a team management approach; and
b) the implementation of an appropriate organizational culture which is effectively
driven by management through embedded safety review and assessment teams,
allowing the organization to respond organically to its operating environment;
c) the systematic application of human factors principles in –
 air safety investigation;
 system design (ergonomics, human-in-the-loop);
 effective training (including the use of simulators);
 fatigue management;
 automated safety nets; and
 contingency planning;
d) the implementation of effective safety reporting systems that –
 are non-punitive, supporting a ‘Just Culture’;
 promote open reporting to management; and
 focus on preventive (systemic), not corrective (individual) actions in response
to safety concerns, incidents and accidents.

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Figure 6: Optimal Aviation Culture Factors

Civil-Military Cooperation

5.23 One of the key enablers for improvement of ATM efficiencies supported by Doc 9854
(Global ATM Operational Concept) is the use of FUA. This is an airspace management concept
based on the principle that airspace should not be designated as purely civil or military, but rather as a
continuum in which all user requirements are accommodated to the greatest possible extent. FUA
normally referred to the activation of SUA, but could also include controlled airspace.

5.24 The establishment and operation of SUA required careful assessment, review and
management, to ensure the most appropriate airspace designation is used, and the airspace is operated
in a cooperative manner. This is ordinarily only possible through discussion between military and
civil parties. Thus a key to the establishment of effective FUA is risk-based assessments, determining
the risks or security issues involved through coordinated and cooperative methods if possible.
Note: Annex 2 Rules of the Air states that restricted areas were airspace of defined
dimensions, above the land areas or territorial waters of a State, which means that
restricted areas must not be designated over the high seas or in airspace of undetermined
sovereignty

5.25 Restricted areas designed to segregate civil aircraft from airborne military operations or
ordnance firing would be expected when the risk of an accident for non-segregated operations is
higher than acceptable. However, lower risk military operations (such as using small calibre weapons
at an established firing range) may only require the establishment of a danger area or even no SUA.
Thus the type, dimensions, activation notice and duration of SUA activity should be appropriate and
commensurate with the type of activity affecting the airspace.

5.26 APANPIRG/9 (August 1998) developed the following guidelines for Civil-Military
cooperation in the following areas: military procedures, aeronautical facilities and ground services,
civil and military ATS unit personnel, airspace, research and development, common terminology,
abbreviations rules and procedures, military exercises, and non-sensitive military data.
 If at all possible, military training should be conducted in locations and/or at times
that do not adversely affect civilian operations, particularly those associated with
major aerodromes. This requires strategic planning by formal Civil-Military
coordination bodies.

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 Consideration of the interoperability and operations of military systems is an

integral part of a Seamless ANS environment. With increasingly complex aircraft
equipage civil requirements, non-compliant military or other State aircraft may
become more difficult to manage using Special Handling Status (STS). The
limitations or requirements of military aircraft cockpits, avionics and airframes may
even preclude some civil systems, and yet military aircraft still need to transit
airspace used predominantly by civil operations.
 Military participation at civil ATM meetings and within ATS Centres will often
lead to a better understanding of civil needs, as well as military requirements,
including the operation of Unmanned Aircraft Systems (UAS). UAS have been
predominately used by the military in segregated airspace, but now many forms of
State missions including customs, immigration and police operations are being
planned, as well as a myriad of potential civil uses.
 Responses to Search and Rescue (SAR), Civil Defence (normally natural disaster
emergencies), and national security events will inevitably require Civil-Military
coordination so this needs to be taken into account during the planning for such
operations.
As these occurrences could involve a number of States, regional Civil-Military
planning is crucial in order to reduce the response time for emergency services to
aid those in need. The response to an international aviation SAR event may well
involve a location over the high seas, so all States should have SAR agreements
with neighbouring nations to ensure that SAR services were unimpeded to the
maximum possible extent.

5.27 The Asia/Pacific Civil-Military Cooperation Seminar/Workshop (Bangkok, 28 February

to 1 March 2012) recommended that the following Civil-Military cooperation/coordination principles
and practices should be elevated to the highest political level in the Asia/Pacific regions:
 Civil-Military working arrangements should be enacted where discussion of both
civil and military needs were able to be negotiated in a balanced manner;
 the importance of the interoperability of civil air transport infrastructure and
national security was recognized;
 the interoperability of civil and military systems including data-sharing was
emphasized; and
 regular review of controlled airspace and special use airspace was encouraged to be
undertaken by States to ensure its establishment, size, activation and operation was
appropriate in terms of optimal Civil-Military operations.

5.28 The Asia/Pacific Civil-Military Cooperation Seminar/Workshop requested ICAO to

update existing provisions related to Civil-Military cooperation/coordination and further develop
guidance material related to airspace planning and management, including FUA.

5.29 Data sharing arrangements (including aircraft surveillance), are a key part of Civil-
Military cooperation for tactical operational responses, and to increase trust between civil and military
units. Data sharing between the civil and military could facilitate CDM, a vital component of ATFM.
The Regional Surveillance Strategy espouses Civil-Military cooperation and system interoperability.

5.30 Aircraft operating ADS-B technology transmit their position, altitude and identity to all
listeners, conveying information from co-operative aircraft that have chosen to equip and publicly
broadcast ADS-B messages. Thus there should be no defence or national security issues with the use
and sharing of such data.

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Note: Some military transponders may support ADS-B using encrypted messages, but
this data is not normally decoded or used at all by civil systems. In many cases, tactical
military aircraft are not ADS-B equipped or could choose to disable transmissions. In
future, increasing numbers of military aircraft would be ADS-B capable, with the ability
to disable these transmissions. ADS-B data sharing should not influence the decision by
defence agencies to equip or not equip with ADS-B. Moreover, it is possible for States to
install ADS-B filters that prevent data from sensitive flights being shared. These filters
can be based on a number of criteria and typically use geographical parameters to only
provide ADS-B data to an external party if aircraft were near the boundary.

5.31 The ten Civil-Military elements identified by APANPIRG are as follows:

a) Strategic Coordination. This element emphasised the creation of a permanent

body, facilities and procedures to facilitate long and medium-term planning for
optimal civil and military operations, and the tactical coordination element. This
element features the establishment of a national body that encompasses military
(and State aircraft operators) and civil stakeholders, to develop high level Civil-
Military cooperation policy.
b) Tactical Coordination. The establishment of facilities and procedures derived from
the high level strategic coordination body for the daily, safe and efficient tactical
management of operations. Tactical coordination features participation of military
officers at appropriate civil ATM meetings, airspace scheduling through interaction
and communications between civil and military units, and military representation
within civil ATC Centres where necessary.
c) Airspace Review. The regular review of SUA and controlled airspace, to ensure
that the means and notice of activation provide adequate warning for other airspace
users, the SUA types reflect the usage, and the lateral and vertical limits are the
minimum required to safely contain the activity therein (Annex 11 2.19.2.1 (b)
refers). The review of airspace should be conducted by an airspace authority
independent or a collaboration of civil and military airspace users.
d) Flexible Use Airspace. Mechanisms to ensure the minimisation of airspace being
exclusively assigned for civil or military use in accordance with FUA principles,
assessed by the percentage of military SUA within a Flight Information Region
(FIR).
e) International Airspace. The minimisation of SUA and other military entities that
may adversely affect international airspace. Restricted and prohibited areas must not
be designated within international airspace or airspace of undefined sovereignty.
f) Integrated Civil-Military ATM Systems. The integration of civil and military
ATM systems where practicable, including the management of civil and State UAS
aircraft, policies and procedures to manage State aircraft that are non-compliant
with civil requirements, systems to manage civil and military SAR units, and joint
procurement of systems where possible.
g) Joint Civil-Military Aerodromes and Navigation Aids: The operation of joint
civil-military aerodromes if possible, and the provision of navigation aids that could
be utilised by both civil and military aircraft where practical.
h) Shared Civil-Military Data: The provision of ATS surveillance data from civil
surveillance systems to military units to improve monitoring (thereby minimising
the need for individual defence identification authorisation), trust and confidence.
The provision of surveillance data from military surveillance systems where this
would enhance ATS surveillance coverage and redundancy; suitably filtered as
appropriate.

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i) Common Civil-Military Training and Procedures. The familiarisation of civil

and military ATM personnel with each other’s systems and procedures, where
national security allows. Training and licensing of civil and military air traffic
controllers to equivalent standards. The implementation of the same or equivalent
standards, procedures and policies for the provision of ATS and the management of
air traffic.
j) Ballistic Launch and Space Re-entry. Effective coordination mechanisms
established by States responsible for ballistic launch and space re-entry activities to
ensure the safety of civil air navigation in the air and on the ground, with particular
emphasis on how such activity affects other States in terms of safety and efficiency.

5.32 The efficient management of rocket/missile launch and space re-entry activity by both
State and civil agencies is critical to minimise disruption to other airspace users. Increasingly, ballistic
launch and space re-entry activity may be conducted by other State or civil/private agencies, which
should conform with the same expectations in this Plan as military agencies. The coordination of all
the stakeholders will be enhanced by:
 coordination agreements between the State civil aviation authority, the ANSP, and
the launch/re-entry agency concerned; and
 strategic coordination conducted between the State civil aviation authority prior the
activity and tactical management of the launch/re-entry activity.

5.33 A State Planning Checklist and additional guidance for ballistic launch and space re-
entry activity is at https://www.icao.int/APAC/Pages/new-eDocs.aspx.

Airspace Equipage Mandates

5.34 From an operators’ perspective, the following were important considerations:

 Preparation Time: Operators need time to prepare for any mandated equipage
requirement – if new equipment is involved, several years may be required to allow
fitment to take place during normal airframe maintenance cycles.
 Cost Benefit: Operational improvements, including the use of new technologies or
implementing ASBUs, need to provide operational benefits that outweighed the total
cost of implementation and operation. This included the airspace user side of the
equation. States/ANSPs should carry out studies of the costs and benefits for all
stakeholders.
 Education and promulgation: States/ANSPs should work with local airlines and
International Organizations to ensure industry and other stakeholders are educated
and informed regarding upcoming aircraft equipage mandates very early in the
planning process. Ideally, the dialogue should begin with user consultation
pertaining to the selection of appropriate solutions. Once a decision has been made,
user education should include briefings, media notifications as well as required AIS
promulgation.
 Service Outcomes: States/ANSPs must ensure the service delivery efficiencies
enabled by an aircraft equipage mandate are actually delivered operationally
coincident with the implementation date of the mandate. If service delivery is
delayed, any related aircraft equipage mandate should also be delayed accordingly.
States/ANSPs should consider offering operational advantages to early adopters of
the desired equipage or capability to offset costs. This would enable operators to
make at least partial use of the mandated capability in advance of the mandated date.

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 Harmonization: it is essential that States/ANSPs harmonize requirements with

neighbours as far as practicable, including implementation dates.

 Regulatory considerations: it is essential that regulators are involved very early in

the planning process. Experience shows that regulatory approvals are often a
problem with the introduction of aircraft equipage mandated environments.

 High Seas: Where airspace over the High Seas is affected, States must ensure
appropriate ICAO processes are followed, including amendments to the required
ICAO provisions.

Regulation and Safe Operation of Unmanned Aircraft Systems

5.35 The Asia/Pacific UAS Task Force (APUAS/TF) was formed by APANPIRG to develop
guidance material to support an Asia/Pacific Seamless ATM Plan element, including regional
expectations for the regulation and safe operation of UAS that fell outside the scope of the ICAO
RPAS Panel, within non-segregated airspace and from an ATM perspective published in the ATM
section of the ICAO Asia/Pacific Regional Office eDocuments web-page at:
https://www.icao.int/APAC/Pages/new-eDocs.aspx.

5.36 ICAO Headquarters, supported by the Unmanned Aircraft Systems Advisory Group
(UAS-AG), had also developed a global resource of information and guidance material, including:
 the UAS Toolkit, providing general guidance on such issues as UAS regulations and
risk-based approaches to regulation, training and education needs and
authorizations, and examples of, and links to, existing UAS regulations of 39
States; and
 a UAS Traffic Management (UTM) framework, summarizing key principles,
lessons learned and best practices in the establishment of requirements for approval
of UTM service providers.
Note: the UTM framework is subject to ongoing development, in line with the
growth of global knowledge and experience in UTM.

5.37 The UAS Toolkit, UTM framework and other relevant information is available on the
ICAO Unmanned Aviation web pages at: https://www.icao.int/safety/UA/Pages/default.aspx.

5.38 Considering the rapid growth of the UAS industry, and the consequent economic and
social benefits arising, there is an immediate need for an aviation regulatory response to facilitate
access to non-segregated airspace while protecting the safety and access to airspace of conventional
airspace users. For this purpose, an Asia/Pacific regional performance expectation for the regulation
of UAS is included in PARS Phase II.

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CURRENT SITUATION

Aerodrome Analysis

6.1 In the 1990s and the first decade of the new millennium, aerodrome operators in Asia-
Pacific invested billions of dollars to enhance capacity of existing aerodromes and to build new ones
to meet increasing air traffic demand. Notable examples are the opening of Bangalore, Hong Kong,
Incheon, Kuala Lumpur International, Shanghai Pudong and Suvarnabhumi airports and the expansion
of New Delhi and Beijing Capital airports. The automation and the adoption of self-service
technology for passenger handling such as check-in and automated border control has enabled many
airports to build up capacity without expanding passenger terminal footprint.

6.2 Runways are typically the capacity bottleneck of aerodromes but aircraft parking stands,
baggage sorting and transfer facilities, aprons and passenger security screening points operating close
to or over capacity are becoming choke points as well, especially at hub airports. A-CDM promises to
alleviate congestion but the close collaboration between airport management and other stakeholders
such as its shareholder, ATM and airlines is essential to a coordinated development of the capacity of
the regional air transport network in the long-term.

Implementation Progress

6.3 The progress of implementation of the Plan had been unacceptably slow, with the Plan
having been endorsed by APANPIRG in 2013, and the Phase 1 elements expected to be at least partly
implemented by the start of Phase 1 in November 2015, to ensure a matching of ground-based
capability with that on modern aircraft systems. However, as at March 2019, the implementation
progress by States and Administrations that had been reporting was illustrated in Figure 7:

Figure 7: Percentage of Completed Seamless ATM Elements (March 2019)

6.4 The following APANPIRG Conclusions are related to implementation actions that
Asia/Pacific States and Administrations should have taken:
APANPIRG 24/55 State Seamless ATM Planning
That, given the urgency and priority of Seamless ATM planning for the Asia/Pacific as
acknowledged by the 46th Conference of Directors General of Civil Aviation (DGCA,
Osaka, Japan, 12-16 October 2009) and APANPIRG/22 (05-09 September 2011), States
should be urged to:
a) review Version 1.0 of the Asia/Pacific Seamless ATM Plan and utilise the Plan to
develop planning for State implementation of applicable Seamless ATM elements;
b) ensure relevant decision-makers are briefed on the Seamless ATM Plan;

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c) submit the first Regional Seamless ATM Reporting Form to the ICAO Regional Office
by 01 March 2014; and
d) where possible, participate and contribute to Seamless ATM system collaborative
training and research initiatives.

APANPIRG 27/1 Mobilization of Human / Financial Resources to Achieve the

Seamless ATM Plan Objectives
That, States/Administrations not achieving the expected implementation progress of
regional priorities for Air Navigation Systems, should: a) give highest priority to the
implementation of regional priorities and provide human/financial resources to CAAs
and ANSPs to complete Seamless ATM phase I implementation; and b) mobilize human
and financial resources to plan for timely implementation of phase 2 and phase 3
elements assessed as relevant by their national gap analysis.

6.5 In 2013, the Asia/Pacific Region agreed in endorsing APANPIRG Conclusion 24/55 that
it was essential to brief decision-makers and to review the Plan to develop State planning. Three years
later, APANPIRG/27 had noted that: the ten regional targets planned for completion in November
2015 were far from being achieved as of August 2016; the second cycle of the seamless ATM planning
is starting and needs focus from high decision makers to mobilize adequate resources.

6.6 Notwithstanding these APANPIRG Conclusions and associated Action Items (such as
Action Item 52/21) from the Conferences of Directors General of Civil Aviation Asia and Pacific
Regions, the lack of adherence to commitments first outlined in the Kansai Statement in 2009
indicated a lack of high-level agreement to modernisation by many States. Therefore, a stronger
emphasis on a whole-of government planning approach to include all stakeholders using a National
Air Navigation Plan (NANP) is necessary, to ensure greater buy-in, resource allocation and
accountability through monitoring.

Airspace and FIR Analysis

6.7 During earlier studies, there were several features of the lack of Seamless ANS facilities
and practices that had been evident in the Asia/Pacific region.
a) Size of FIR – fragmented FIRs resulting in flights transiting multiple FIRs with
multiple TOC points.
b) Traffic density – the capacity of ANSP infrastructure and airspace had not kept up
with traffic growth.
c) Airspace and ATS route design and capacity –
 route structure based on historical requirements and not on current aircraft
navigational capability;
 ground-based navigation aid routes, around which SUAs have grown;
 crossing tracks with and without ATS surveillance, whereby States mainly rely
on the use of FLAS for procedural flight level separation;
 requirement for vertical transitions because of the two different FLOS (metric
and imperial) in the region;
 routes with flight level, direction, and time restrictions making flight planning
more complex;
 routes with restrictions that are un-coordinated with neighbouring FIRs; and
 restrictive route structures agreed to in a historical context which is inadequate
for today’s traffic requirements.

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d) ATS surveillance and communications capability -

 non- existent/unreliable surveillance or communications capability at times;
 capability not fully utilised to provide appropriate level of service; and
 hand-off procedures not aligned to ATM facilities and capabilities.
e) Compatibility between FIRs –
 Infrastructure development based only on national requirements, resulting in
duplicated and yet uncoordinated facilities; and
 Unnecessarily conservative separation requirements at TOC points (it was not
clear if this is due to lack of confidence in adjacent FIRs capability to adhere to
agreed procedures, or for other operational reasons).
f) ATC standards –
 Apparent reluctance in applying ICAO standard separation minima (it was not
clear if this is due a lack of confidence in ATM competence or capability); and
 Although GNSS separation is available in Doc 4444, few ANSPs in the
Asia/Pacific Region used this as an alternative means of providing longitudinal
separation.
g) Focus groups
 Lack of effective focus groups to address airspace capacity and FIR issues,
although there had been an increase in informal and bi-lateral ATM
coordination;
 Lack of a requirement for regular review mechanisms of operational issues
within an FIR, including feedback from aircraft operators.
h) non-universal implementation of AIDC.

6.8 Generally flights operating on Major Traffic Flows (MTFs) between large FIRs
(particularly where there were multiple FIRs being provided services by one State) in Category R
airspace were already reasonably seamless, such as in the Pacific. However, apart from being largely
oceanic in nature, these MTFs had the advantage of being usually in an east/west alignment between
continents and were not impacted by busy crossing routes.

6.9 In addition, lower traffic density MTF enabled flexible tracks such as UPR applications.
It was notable that these MTFs tended to have dedicated focus groups like Informal South Pacific
ATS Coordinating Group (ISPACG) and Informal Pacific ATC Coordinating Group (IPACG)
conducting regular reviews of operational efficiency.

6.10 Where long and short haul routes crossed multiple smaller FIRs, particularly with busy
regional flows, there was a greater likelihood of reduced efficiency caused by a combination of
inconsistent application of ATM procedures and standards, non-harmonized infrastructure
development, route structure, TOC and other legacy issues. However, there were also examples of
partly Seamless ANS between some busy city pairs (such as Singapore/Kuala Lumpur and the Kuala
Lumpur/Bangkok) in the region, resulting from bilateral efforts between ANSPs.

6.11 The Pearl River Delta airspace contained very dense air traffic served by Hong Kong,
Macau, Shenzhen, and Guangzhou aerodromes, and associated heliports had Airspace Organization
and Management (AOM) and Civil-Military coordination issues that stemmed largely from the
division of responsibility between FIRs. Segregated SIDs and STARs, application of FUA and
holistic ‘Metroplex’ planning principles as well as more integrated ATS systems were needed to
achieve greater optimisation of the limited airspace available.

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Figure 8: South China Sea ATS surveillance gaps (as at September 2019)

Figure 9: South China Sea ATS DCPC VHF gaps (as at September 2019)

Note: Figure 9 only considers DCPC VHF communications and does not include other
forms of DCPC communications.

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6.12 Figure 10 and Figure 11 provide information on ATS surveillance and communication
gaps in the Bay of Bengal (BOB).

Figure 10: Bay of Bengal ATS surveillance gaps (as at September 2019)

Figure 11: Bay of Bengal ATS DCPC VHF gaps (as at September 2019)

6.13 The main areas of the Asia/Pacific region lacking ATS surveillance and DCPC VHF only
communication coverage which need to be rectified with such capability from ground or space-based
solutions due to traffic density, weather deviations and contingency responses are as follows:
a) highest priority: SCS airspace between China, Hong Kong China and the
Philippines (Figure 8 and Figure 9);

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b) high priority: BOB airspace between the Indian subcontinent and the Andaman
Islands (Figure 10 and Figure 11), the Indian subcontinent and the Arabian Sea;
c) medium priority: airspace between Indonesia and Australia (between Java and West
Australia); and
d) lower priority: Coral Sea between Papua New Guinea and Australia.

Europe – Asia/Pacific Trans-Regional Issues

6.14 A number of ATS routes from the Russian Federation converged within Mongolian
airspace because of the limited number of entry/exit points on the Mongolian/Chinese airspace
boundary. Military restrictions had affected ATS route development to China/Mongolia/DPRK and
Japanese airspace. An enhancement of Civil-Military cooperation and ATM coordination is necessary
to address these trans-regional issues.

6.15 There was a long-standing problem with the incompatibility of some elements of the
European On-Line Data Interchange (OLDI) system with the more global AIDC messages from the
Russian Federation to China and Mongolia.

6.16 Russia utilised a 30 km (16NM) separation within its upper airspace, while Mongolia
initially used 80NM when ATS surveillance was implemented in mid-2012, with an intention to
reduce this to a surveillance-based separation after appropriate training.

6.17 Given the need to minimise safety issues such as Large Height Deviations and to
improve confidence in order to minimise trans-regional separations, ATS surveillance data-sharing
between the Russian Federation and China/Mongolia is necessary in accordance with PASL Phase I,
even if only based on ADS-B.

North/South America – Asia/Pacific Trans-Regional Issues

6.18 There were no major trans-regional issues between Asia and North America via the
Anchorage Oceanic, Fukuoka and Oakland Oceanic FIR due to the continuing work at the IPACG
involving Japan and the United States. The Cross-Polar Working Group (CPWG) also discussed
operations extending into the area between Asia and North America. The Fukuoka and Oakland
Oceanic FIRs had high-density Category R airspace but is served by an OTS (PACOTS; Pacific
Organized Track System). ADS-C, CPDLC and AIDC were fully deployed in the Anchorage
Oceanic, Fukuoka and Oakland Oceanic FIRs, and common procedures, including 30NM separation
standards based on RNP4, DARP, UPR were applied.

6.19 The Oakland Oceanic FIR and South Pacific utilised technologies consistent with Block
0 and with Conflict Prediction and Resolution (CPAR), AIDC, CPDLC and ADS-C, were able to
provide a Seamless ANS service already between Asia/Pacific and North America. This included the
provision of UPRs and DARP where operationally possible. These developments had been managed
through the ISPACG, and were a model for other oceanic regions in the Asia/Pacific.

6.20 The airspace between the Pacific and South America had very low density traffic. South
American States had not yet developed the same Seamless ANS services capability in the trans-
regional airspace to support ATM and essential SAR services. However, Chile is an active member
of ISPACG.

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Middle East/Africa – Asia Trans-Regional Issues

6.21 The transition of traffic from the Muscat FIR to the Mumbai FIR is identified as a
contributing factor to the congestion in the Bahrain FIR and causal factor for the delayed departures
from airports, particularly in the United Arab Emirates. India had recently reduced horizontal
separation on some routes to 50/50NM. In addition, FLAS is also used in Arabian Sea Airspace and
applied to low density traffic against the higher density Middle East (MTF AR-5) routes. Owing to the
improved utilisation of CPDLC, FLAS is currently being used only on the following five ATS Routes
in Mumbai FIR: P751, G450 (non-CPDLC equipped aircraft), P570, N563 and M300.

6.22 Oman required 10 minute longitudinal separation between eastbound aircraft from the
United Arab Emirates regardless of the level the aircraft were climbing to, with plans to reduce this to
seven minutes, consistent with the 50NM standard applied within the Mumbai FIR. However, this is
still very restrictive, given the ATS surveillance coverage within the Muscat FIR and the fact that the
aircraft were climbing to a number of different flight levels.

6.23 The problem of OLDI conversions to AIDC between India and the Sultanate of Oman
had prevented implementation of AIDC trans-regionally in this area thus far.

ADS-B Collaboration

6.24 Potential projects highlighted in the past include ADS-B data sharing between Myanmar
and India over the BOB and among Singapore, Brunei Darussalam and the Philippines in the eastern
part of the SCS.

6.25 In May 2015 the ANSPs of India and Myanmar had signed an ADS-B data sharing
agreement at the sidelines of the CANSO Asia Pacific Conference in Fukuoka, Japan thus establishing
the collaborative framework for ADS-B data sharing involving ADS-B stations in India (Port Blair
and Agartala) and ADS-B stations in Myanmar (Coco Island and Sittwe). The objective was to
provide end-to-end surveillance for several busy airways over the BOB similar to that accomplished
over the SCS. India had also completed an agreement for implementation of Space based ADS-B Data
Services for the Oceanic Regions of Indian FIRs and the trials for the same is likely to commence by
Jan 2020.

6.26 ADS-B collaboration over the eastern part of the SCS had also been making progress.
Singapore had worked closely with the Philippines and Brunei Darussalam to share ADS-B data and
VHF communications to plug surveillance gaps on the trunk routes M767 and N884. SB ADS-B was
also being considered to fill any remaining gaps. When completed, these airways within the SCS
should have complete surveillance coverage.

United States NextGen Economic Benefits

6.27 The Federal Aviation Administration had conducted a business case study for the Next
Generation Air Transportation System (NextGen). NextGen is a wide-ranging transformation of the
air transportation system, including ATM technologies and procedures; airport infrastructure
improvements; and environmental, safety and security-related enhancements. It is consistent with the
GANP and the ASBU initiative.

6.28 The cost and benefit calculations underlying the business case for NextGen were based
on the FAA’s 2011 Mid-Term Concept of Operations and the 2012 NextGen Implementation Plan.
Modelling of NextGen benefits and costs was based on various inputs. For basic inputs, the USA used
traffic data from 2010, along with traffic and fleet forecasts released in early 2011. Recommended
economic values, such as those for passenger value of time, etc., were used from early 2011. Based
on these inputs, the FAA’s analysis showed that NextGen mid-term improvements (until 2020) would
generate more than two-and-a-half times in benefits as costs (Figure 12).

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Figure 12: Annual Costs and Benefits

6.29 Until 2016, NextGen had delivered about $2.7 billion worth of benefits. This figure is
composed of $900 million in airline direct operating cost savings and nearly $1.8 billion in passenger
time savings. Data from the US aviation system performance concluded that NextGen improvements
contribute to more on-time arrivals, fewer and shorter delays, fewer flight cancellations, and less time
waiting on the tarmac and in holding patterns

6.30 The NextGen business case focused on the direct benefits to aircraft operators,
passengers, and taxpayers from the rollout of NextGen improvements. Benefits identified in the
business case were:
 ADOC;
 PVT;
 Reduced FAA operating costs;
 Additional flights enabled by greater capacity;
 Reduced flight cancellations;
 Increased safety; and
 Environmental benefits from reduced aircraft emissions (CO2 only).

6.31 Types of benefits that were not included in the business case were:
 New jobs and economic growth associated with major technology initiatives;
 environmental benefits of bio-fuels or improved engine/aircraft technologies; and
 Environmental benefits from reduced aircraft emissions (NOX or SO2).

6.32 The resulting benefit estimates are shown in Figure 13:

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Figure 13: Types of NextGen Benefits until 2030

IATA Seamless ANS Cost-Benefit Analysis

6.33 As general rule, prior to any significant system change, a cost/benefit analysis (CBA)
would be conducted to demonstrate the value, negative or positive, of the projected change.

6.34 A CBA of the transition to an Asia Pacific Seamless ANS environment will be developed
when the Seamless ANS Plan has been accepted by APANPIRG on behalf of all Asia Pacific States.
Although each State retains responsibility for their sovereign airspace, acceptance of the Seamless
ANS Plan by APANPIRG, on behalf of all States, creates an obligation on each State, as far as
practicable, to follow the agreed upgrade path.

6.35 Although a CBA for the region would not be possible due to the complexity of the task, it
was felt necessary to demonstrate, at a high level, the benefits of the proposed Seamless ANS Plan.

6.36 IATA conducted an initial economic analysis which was tabled at APSAPG/3 (Chennai,
India, 21-25 January 2013).

6.37 Today, demand exceeds capacity at many locations and along some MTF. Many Asia
Pacific airports have implemented slot management schemes for part of the day when demand
exceeds supply. The consequence of this demand-supply gap is that many MTF are subjected to
lengthy delays (e.g. BOB) due to capacity limitations.

6.38 Any system delay causes the costs to increase exponentially. When the demand
approaches the capacity limits, aircraft must wait to use the system, or various parts of it, until they
can be accommodated. These delays impose costs both in terms of aircraft operating expenses and the
value of wasted passengers' time. In addition to the economic and cost benefits, the existing
operational environment also causes longer flight trajectory, inefficient airport capacity usage, flight
inefficiencies, higher CO2 emission impacting environment and lower predictability of flight
operations.

6.39 IATA’s initial economic analysis indicated that if the States in Asia Pacific do not
implement the critical ICAO ASBU elements of the Seamless ANS Draft Plan, aviation’s contribution
to the Regional GDP will fall from today’s 2.2% to 0.81% by 2030.

6.40 Although a ‘worst case’ scenario this would represent a Regional potential economic
benefit loss of US$16.63 billion per annum (based on 2012 data), which will reach an accumulated
loss of US$ 502 billion by 2030. Upgrading the existing operational environment of ATM is
essential in order to enhance the region’s economic growth.

6.41 It was arguable that a lack of investment in aviation infrastructure will result in this
investment being diverted to other sectors. However, investment in aviation infrastructure, given the
reliance in Asia/Pacific on aviation, will yield a greater benefit than any other transport modality.

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PERFORMANCE IMPROVEMENT PLAN

Preferred Aerodrome/Airspace and Route Specifications (PARS)

Note 1: prior to implementation, the applicability of PARS should be verified by analysis

of safety, current and forecast traffic demand, efficiency, predictability, cost effectiveness
and environment to meet expectations of stakeholders.

Note 2: Phase I had an expected implementation by 12 November 2015.

PARS Phase II (expected implementation by 07 November 2019)

Aerodrome Operations

7.1 All international aerodromes should enable, in accordance with an Airport Master Plan,
aerodrome management and coordination services:
a) when traffic density requires, an appropriate apron management service to regulate
aircraft operations in coordination with ATS;
b) ATS coordination (including meetings and agreements) related to:
 airport development and maintenance planning;
 local authority coordination (environmental, noise abatement, and obstacles);
c) regular airport capacity analysis, which included a detailed assessment of passenger,
airport gate, apron, taxiway and runway capacity.
Note 1: Sample runway capacity figures are provided from several States in Appendix D.

7.2 Where practicable, all international aerodromes should provide, in accordance with an
Airport Master Plan, the following facilities to optimise runway capacity:
a) additional runway(s) with adequate separation between runway centrelines for
parallel independent operations;
b) parallel taxiways, rapid exit taxiways at optimal locations to minimize runway
occupancy times and entry/exit taxiways;
c) rapid exit taxiway indicator lights (distance to go information to the nearest rapid
exit taxiway on the runway);
d) twin parallel taxiways to separate arrivals and departures;
e) perimeter taxiways to avoid runway crossings;
f) taxiway centreline lighting systems;
g) adequate manoeuvring area signage (to expedite aircraft movement);
h) holding bays;
i) additional apron space in contact stands for quick turnarounds;
j) short length or tailored runways to segregate low speed aircraft;
k) taxi bots or towing systems, preferably controlled by pilots, to ensure efficiency and
the optimal fuel loading for departure; and
l) advanced visual docking guidance systems.

7.3 All international aerodromes should operate an A-CDM system for ACIS integrated with
the ATM network function consistent with ACDM-B0/1 – 2 (Priority 1).

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Terminal Operations (Category T airspace)

7.4 Where practicable, all aerodromes should have RNAV 1 (ATS surveillance environment)
or RNP 1 (ATS surveillance and non-ATS surveillance environments) SID/STAR procedures
consistent with APTA-B0/2 (Priority 1).

Note 1: Where a short length or tailored runway designed to segregate low speed
aircraft is established, the runway should be served by PBN procedures including SID
and STAR that provided segregation from the procedures serving other aerodrome
runways as far as practicable.

Note 2: PBN procedures that overlay visual arrival and departure procedures should be
established where this provided an operational advantage.

7.5 Where practicable, all instrument runways serving aeroplanes should have the following
precision approach systems (or if an APV is not practical, PBN non-precision approaches) consistent
with APTA-B0/1 (Priority 1) and APTA-B0/3:
a) SBAS/GBAS precision approaches; or ILS/MLS approaches (with APV approach
as a backup); or
b) Approaches with Vertical Guidance (APV), either RNP APCH with Barometric
Vertical Navigation (Baro–VNAV) or augmented GNSS (e.g. SBAS); or
c) if an APV is not practical, straight-in RNP APCH with Lateral Navigation (LNAV).

Note: When establishing the implementation of PBN approach procedures in accordance

with Assembly Resolution A37-11, States should first conduct an analysis of the
instrument runway eligibility for APV approaches. This analysis should include the
feasibility of the APV at a particular location, the presence of regular commercial
operations and the current or projected user fleet capability for APV. Locations where
APV approach were either not feasible or where regular operators could not realise the
benefit of APV should implement RNP APCH with LNAV minima instead of APV, to
provide the safety benefits of straight-in approach procedures.

7.6 All international aerodromes with rotary wing operations should establish PBN
arrival/departure, approach and/or en-route transiting procedures. PBN Helicopter PinS Operations
should be established consistent with APTA-B0/6 where there is an operational benefit (Priority 3).

7.7 SBAS, GBAS, ABAS and MON systems should be established as appropriate to the
level and type of aircraft operations and the operating environment consistent with NAVS-B0/1 - 4,
subject to an assessment of benefits and costs.
Note 1: the application of GNSS and its augmentations such as GBAS Landing System
(GLS) is recommended where these systems were economically beneficial.
Note 2: As far as practicable, airspace and instrument flight procedures associated with
international aerodromes should not be constrained by international borders and
political barriers, and be established only after appropriate consideration of:
a) environmental efficiencies;
b) noise abatement and local authority regulations;
c) adjacent aerodromes;
d) conflicting instrument flight procedures; and
e) affected ATC units or ATM procedures.

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7.8 Unless supported by alternative means of ATS surveillance (such as radar, where there
are no plans for ADS-B), all Category T airspace supporting international aerodromes should be
designated as non-exclusive or exclusive as appropriate ADS-B airspace requiring operation of ADS-
B OUT using 1090ES with DO-260/260A and 260B capability to support ASUR-B0/1.
Note 1: non-exclusive means that non-ADS-B aircraft may enter the airspace, but may be
accorded a lower priority than ADS-B equipped aircraft, except for State aircraft.
Note 2: in areas where ADS-B based separation service was provided, a mandate for the
carriage of ADS-B OUT using 1090ES with DO260/60A or 260B is recommended.
Note 3: States should refer to the ADS-B implementation in the ICAO ADS-B
Implementation and Guidance Document (AIGD).

7.9 All Category T airspace supporting international aerodromes should require the carriage
of an operable mode S transponder within airspace where Mode S radar services are provided to
support ASUR-B0/3.

7.10 All Category T airspace supporting international aerodromes should be designated as

non-exclusive or exclusive PBN airspace as appropriate to allow operational priority for PBN
approved aircraft, except for State aircraft, to facilitate seamless operations and off-track events such
as weather deviations to support APTA-B0/1 – 3 and 6.

En-route Operations

7.11 Unless supported by alternative means of ATS surveillance (such as radar, where there
are no plans for ADS-B), all Category S upper controlled airspace supporting international
aerodromes should be designated as non-exclusive or exclusive as appropriate ADS-B airspace
requiring operation of ADS-B OUT using 1090ES with DO-260/260A and 260B capability to support
ASUR-B0/1.
7.12 All Category R and S upper controlled airspace should require the carriage of an operable
mode S transponder within airspace where Mode S radar services are provided to support ASUR-
B0/3.

7.13 All Category R and S upper controlled airspace should be designated as non-exclusive or
exclusive PBN airspace as appropriate to allow operational priority for PBN approved aircraft, except
for State aircraft, to facilitate seamless operations and off-track events such as weather deviations to
support APTA-B0/2.
Note 1: airspace mandates should be harmonised with adjacent airspace and
implemented in accordance with guidance provided in this document.

7.14 As far as practicable, all new ATS Routes should be PBN Routes in accordance with the
following specifications to support APTA-B0/1 – 8, and APTA-B1/1 – 5:
 Category R airspace – RNP 4, RNP 10 (RNAV 10) (other acceptable navigation
specifications – RNP 2 oceanic); and
 Category S airspace –RNAV 2 or RNP 2.
Note 1: ATS routes should be designated with a navigation performance specification
commensurate with the CNS/ATM operational environment (within Category S airspace,
the PBN specification is not significant to ATC as it is used for track-keeping assurance,
not ATC separation. The ATS route navigation performance specification selected should
be harmonised and utilise the least stringent requirement needed to support the intended
operation. When obstacle clearance or ATC separation requirements demand, a more
stringent navigation specification may be selected.

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Note 2: RNP 2 is expected to be utilised before Phase 2, when the RNP 2 instrument
procedure design, ATC separation standards and operational approval are in place. The
Asia/Pacific recognises an equivalency for RNP 2 as being an aircraft approved for
RNAV 2, RNP 1 and with GNSS. Prior to the ICAO standard flight plan being updated to
recognise RNP 2, States should ensure that aircraft operators with RNP 2 approval file
designator ‘Z’ in field 10 and ‘NAV/RNP 2’ in field 18 (in addition to designator ‘R’ to
indicate PBN approved).
Note 3: within Category R airspace, transition to RNP 4 or RNP 2 oceanic specifications
is recommended at the earliest opportunity. RNP 4 and RNP 2 requires ADS-C and
CPDLC, whereas RNP 2 oceanic requires dual independent installations.

Note 4: the Nineteenth Meeting of the Regional Airspace Safety Monitoring and Advisory
Group (RASMAG/19, 26 – 30 May 2014) endorsed the application of 8NM spaced RNAV
2 ATS routes within Category S airspace by the Republic of Korea, as it had
demonstrably met the Target Level of Safety.

7.15 All States should use the ICAO Table of Cruising Levels (FLOS) based on feet as
contained in Annex 2 Appendix 3a.

Civil-Military Cooperation

7.16 Civil-Military Airspace expectations are as follows:

a) SUA should only be established after due consideration of its effect on civil air
traffic by the appropriate Airspace Authority to ensure it will be:
 used for the purpose that it is established;
 used regularly;
 as small as possible, including any internal buffers, required to contain the
activity therein;
 if applicable, operated in accordance with FUA principles; and
 activated only when it is being utilised; and
b) SUA should be regularly reviewed to ensure the activities that affect the airspace,
and size and timing of such activity are accurately reflected by the SUA type,
dimensions, activation notice and duration of activation.

Unmanned Aircraft Systems

7.17 States should implement regulations supporting the integration of UAS operations in
non-segregated airspace, using a risk-based approach and in accordance with the Asia/Pacific
Regional Guidance for the Regulation of UAS, as a minimum.

Seamless PARS Phase III (expected implementation by 03 November 2022)

7.18 All international aerodromes should operate an A-CDM system integrated with the ATM
network, and an AOP and where practicable an APOC consistent with ACDM-B1/1 – 2.

7.19 All international aerodromes should implement CCO and CDO operations consistent
with APTA-B0/4 – 5 where practicable, and performance-based aerodrome operating minima-
advanced and basic aircraft consistent with APTA-B0/7 – 8.
Note: this does not preclude a State considering implementation of CCO/CDO and
performance-based aerodrome operating minima at other aerodromes as appropriate.

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7.20 Unless excepted by ATC, all aircraft operating within Category S and T controlled
airspace should have systems that enable basic airborne situational awareness AIRB and VSA and
where applicable, performance-based horizontal minima consistent with CSEP-B1/1 – 4.

7.21 As far as practicable, all new ATS Routes should be PBN Routes in accordance with the
following specifications to support COMS-B0/1 – 2, COMS-B1/1 – 3, APTA-B0/1 – 8, and APTA-
B1/1 – 5:
 Category R airspace – RNP 2 Oceanic (other acceptable navigation specification –
RNP 4); and
 Category S airspace –RNAV 2 or RNP 2.

PARS Phase IV (expected implementation by 27 November 2025)

7.22 All international aerodromes should implement advanced capability PBN SID and STAR
procedures and performance-based aerodrome operating minima for advanced aircraft with SVGS
consistent with APTA-B1/1 – 3.
Note: this does not preclude a State considering implementation of advanced capability
PBN SID and STAR procedures and performance-based aerodrome operating minima
for advanced aircraft at other aerodromes as appropriate.

7.23 Where there is an operational benefit, all international aerodromes should implement
Advanced CDO and CCO operations consistent with APTA-B1/4 – 5.

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Preferred ANS Service Levels (PASL)

Note: prior to the implementation, the applicability of PASL should be verified by

analysis of safety, current and forecast traffic demand, efficiency, predictability, cost
effectiveness and environment to meet expectations of stakeholders.

PASL Phase II (expected implementation by 07 November 2019)

ATS Communications

7.24 All ATS sectors providing ATS surveillance in adjacent airspace should have direct
speech circuits or digital voice communications, meeting pre-established safety and performance
requirements, and where practicable, automated hand-off procedures that allow the TOC of aircraft
without the necessity for voice communications, unless an aircraft requires special handling.
Note: this element is applicable to ATC sectors within ATS units and between ATS units
providing services in adjacent airspace.

7.25 Where applicable, all ATC Sectors should be supported by VDL Mode O/A and AMHS
communication systems consistent with COMI-B0/3, 7 (Priority 1).

7.26 ATS systems should enable AIDC (version 3 or later), or an alternative process that
achieves at least the same level of performance as AIDC, between en-route ATC units and terminal
ATC units where transfers of control are conducted consistent with FICE-B0/1, unless alternate
means of automated communication of ATM system track and flight plan data are employed (Priority
1). As far as practicable, the following AIDC messages types should be implemented:
 Advanced Boundary Information (ABI);
 Coordinate Estimate (EST);
 Acceptance (ACP);
 TOC; and
 Assumption of Control (AOC).
Note: States should note the necessity to utilise Logical Acknowledgement Message
processing (LAM) when implementing AIDC (refer to guidance in Chapter XX in PAN
ICD).

ATS Surveillance

7.27 ADS-B (using 1090ES), MLAT or radar surveillance systems should be used to provide
coverage of all Category S airspace as far as practicable, and Category T airspace supporting
international aerodromes, consistent with ASUR-B0/1 – 2. Data from ATS surveillance systems
should be integrated into operational ATC aircraft situation displays (standalone displays of ATS
surveillance data should not be used operationally).
Note 1: ATM systems, including ATS surveillance systems and the performance of those
systems, should support the capabilities of PBN navigation specifications and ATC
separation standards applicable within the airspace concerned. Guidance on the
performance of ATS communication and surveillance systems is available in ICAO
Document Doc 10037 (Global Operational Data-link Document)
Note 2: ATC units with ADS-B where Category S and Category T airspace supporting
high-density aerodromes may consider utilizing ADS-B for situational awareness and/or
separation.

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Note 3: ATC units operating within controlled airspace wholly served by Mode S SSR
and/or ADS-B surveillance should implement the use of the standard non-discrete Mode
A code 1000 for Mode S transponder equipped aircraft to reduce the reliance on
assignment of discrete Mode A SSR codes and hence reduce the incidence of code bin
exhaustion and duplication of code assignment.

7.28 Subject to appropriate filtering, ATS surveillance data, particularly from ADS-B, should
be shared with neighbouring ATC units to support ASUR-B0/1 – 2.

7.29 Within Category R airspace, ADS-C surveillance and CPDLC should be enabled to
support PBN-based separations, as well as UPR and DARP, consistent with COMS-B0/1 – 2 and
FRTO-B0/1-4 and FRTO-B1/1 – 7.
Note: At the 6th Worldwide Air Transport Conference (ATCONF, Montréal, 18-22 March
2013) support was expressed for work to be undertaken on the schemes of economic
incentives, ‘best equipped or capable, best served’ and ‘most capable, best served’
concepts. The CONOPS states that in each case where any aircraft that does not meet
specified requirements, it should receive a lower priority, except where prescribed (such
as for State aircraft).

7.30 Mode S surveillance and the use of Mode S Downlinked Aircraft Parameters (DAPS)
should be enabled in all upper level Category S airspace and all Category T airspace servicing high
density city pairs consistent with ASUR-B0/3. ATM automation system specifications should include
the processing and presentation in ATC human-machine interfaces and decision support and alerting
tools, the communications, navigation and approach aid indicators received in items 10 and 18 of FPL
and ATS messages, where applicable, and the following Mode S or ADS-B downlinked aircraft
parameters as a minimum:
 Aircraft Identification;
 Aircraft magnetic heading;
 Aircraft indicated airspeed or Mach Number; and
 Pilot selected altitude.
Note1: DAPS may not be present in downlinked reports from some aircraft ADS-B
applications.
Note 2: Downlinking of correct Aircraft Identification (Flight ID) enables automated
coupling of ATS surveillance system information with the flight plan, and unambiguous
ATC identification of aircraft. States should undertake comprehensive education
programs to ensure pilots set the correct Flight ID. Guidance on the correct use of the
aircraft identification function is provided in the ADS-B Implementation and Operations
Guidance Document, available on the ICAO Asia/Pacific Regional Office website.

7.31 ATS surveillance systems should enable basic conflict detection and conformance
monitoring STCA, MTCD, APW, APM and MSAW consistent with FRTO-B0/4 and SNET-B0/1 – 4
(Priority 1). Route Adherence Monitoring (RAM) should be utilised when monitoring PBN route
separations. Cleared Level Adherence Monitoring (CLAM) should be utilised to monitor RVSM
airspace.

Air Traffic Management

Note: ATM system design (including ATS communication and surveillance, ATC
separation minimum, aircraft speed control and ATC training) should be planned and
implemented to support optimal aerodrome and enroute operations determined by the
capacity expectations for the runway(s) and airspace concerned.

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7.32 All international aerodromes where ATFM facilities are required should be served by
AMAN/DMAN facilities consistent with RSEQ-B0/1 – 2 (Priority 1).
Note: All AMAN systems should take into account airport gates for runway selection and
other aircraft departures from adjacent gates that may affect arriving aircraft.

7.33 Controlled airspace classification should be consistent with Annex 11 Appendix 4 and
applied as follows:
a) Category R upper controlled airspace– Class A; and
b) Category S upper controlled airspace– Class A, or if there are high level general
aviation or military VFR operations: Class B or C; and
c) Category S lower controlled airspace- Class C, D or E airspace, as determined by
safety assessments.

7.34 All ATC units should authorise the use of the horizontal separation minima stated in ICAO
Doc 4444 (PANS ATM), or as close to the separation minima as practicable, taking into account such
factors as:
a) the automation of the ATM system, including automated hand-off between sectors;
b) the capability of the ATC communications system;
c) the performance of the ATS surveillance system, including data-sharing or
overlapping coverage at TOC points; and
d) ensuring the competency of air traffic controllers to apply the full tactical capability
of ATS surveillance systems.
Note 1: the delivery of ATC services should be based primarily on the CNS/ATM
capability. When using Annex 10 compliant ATS surveillance, 5NM (enroute) or 3NM
(terminal) surveillance-based separations should be authorised within ATC sectors. At the
TOC points in such environments, 5-10NM should be authorised with auto hand-off and
surveillance data-sharing or overlapping coverage at the TOC point, and 5-20NM without
auto hand-off, as determined by an appropriate safety assessment.
Note 2: the efficacy, continuity and availability of ATM services should be supported by
adherence with regional planning and guidance material regarding ATM automation
and ATM contingency systems (regarding ATM contingency operations, refer to the
Regional ATM Contingency Plan).

7.35 Priority for FLAS level allocations should be given to higher density ATS routes over
lower density ATS routes. FLAS should comply with Annex 2, Appendix 3a unless part of an OTS.
FLAS other than OTS should only be utilised for safety and efficiency reasons within:
a) Category R airspace with the agreement of all ANSPs that provide services:
 within the airspace concerned; and
 within adjacent airspace which is affected by the FLAS; or
b) Category S airspace with the agreement of all ANSPs that provide services:
 where crossing track conflictions occur within 50NM of the FIRB; and
 ATS surveillance coverage does not overlap the FIRB concerned, or ATS
surveillance data is not exchanged between the ATC units concerned.

7.36 ATC units should conduct Airspace Planning and enable systems that manage direct and
flexible routings where practicable, and the optimal operation of FUA consistent with FRTO-B0/1 –
4 (Priority 1).

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7.37 All ATC Sectors should have a nominal aircraft capacity figure based on a scientific
capacity study and safety assessment, to ensure safe and efficient aircraft operations.
Note: A study of the terminal ATC Sector airspace capacity every 15 minutes is provided
in Appendix D.

7.38 All ACCs operating within FIRs where demand may exceed capacity should implement
ATFM incorporating CDM to enhance capacity, using bi-lateral and multi-lateral agreements, initial
integration of ASM with ATFM, Collaborative Network Flight Updates, Basic Network Operation
Planning and Initial Airport/ATFM slots, A-CDM Network Interface and Dynamic Slot Allocation
consistent with NOPS-B0/1 – 5 (Priority 1).
Note 1: refer to the Asia/Pacific ATFM Framework on Collaborative ATFM for more
details on Network Operations expectations.

Note 2: full FUA is not yet incorporated into the Asia/Pacific ATFM Framework for
Collaborative ATFM.

7.39 ATC systems should utilise electronic flight progress strips wherever automation systems
allow the capability due to efficiency and transcription error/data mismatch issues.

Air Navigation Services

7.40 ATM systems should be supported by digitally-based AIM systems consistent with
DAIM-B1/1 – 6, in adherence with ICAO and regional AIM planning and guidance material. ATM
systems should be supported by aeronautical information digital data exchange of at a minimum,
version AIXM 5.1 (Priority 1).
Note: Regional AIM policies are contained within the Asia/Pacific Collaborative AIM
Plan.

7.41 Aeronautical meteorological observations, forecast, warning, climatological and

historical products (such as aerodrome meteorological forecasts and reports, aerodrome warnings and
wind shear warnings) should be disseminated to users consistent with AMET-B0/1-4, and in
accordance with global and regional guidance material. An agreement between the MET authority and
the appropriate ATS authority should be established to ensure the appropriate exchange of
meteorological information obtained from aircraft (Priority 1).

7.42 An appropriate enhanced SAR system and systems to support aircraft tracking capability
should be established consistent with the provisions of Annex 12 and to support GADS-B1/1 – 2, and
in accordance with the Asia/Pacific SAR Plan.

ANSP Human and Simulator Performance

7.43 The following systems should be established to support human performance in the
delivery of a Seamless ANS service. The systems should consider all the elements of the SHEL
Model (Software, Hardware, Environment and Liveware – humans), in accordance with the ICAO
Human Factors Digest No. 1 and related reference material:
a) human performance training for all managers of operational air navigation services
(such as aerodrome operators, ATC organisations and aeronautical
telecommunications), such training to include the importance of:
 a proactive organisational culture where managers and operational staff are
informed and safety is a first priority, using open communications and an
effective team management approach;

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 assessment and management of risks by safety review and assessment teams

comprising multidisciplinary operational staff and managers which review
safety performance and assess significant proposals for change to ATM
systems, particularly those related to human capabilities and limitations;
 human factors in –
o air safety investigation;
o system design (ergonomics, human-in-the-loop);
o effective training (including the improved application of simulators);
o fatigue management;
o automated safety nets; and
o contingency planning;
 effective safety reporting systems that –
o are non-punitive, supporting a ‘Just Culture’;
o promote open reporting to management; and
o focus on preventive (systemic), not corrective (individual) actions in
response to safety concerns, incidents and accidents.
b) human performance-based training and procedures for operational staff providing
ATS, including:
 the application of tactical, surveillance-based ATC separation;
 control techniques near minimum ATC separation; and
 responses to ATM contingency operations, irregular/abnormal operations and
safety net alerts.
c) human performance-based training and procedures for staff providing operational
air navigation services (such as aerodrome staff operating ‘airside’, air traffic
controllers and aeronautical telecommunications technicians) regarding the
importance of:
 an effective safety reporting culture; and
 ‘Just Culture’ (Priority 1).
Note 1: prevention of fatigue systems should be established to support human
performance in the delivery of a Seamless ANS service. The systems should be consistent
with guidance within ICAO Doc 9966 FRMS – Fatigue Risk Management System.

Note 2: regarding ATM contingency operations, refer to the Regional ATM Contingency
Plan.

Civil-Military Cooperation

7.44 Civil-Military ATM expectations are as follows:

a) a national Civil-Military body should be formed to coordinate strategic civil-
military activities (military training should be conducted in locations and/or at times
that do not adversely affect civilian operations, particularly those associated with
major aerodromes);
b) formal civil-military liaison should take place for tactical responses by encouraging
military participation at civil ATM meetings and within ATC Centres;

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c) integration of civil and military ATM systems using joint procurement, and sharing
of ATS surveillance data (especially from ADS-B systems) should be provided as
far as practicable;
d) joint provision of Civil-Military navigation aids and aerodromes;
e) common training should be conducted between civil and military ATM units in
areas of common interest; and
f) civil and military ATM units should utilize common procedures as far as
practicable.

Note: the term ‘military’ in this context may include other State functions such as
customs, police, and paramilitary activities.

7.45 All States with organisations that conduct ballistic launch or space re-entry activities
should ensure:
a) the development of written coordination agreements between the State civil aviation
authority and the launch/re-entry agency concerned;
b) that strategic coordination is conducted between the State civil aviation authority
and any States affected by the launch/re-entry activity at least 14 days prior to the
proposed activity, providing notice of at least:
i) three days for the defined launch window; and
ii) 24 hours for the actual planned launch timing;
c) that consideration of affected airspace users and ANSPs is made after consultation,
so that the size of the airspace affected is minimized and the launch window is
optimized for the least possible disruption to other users ; and
d) that communication is established with affected ANSPs to provide accurate and
timely information on the launch/re-entry activity to manage tactical responses (for
example, emergencies and activity completion) (Priority 1).
Note 1: increasingly, ballistic launch and space re-entry activity is being conducted by
commercial organisations, so this element applies equally to State or private operations.
Note 2: guidance for States on ballistic launch and space re-entry activity is available on
the ICAO Asia/Pacific eDocuments webpage.

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Seamless ANSPASL Phase III (expected implementation by 03 November 2022)

Aerodrome Operations

7.46 All ATC units providing services to international aerodromes should operate extended
arrival metering consistent with RSEQ-B1/1.

7.47 All ATC units providing services to international aerodromes should operate basic ATC
surface operations tools, comprehensive situational awareness, situational awareness, alerting service
consistent with SURF-B0/1 – 3.
7.48 All ATC units providing services to international (ICAO codes 3 and 4) aerodromes
should operate advanced surface traffic management visual aids, pilot comprehensive awareness and
runway alerting, enhanced ATC alerting, routing service to support ATC and enhanced vision systems
(EVS) for taxiing and runway safety alerting logic consistent with SURF-B1/1 – 5.
Note1: AMAN/DMAN arrival/departure management needs to be integrated with
advanced surface management systems: A-SMGCS with SMAN or ASDE-X.
Note 2: SURF standards are provided in EUROCAE/RTCA documents ED-159/DO-312/
ED-165.

7.49 All ATM systems serving international aerodromes should implement Data-link
Departure Clearance (DCL) compliant with EUROCAE WG78/RTCA SC 214 standards.

7.50 ATS surveillance systems should enable Enhanced STCA with aircraft parameters and in
complex TMAs consistent with SNET-B1/1 – 2.

En-Route Operations

7.51 ACCs should enable, where practicable, Free Route Airspace, RNP routes, Advanced
FUA and Airspace Management (ASM), Dynamic Sectorisation, Enhanced Conflict Detection Tools
and Conformance Monitoring and Multi-Sector Planner Function consistent with FRTO-B1/1 – 7.
Note: CPAR is a key enabler for ‘free route airspace’ and enroute UPR and DARP
operations.

7.52 All ACCs operating within FIRs where demand may exceed capacity should operate
systems that enable, where applicable, Short Term ATFM measures, Enhanced NOPS Planning,
Enhanced integration of airport operations and NOPS planning, Enhanced Traffic Complexity
Management, Full integration of ASM with ATFM, Initial Dynamic Airspace configurations,
Enhanced ATFM slot swapping, Extended Arrival Management, ATFM Target Times and
Collaborative Trajectory Options Programme consistent with NOPS-B1/1 – 10 supporting the
integration of time-based management within a flow centric approach, consistent with TBO-B0/1 and
TBO-B1/1.

7.53 All ATC units should be equipped with or be able to interface with communication
systems appropriate to support the service provided, consistent with:
a) COMI-B0/1 – 2, 4 – 6 including ACARS, ATN/OSI, VDL Mode 2 Basic, SATCOM
Class C Data, and HFDL; and

b) COMI-B1/1 – 4, including VDL Mode 2 Multi-Frequency, SATCOM Class B (SB-

S) Voice and Data, ATN/IPS and AeroMACS Ground-Ground; and

c) COMS-B0/1 – 2, including CPDLC (FANS 1/A & ATN B1) for domestic and
procedural airspace and ADS-C (FANS 1/A) for procedural airspace; and

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d) COMS-B1/1 – 3, including PBCS approved CPDLC (FANS 1/A+), ADS-C and

SATVOICE for domestic and procedural airspace.

Note 1: the Asia/Pacific Region has established the CRV (Common aeRonautical Virtual
private network), in order for ANSPs serving as Inter-regional Backbone Boundary
Intermediate Systems to connect to the IP network infrastructure of other regions.Note 2:
ANSPs should upgrade their ATS voice communication systems or implement
analogue/digital VoIP converters in compliance with the EUROCAE ED-137 standards
(interoperability standards for VOIP ATM components).

7.54 ACCs operating within Category R airspace should implement SB ADS-B consistent
with ASUR-B1/1, subject to an assessment of costs and benefits.

Note: this does not preclude the use of SB ADS-B by other ATC units to augment
surveillance capability or to act as a backup.

Air Navigation Services

7.55 ATM systems should be supported by digitally-based NOTAM consistent with DAIM-
B1/7.
Note: Regional AIM policies are contained within the Asia/Pacific Collaborative AIM
Plan.

7.56 All States should ensure that aeronautical meteorological products supported by
automated decision systems or aids using IWXXM consistent with AMET-B1/1 – 4.

PASL Phase IV (expected implementation by 27 November 2025)

NIL

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RESEARCH AND FUTURE DEVELOPMENT POSSIBILITIES

Research and Development

8.1 To develop the tools and systems required to meet foreseeable long-term requirements,
there is a need for States to undertake and co-operate on ATM Improvement. This includes major
efforts to define concepts, to extend knowledge and invent new solutions to future ATM challenges so
these new concepts are selected and applied in an appropriate timely manner. Such efforts could be
forged through collaborative partnerships between, States, ANSPs, International Organizations,
institutes of higher learning and specialised technical agencies. This concept is consistent with
Seamless ANS Principle 36 (Inter-regional cooperation (‘clustering’) for the research, development
and implementation of ATM projects).

8.2 The need for concepts beyond current technology and systems had been reinforced at
APANPIRG/23. With the end goal of a globally interoperable ATM system in mind, the region will
have to consider planning for a long term supporting concept and infrastructure. States should not
overlook the need to include the development of future ATM concepts that will ensure the safety and
fluidity of air transportation over the next few decades. The following are possible areas that should
be considered for future development, in order to continue pursuance of Seamless ANS beyond
ASBU Block 0 implementations and global interoperability:

a. Space-Based ATS Surveillance - The AN-Conf/12 endorsed Recommendation 1/9

regarding space-based ADS-B systems being included in the GANP (Appendix B);

b. Sub-Regional ATFM - Inter-linked (data-sharing) ATFM units (which may be virtual

offices) should be developed to serve various sub-regions. This concept is consistent
with Seamless ANS Principle 8 (Sub-regional ATFM based on system-wide CDM
serving the busiest terminal airspace and MTF). The Global ATM Operational
Concept paragraph 2.4.3 states: Demand and capacity balancing will be integrated
within the ATM system;

c. Collaborative Air Navigation Services - This concept is consistent with the following
Seamless ANS Principles: 9 (Cross-border/FIR cooperation for use of aeronautical
facilities and airspace, collaborative data sharing, airspace safety assessment and
ATM Contingency planning) and 15 (Collaboration by ANSPs for evaluation and
planning of ATM facilities). The AN-Conf/12 endorsed Recommendation 5/1,
regarding collaboration in airspace organization and routing, which emphasised, inter
alia, the need to take advantage of improved models for inter-regional coordination
and collaboration to achieve seamless air traffic management and more optimum
routes through airspace (Appendix B);

d. Airspace Optimisation - the CONOPS states: Where possible the number of FIRs
should be minimized particularly along traffic flows. FIRs should not necessarily be
based strictly on the boundaries of sovereign territories. This concept is consistent
with and the following Seamless ANS Principles: 12 (The optimisation of airspace
structure through amalgamation and use of technology) and 16 (Optimization of ATM
facilities through amalgamation and the use of technology, including automation,
satellite-based systems and remote facilities). The Global ATM Operational Concept
paragraph 2.2.2 states: While acknowledging sovereignty, airspace will be organized
globally. Homogeneous ATM areas and/or routing areas will be kept to a minimum,
and consideration will be given to consolidating adjacent areas;

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e. Consistent Operating Practices and Procedures - this is aligned with Seamless ANS
Principle 3 (Harmonised regional or sub-regional rules and guidelines) and 4
(Shared ATM operational standards, procedures, guidance materials through
common manuals and templates); and

f. Transition Altitude/Layer Harmonisation – this is consistent with AN-Conf/-12

Recommendation 5/1 b).

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MILESTONES, TIMELINES, PRIORITIES AND ACTIONS

Milestones

9.1 Section 7 (Performance Improvement Plan) provides milestones and timelines for a
number of elements in the PARS and PASL Phase II, III and IV, being effective 07 November 2019,
03 November 2022 and 27 November 2025 respectively. Phase I elements that had not been
completed as at 2019 were moved to Phase II.

9.2 It should be noted that States should commence planning for the various elements, such
as PBN specifications detailed in the PARS to cover overall ATM operations, taking into account the
whole phase of flight. This should be planned from the approval of this Plan, to ensure a smooth
transition by the onset of Phase I, and should include consideration of issues such as:
 aircraft equipage and certification;
 safety/operational analysis and assessment;
 cost-effectiveness;
 budgetary issues;
 development of operational procedures; and
 training.

9.3 States should commence planning for PBN specifications detailed in the PARS and other
initiatives which have been globally documented, to facilitate a smooth transition by the onset of
Phase I. The Regional PBN Plan is expected to transition to a general guideline for implementation
during this period, with the prescriptive PBN specifications being incorporated into this Plan.

9.4 Section 8 (Research and Future Development Possibilities) provides, subject to future
agreement by concerned parties, possible Seamless ANS improvements beyond 2019 until 2031.

Priorities

9.5 It is a matter for each State to determine priorities in accordance with its own economic,
environmental, safety and administrative drivers. Such drivers may include a data driven assessment
of their own performance.

Actions

9.6 Noting that the Plan had the status of guidance material in terms of regional policy
expectations, this Plan necessitated a number of implementation actions.

9.7 The ICAO Seamless ANS Reporting System supports the implementation of the global
and regional items by monitoring progress of States and administrations.

9.8 A non-binding NANP template is provided on the ICAO Asia/Pacific website under
‘eDocuments’ at https://www.icao.int/APAC/Pages/new-eDocs.aspx. States were expected to
maintain a NANP to ensure a whole-of-government level of planning. The NANP supports
implementation of the Global Air Navigation Plan and regional air navigation planning. The NANP
was expected to be accessible to key stakeholders, including ICAO; however, specific details related
to national security may be withheld from public release.

9.9 The NANP should detail the State’s assessment of its requirements and the
implementation process for applicable global and regional air navigation planning elements.

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9.10 States were expected to report their implementation progress and status of the applicable
global and regional air navigation planning elements at least once each year (preferably prior to 01
April) to support:
 global and regional plans (including the Seamless Air Traffic Management Plan and
the Regional Air Navigation Plan Volume III); and
 specific plans for aerodromes, Aeronautical Information Management, Air Traffic
Flow Management, Air Traffic Management contingency and Search and Rescue.

9.11 The NANP should include the following Basic Planning Elements:
Background – a brief introduction aimed at high level decision-makers that describes the
need for the plan with benefits and costs, including the necessity for global and regional
harmonization and interoperability:
a) general (not necessarily quantitative) description of the Plan’s benefits;
b) general description of the costs*; and
c) details of how the State Plan connects to the global and regional planning hierarchy.
*Note 1: this is a matter for the State to determine, and could be in terms of quantitative,
qualitative, cost of implementation or cost of not implementing.
*Note 2: ICAO do not require details of costs from States, as this is for the State’s benefit.

Stakeholder Consultation – high level descriptions and statements:

a) of the process used to consult with stakeholders, including the military; and
b) from key stakeholders (such as Heads of CAAs, ANSPs, military organisations, etc.)
endorsing the State Plan.

Analysis – Information on the State’s analysis of:

a) all applicable ASBU and regional elements deemed to be applicable, including a
statement of the State’s priorities* for implementation; and
b) elements that are deemed to be not applicable, and how these were determined.

*Note: this assessment should be guided by the priorities determined by APANPIRG

Planning – descriptions of:

a) the implementation process, such as how the different stakeholders will work
together, design systems and provide feedback on implementation; and
b) each applicable global and regional element’s implementation managers (those
responsible for execution of the implementation) and timelines.

Progress – details in the State Plan as to the progress of implementation against the
planning timelines.
Note: this also provides an indication that the Plan is a ‘living document’ subject to
periodic review and update.

9.12 APANPIRG and its contributory bodies such as the ATM Sub-group and the CNS Sub-
group are responsible for the oversight of air navigation issues within the Asia/Pacific, so these bodies
needed to be made aware of State implementation progress of Seamless ANS initiatives. APANPIRG
and its contributory bodies need to manage the implementation of Seamless ANS through the ASBU
framework and this Plan.

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9.13 Section 6 (Current Situation) provides detailed analysis and major concerns in the region.
Some of the non-ICAO sub-regional collaborative frameworks or actions have successfully achieved
ATM operational improvements in the past. These forums will continue to be important in Seamless
ANS implementation in the future.

9.14 The ICAO Asia and Pacific Regional Office is responsible for taking actions that assisted
the implementation of Seamless ANS within its accredited States. In addition, the Asia and Pacific
Regional Office coordinated with adjacent ICAO regional offices on an ad hoc basis or at relevant
trans-regional meetings.

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Appendix A: KANSAI Statement

The Directors General of Civil Aviation (DGCA) of the Asia and Pacific Regions met for the 46th
DGCA Conference in Japan, 12-16 October, 2009. Recalling that the 45th Conference had endorsed
the Theme Topic for the 46th DGCA Conference as “Seamless Sky: Bringing Together the Asia/Pacific
Regions,” Directors General of the Region held a productive discussion focusing on three aspects of
the “Seamless Sky,” namely Air Traffic Management (ATM), Air Cargo Security, and Aviation Safety,
and agreed to issue this Kansai Statement.

KANSAI STATEMENT

1. We recognized that as civil aviation develops and globalization progresses, harmonization in

civil aviation systems is becoming critically important in the Asia and Pacific Region, which has been
characterized by the diversities of the member States. What people expect from harmonization in civil
aviation is that aircraft operators will become capable of seamlessly flying between regions, that the
whole of the network will be secured at the agreed level, and that transparent and interoperable
standards will be set among States and regions. In this regard, “Seamless Sky” is particularly
important in the areas of air traffic management, aviation security and aviation safety.

2. Regarding Air Traffic Management (ATM), we recognized that the ICAO has been leading
the development and implementation of the Global Air Traffic Management system with the
implementation target of 2025. The Global Air Traffic Management system will be based on the
components described in the Global ATM Operational Concept. We also recognized that the United
States and Europe have been developing their future air traffic modernization programmes. Taking
such global trends of future ATM system into consideration, we recognized the necessity of planning
the future ATM system for the Asia and Pacific Region by the active collaboration and participation
of the whole of the Region. In this regard, we agreed that APANPIRG be the starting platform to
discuss and plan the future ATM system of the Asia and Pacific Region including targets and a time
schedule.

3. Regarding aviation security, we recognized the significance of enhancing air cargo security.
Such efforts will enable member States to protect the flow of air cargo, raise security standards and
facilitate international trade in the Asia and Pacific Region. To achieve these desired outcomes
effectively, member States are encouraged to collaborate with one another and with ICAO towards
developing internationally harmonized measures and processes in air cargo security. We agreed that
the further sharing of information and best practices should be promoted, and to consider including
provisions on air cargo security into Annex 17, taking into account the need to protect the entire cargo
supply chain.

4. Regarding the aviation safety, we acknowledged the ICAO’s leadership in the improvement
of aviation safety. We recognized the importance of the member States’ role in ensuring that their air
operators establish and maintain the highest standards in safety through the proper implementation of
Safety Management System as envisaged under the State Safety Programme. In addition, we
recognized the importance of the safety monitoring activities regarding foreign aircraft by the member
States in the Region. We agreed to further enhance the cooperation in these efforts and activities in the
Region in a harmonized manner.

5. We are determined to realize the Seamless Sky in the Asia and Pacific Region from this
conference onwards. We agreed to make efforts to move forward toward the harmonized aviation in
the Asia Pacific Region in cooperation with all the member States and the ICAO Asia Pacific
Regional Office.

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Appendix B: Relevant 12th Air Navigation Conference Recommendations

1 Recommendation 1/7 – Automatic dependent surveillance — broadcast

That States:
a) recognize the effective use of automatic dependent surveillance — broadcast (ADS-B)
and associated communication technologies in bridging surveillance gaps and its role in
supporting future trajectory-based air traffic management operating concepts, noting that
the full potential of ADS-B has yet to be fully realized;
b) recognize that cooperation between States is key towards improving flight efficiency
and enhancing safety involving the use of automatic dependent surveillance — broadcast
technology.
That ICAO:
c) urge States to share automatic dependent surveillance — broadcast (ADS-B) data to
enhance safety, increase efficiency and achieve seamless surveillance and to work
closely together to harmonize their ADS-B plans to optimize benefits.

2 Recommendation 1/9 – Space-based automatic dependent surveillance — broadcast

That ICAO:
a) support, subject to validation, the inclusion in the GANP, development and adoption
of space-based automatic dependent surveillance — broadcast surveillance as a
surveillance enabler;
b) develop Standards and Recommended Practices and guidance material to support
space-based automatic dependent surveillance — broadcast as appropriate; and
c) facilitate needed interactions among stakeholders, if necessary, to support this
technology.

3 Recommendation 2/1 – ICAO aviation system block upgrades relating to airport

capacity
That States:
a) according to their operational needs, implement the aviation system block upgrade
modules relating to airport capacity included in Block 0;
b) endorse the aviation system block upgrade modules relating to airport capacity
included in Block 1 and recommended that ICAO use them as the basis of its standards
work programme on the subject;
c) agree in principle to the aviation system block upgrade modules relating to airport
capacity included in Blocks 2 and 3 as the strategic direction for this subject.

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4 Recommendation 3/1 – ICAO aviation system block upgrades relating to

Interoperability and data – through globally interoperable system-wide information
management
That States:
a) endorse the aviation system block upgrade module relating to interoperability and data
– through globally interoperable system-wide information management included in
Block 1, and recommend that ICAO use it as the basis of its work programme on the
subject;
b) agree in principle with the aviation system block upgrade module relating to
interoperability and data – through globally interoperable system-wide information
management included in Block 2, as the strategic direction for this subject; and
That ICAO:
c) include, following further development and editorial review, the aviation system block
upgrade modules relating to interoperability and data – through globally interoperable
system-wide information management for inclusion in the draft Fourth Edition of the
Global Air Navigation Plan (Doc 9750, GANP).

5 Recommendation 4/2 – ICAO ASBU relating to ground surveillance using ADS-

B/MLAT, air traffic situational awareness, interval management and airborne
separation
That States:
a) according to their operational needs, to implement the aviation system block upgrade
modules relating to ground surveillance, improved air traffic situational awareness and
improved access to optimum flight levels included in Block 0;
b) endorse the aviation system block upgrade modules relating to interval management
included in Block 1 and recommend that ICAO use them as the basis of its work
programme on the subject;
c) endorse the aviation system block upgrade modules relating to airborne separation
included in Blocks 2 and 3 as the strategic direction for this subject;
That ICAO:
d) include, following further development and editorial review, the aviation system block
upgrade modules relating to airborne separation in the draft Fourth Edition of the Global
Air Navigation Plan;
e) adopt “airborne separation” concepts involving controllers assigning tasks to flight
crews, with controllers able to apply different, risk-based separation minima for properly
equipped ADS-B IN aircraft;
f) in the development of provisions, acknowledge the relationship between airborne
separation and airborne collision avoidance system;
g) modify aviation system block upgrade (ASBU) Module B2-85 to reflect e) and f),
modify ASBU Module B2-101 to reflect f); and
h) review the concept and terminology supporting B2-25 “airborne separation” and
amend the module accordingly.

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6 Recommendation 5/1 - Improved operations through enhanced airspace

organization and routing
Considering that performance-based navigation (PBN) is one of ICAO’s highest air
navigation priorities and the potential benefits achievable through creation of additional
capacity with PBN:
That States:
a) implement performance-based navigation in the en-route environment;
b) fully assess the operational, safety, performance and cost implications of a
harmonization of transition altitude and, if the benefits are proven to be appropriate,
undertake further action on a national and (sub) regional basis;
c) take advantage of improved models for inter-regional coordination and collaboration
to achieve seamless air traffic management and more optimum routes through the
airspace;
d) through the planning and implementation regional groups improve their methods of
coordination to increase implementation of en-route performance-based navigation in
order to achieve more optimum routes through the airspace;
That ICAO:
e) encourage the planning and implementation regional groups to support the early
deployment of performance-based navigation.

7 Recommendation 6/1 – Regional performance framework – planning methodologies

and tools
That States and PIRGs:
a) develop and maintain regional air navigation plans consistent with the Global Air
Navigation Plan;
b) finalize the alignment of regional air navigation plans with the Fourth Edition of the
Global Air Navigation Plan by May 2014;
c) focus on implementing aviation system block upgrade Block 0 Modules on the basis of
operational requirements, recognizing that these modules are ready for deployment;
d) use the electronic regional air navigation plans as the primary tool to assist in the
implementation of the agreed regional planning framework for air navigation services
and facilities;
e) consider how the continuous monitoring approach to safety oversight maps to the
evaluation of Member States’ safety oversight capabilities concerning aviation system
block upgrades;
f) involve regulatory and industry personnel during all stages of planning and
implementation of aviation system block upgrade modules;
g) develop action plans to address the identified impediments to air traffic management
modernization as part of aviation system block upgrade planning and implementation
activities.

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8 Recommendation 6/4 – Human performance

That ICAO:
a) integrate human performance as an essential element for the implementation of ASBU
modules for considerations in the planning and design phase of new systems and
technologies, as well as at the implementation phase, as part of a safety management
approach. This includes a strategy for change management and the clarification of the
roles, responsibilities and accountabilities of the aviation professionals involved;
b) develop guidance principles, guidance material and provisions, including SARPs as
necessary, on ATM personnel training and licensing including instructors and assessors,
and on the use of synthetic training devices, with a view to promoting harmonization, and
consider leading this effort with the support of States and industry;
c) develop guidance material on using field experience and scientific knowledge in
human performance approaches through the identification of human-centred operational
and regulatory processes to address both current safety priorities and the challenges of
future systems and technologies;
d) assess the impact of new technologies on competencies of existing aviation personnel,
and prioritize and develop competency-based provisions for training and licensing to
attain global harmonization;
e) establish provisions for fatigue risk management for safety within air traffic services
operations;
f) develop guidance material on different categories of synthetic training devices and
their respective usage;
g) provide human performance data, information and examples of operational and
regulatory developments to ICAO for the benefit of the global aviation community;
h) support all ICAO activities in the human performance field through the contribution of
human performance expertise and resources;
i) adopt airspace procedures, aircraft systems, and space-based/ground-based systems
that take into account human capabilities and limitations and that identify when human
intervention is required to maintain optimum safety and efficiency; and
j) investigate methods to encourage adequate numbers of high quality aviation
professionals of the future and ensure training programmes are in line with the skills and
knowledge necessary to undertake their roles within a changing industry.

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9 Recommendation 6/12 – Prioritization and categorization of block upgrade modules

That States and PIRGs:
a) continue to take a coordinated approach among air traffic management stakeholders to
achieve effective investment into airborne equipment and ground facilities;
b) take a considerate approach when mandating avionics equipage in its own jurisdiction
of air navigation systems provision, taking into account of burdens on operators
including foreign registry and the need for consequential regional/global harmonization;
That ICAO:
a) continue to work on guidance material for the categorization of block upgrade
modules for implementation priority and provide guidance as necessary to planning and
implementation regional groups and States;
b) modify the block upgrade module naming and numbering system using, as a basis, the
intuitive samples agreed by the Conference; and
c) identify modules in Block 1 considered to be essential for implementation at a global
level in terms of the minimum path to global interoperability and safety with due regard
to regional diversity.

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Appendix C: Seamless ANS Principles

People: Cultural and Political Background

1. High-level political support (including development of educational information

for decision-makers) to support Seamless ANS initiatives, including military
cooperation and AIM.
2. Education and implementation of non-punitive reporting and continuous SMS
improvement systems.

Aviation Regulations, Standards and Procedures

3. Harmonised regional or sub-regional rules and guidelines, modelled on the

regional application of common regulations incorporated by reference into local
legislation.
4. Shared ATM operational standards, procedures, guidance materials through
common manuals and templates.
5. The promotion of mutual recognition of ATM qualifications between States.
6. An emphasis on delivery of ATM services based on CNS capability, resulting in
flexible, dynamic systems.
7. The use of high-fidelity simulators to train controllers on the optimal application
of ATC separations and procedures that support Seamless ANS applications,
emergency and contingency responses, testing of software releases, and may
serve as a backup ATM platform.

ATM Coordination

8. Sub-regional ATFM based on system-wide CDM serving the busiest terminal

airspace and MTF.
9. Cross-border/FIR cooperation for use of aeronautical facilities and airspace,
collaborative data sharing, airspace safety assessment and ATM Contingency
planning.
10. Encouragement of military participation in civil ATM meetings and in ATS
Centres where necessary.
Airspace Organisation

11. Promoting flexible use airspace arrangements and regular review of airspace to
ensure it is appropriate in terms of purpose, size, activation and designation.
12. The optimisation of airspace structure through amalgamation and use of
technology.

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 Asia/Pacific Seamless ANS Plan V3.0

Facilities: Aerodromes

13. To encourage aerodrome operators to actively participate in ATM coordination in

respect of Airport CDM development and operational planning, including
aerodrome complexity and capacity.
14. Planning and coordination with local authorities and government agencies to take
into account environmental issues, obstacles, aerodrome and PBN development.
ATS Units

15. Collaboration by ANSPs for evaluation and planning of ATM facilities.

16. Optimization of ATM facilities through amalgamation and the use of technology,
including automation, satellite-based systems and remote facilities.
Navigation Aids

17. The continued rationalisation of terrestrial navigation aids to satellite-based

procedures, while retaining a minimum network necessary to maintain safety of
aircraft operations.
18. Support for a GNSS-based global PBN approval standard.
19. Regional cooperation for augmentation systems in terms of interoperability and
increased service areas, and a GNSS ionospheric monitoring network.
Telecommunication

20. Encouragement of the use of ground-ground ATN/AMHS and diverse satellite

communication systems.
21. Enhancement of data-link capabilities (VHF including VDL M2, SATCOM).
22. Where cost beneficial and appropriate, the implementation of:
 SATVOICE technologies and standards;
 HF data-link;
 VSAT networks in support of COM and SUR.
23. The prioritisation of AIDC systems to alleviate ATC coordination issues.
ATS Surveillance

24. The encouragement of ADS-B and/or MLAT implementation to improve ATS

surveillance coverage, redundancy and multiple tracking capability.
25. Establishment of ADS-C where radar, ADS-B (including satellite –based ADS-B)
and/or MLAT is not possible.
26. Expansion of ATS surveillance data-sharing initiatives.

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 Asia/Pacific Seamless ANS Plan V3.0

Technology and Information: Flight Operations

27. Implementation of UPR and DARP where practicable.

28. Implementation of CDO and CCO where possible.
29. The encouragement of appropriate technologies that support Trajectory-Based
Operations.
Aeronautical Data

30. Early implementation of AIM, including cooperative development of aeronautical

databases and SWIM to support interoperable operations.
ATM Systems and Safety Nets

31. Application of ground-based safety nets, which includes tactical and strategic
conflict probing (such as APW, STCA) and MSAW.
32. Support for Inter-facility Flight Data Processing System capability.
33. Collaborative development of CDM, ATFM, A/MAN and D/MAN support tools.
34. Encouragement of Digital ATIS and VOLMET information systems.
35. Encourage sharing of air traffic data between military ATM systems and civil
ATM systems.
ATM Modernisation Projects

36. Inter-regional cooperation (‘clustering’) for the research, development and

implementation of ATM projects.
37. A focus on technologies for earliest deployment and best cost benefits.

60
 Asia/Pacific Seamless ANS Plan V3.0

Appendix D: Capacity Expectations

1 Capacity metrics will vary considerably, depending upon many factors such as the COM
and SUR capabilities, the presence of terrain, physical attributes of aerodromes and weather. Thus the
expectations outlined for the following States need to be treated with caution, however they form a
useful guide as to the sort of capability being achieved with modern systems and appropriately trained
controllers.

2 Table D1 provides an indication of potential Aerodrome Arrival Rate (AAR) for a single
runway, given aircraft ground speeds and aircraft spacing near the runway threshold
(source: Guide for the Application of a Common Methodology to Estimate Airport and ATC Sector
Capacity for the SAM Region, Attachment 7: Calculation of the Aerodrome Acceptance Rate used by
the FAA ).

Speed 3NM 3.5NM 4NM 4.5NM 5NM 6NM 7NM 8NM 9NM 10NM
140kt 46 40 35 31 28 23 20 17 15 14
130kt 43 37 32 28 26 21 18 16 14 13
120kt 40 34 30 26 24 20 17 15 13 12
Table D1: Potential Runway Arrival Rate

3 ATC capacity calculations needed to take into account the volume of airspace of each sector,
which varied considerably by State, and factors such as automation, density of traffic and complexity
of routes/airspace. The ICAO Manual on Collaborative Air Traffic Flow Management (Doc 9971)
contained guidelines for ATC sector capacity assessment. Table G2 provides simplified ATC sector
calculation guidance from Doc 9971.

Average sector flight time (minutes) Optimum sector capacity value (aircraft)
3 minutes 5 aircraft
4 7
5 8
6 10
7 12
8 13
9 15
10 17
11 18
12 minutes or more 18
Table D2: Simplified ATC Sector Capacity Table (no complexity/automation allowance)

4 Australia, Japan, New Zealand, Singapore, Thailand and the United States provided
runway and airspace (ATC Sector) capacity data, to indicate potential capacity figures in varying
Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC)
circumstances.

Australia

5 Brisbane and Melbourne aerodrome capacity expectations:

 single runway: 48 (24 arrivals - 150 seconds between arrivals, 24 departures, VMC);
 single runway: 40 (20 arrivals - 180 seconds, 20 departures, IMC).

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 Asia/Pacific Seamless ANS Plan V3.0

Japan

6 Aerodrome capacity expectations:

 Narita (dual runways): 56-64;
 Haneda (4 runways): 74.

New Zealand

7 Auckland aerodrome capacity expectations:

 single runway: 45 (VMC);
 single runway: 39 (IMC circling);
 single runway: 37 IMC below circling with missed approach protection for jets);
 single runway: 32 (IMC below circling with missed approach protection)

8 ATC Sector capacity expectations:

 terminal/low level Category T airspace: 12 aircraft; and
 en-route Category S airspace: 15 aircraft;
 en-route Category R airspace: 15 aircraft.

Singapore

9 Changi aerodrome capacity expectations:

 single runway: 30 (IMC); and
 two parallel/near parallel runways: 72 (IMC);
 three parallel/near parallel runways: to be confirmed, possibly 100+ (IMC).

10 ATC Sector capacity expectations:

 terminal/low level Category T airspace: 14 aircraft; and
 en-route Category S airspace (sector dimension of 150NM x 100NM): 7 aircraft
(extrapolated √6.66 x airspace volume = 2.58 x 7 = 18).

Thailand

11 Suvarnabhumi aerodrome capacity expectations:

 single runway: 34 (VMC/IMC).

United States of America

12 Table D3 provides an indication of optimal aerodrome parallel or near parallel arrival

rate runway arrival capacity at selected USA aerodromes. It should be noted that multiple runway
combinations or whether runways were used for arrivals, departures, or both yielded a number of
permutations from the data.

Aerodrome Runways IMC VMC

ATL 5 104 126
ORD 5 84 112
DFW 5 90 96

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 Asia/Pacific Seamless ANS Plan V3.0

ATL 4 92 112
DEN 4 - 114
LAX 4 64 80
ORD 4 - 92
ATL 3 76 96
DEN 3 - 96
IAD 3 72 100
ATL 2 68 82
JFK 2 - 58
SDF 2 40 52
ATL 1 34 42
SDF 1 20 26
SFO 1 25 27
Table D3: Capacity at selected US airports

13 Average aerodrome arrival capacity expectations (range):

 single runway: IMC average 26 (25-34), VMC average 32 (26-42);
 two parallel/near parallel runways: IMC 55 (40-68), VMC 64 (52-82);
 three parallel/near parallel runways: IMC 74 (72-76), VMC 97 (96-100);
 four parallel/near parallel runways: IMC 78 (64-92), VMC 100 (80-112);
 five parallel/near parallel runways: IMC 92 (84-104), VMC 111 (96-126).

14 ATC Sector capacity expectations:

 terminal/low level Category T airspace: 12-18 aircraft; and
 en-route Category S airspace: 16-20 aircraft; and
 en-route Category R airspace: 17-24 aircraft.

Summary

15 Table D4 summarises runway and airspace capacity expectations from States, with
the greatest capacity achieved in optimum conditions highlighted in bold.
Parallel or Near Parallel Runway Capacity ATC Sector Capacity
1 2 3 4 5 T S R
Australia 40-48
Japan 56-64 74
NZ 32-40 12 15 15
Singapore 30 72 14 18
Thailand 34
USA 61 95 150 177 211 12-18 16-20 17-24
Doc 9971 Simplified Table Comparison 15 18 18
Table D4: Capacity Expectations Summary

Note: Given the unique operation environment and constraints of individual States, these
figures are indicative only and do not represent the same expectation across different
States in the region

Appendix E: List of References

Global and Regional Framework

63
 Asia/Pacific Seamless ANS Plan V3.0

Doc 9673 Asia/Pacific Regional Air Navigation Plan

Doc 9750 Global Air Navigation Plan
Doc 9854 Global Air Traffic Management Operational Concept
Doc 10004 Global Aviation Safety Plan

Air Navigation Services

Annex 10 Aeronautical Telecommunications

Annex 11 Air Traffic Services (particularly Chapter 2 [2.1 and 2.30], and Attachment C)
ASBU Document
ASEAN Master Plan on ASEAN Connectivity
Asia/Pacific Air Traffic Flow Management Concept of Operations
Asia/Pacific Air Navigation Concept of Operations
Asia/Pacific Regional Performance-Based Navigation Implementation Plan (V4.0)
Circular 330 Civil-Military Cooperation in Air Traffic Management
Doc 4444 Procedures for Air Navigation Services Air Traffic Management (PANS ATM)
Doc 8071 Manual on Testing of Radio Navigation Aids Volume 2
Doc 9613 Performance-based Navigation Manual
Doc 9882 Manual on ATM System Requirements
Doc 9883 Manual on Global Performance of the Air Navigation System
Doc 9906 Quality Assurance Manual for flight Procedure Design Volume 5
Doc 9971 Manual on Collaborative Air Traffic Flow Management
Global Operational Data-link Document
ICAO AN-Conf/12 Yellow Cover Report on Agenda Item 1
Roadmap for the Transition from AIS to AIM

Flight Operations

Annex 6 Operation of Aircraft

Doc 8168 Procedure for Air Navigation Service Aircraft Operations Volume I Flight Procedures
Doc 8168 Procedure for Air Navigation Service Aircraft Operations Volume II Flight Procedures
Doc 9931 Continuous Descent Operations (CDO) Manual
Doc 9993 Continuous Climb Operations (CCO) Manual

Human Factors

Annex 1 Personnel Licensing

Circular 214 Fundamentals on Human Factors
Circular 227 Training of Operational Personnel on Human Factors
Circular 241 Human Factors in ATC
Circular 249 Human Factors in CNS and ATM Systems
Circular 318 Language Testing Criteria for Global Harmonization
Circular 323 Guidelines for Aviation English Training Programmes
Doc 9835 Manual on the Implementation of ICAO Language Proficiency Requirements
Doc 9966 Fatigue Risk Management Systems
Human Factors Digest No. 1

64
 Appendix B to the Report on Agenda Item 3.2

[State] National Air Navigation Plan

Template version 6.0

Note to States (delete this note) - The NANP doesn’t need to be called a ‘NANP’. It can be titled
whatever the State wants, and could be several different documents depending on how the State does
planning. It could even be in html form using an Internet-based portal instead of a traditional document,
as long as it sets out key steps in the planning process.

NANP are primarily for the State and not the region, so ICAO is only interested that that State has a
NANP, and that it addressed certain Basic Planning Elements (BPEs). The detail within each BPE is not
really of interest to ICAO either, especially the security-related parts which should only be made available
to State officials. NANP excerpts should be all that required to establish the structure of the NANP that
addresses the BPEs.

1
Contents
Contents ......................................................................................................................................................... i
Background ................................................................................................................................................... 1
Stakeholder Consultation .............................................................................................................................. 2
Analysis ........................................................................................................................................................ 3
Planning ........................................................................................................................................................ 4
Progress ......................................................................................................................................................... 8

i
Background
Specific regional blue text to be modified by other regions as required

States to modify the yellow text accordingly

1.1 The Asia/Pacific Seamless ANS Plan, which was first approved by the Twenty Fourth
Meeting of the International Civil Aviation Organization (ICAO) Asia/Pacific Air Navigation Planning
and Implementation Regional Group (APANPIRG/24, September 2013), is the regional air navigation
planning framework for the civil aviation system. The Asia/Pacific Seamless ANS Plan also contains
expectations for military and other State agencies whose activities interface with civil aviation.

1.2 This National Air Navigation Plan (NANP) is necessary to describe the State’s planning
arrangements to align with both regional and global objectives, to ensure the greatest degree of
harmonization and interoperability with other States.

1.3 Insert here a brief introduction aimed at high level decision-makers that further describes the
purpose for the NANP in the context of the State’s aviation system, challenges to the aviation system
such as increased passenger demand and how important aviation is to the State in terms of its economy,
transport connectivity, etc. Some States may wish to include reference to the specific ICAO and
governmental policies that determine objectives, priorities and development directions.

1.4 Describe the scope of what the National Air Navigation Plan (NANP) covers, who it affects,
and what is expected to be achieved, including the necessity for global and regional harmonization and
interoperability.

1.5 Provide a general (not necessarily quantitative) description of the Plan’s benefits.

1.6 Provide a general description of the costs. It should be noted that this is a matter for the State
to determine, and could be in terms of quantitative, qualitative, cost of implementation or cost of not
implementation. ICAO does not require details of costs from States, as this is for the State’s benefit.

1.7 Provide details of how the NANP connects to the global and regional planning hierarchy.

1
Stakeholder Consultation
2.1 The Asia/Pacific Seamless ANS Plan was expected to be implemented by the use of a NANP
that encompassed a whole-of-government approach. Key stakeholders were expected to include military
agencies, heads of regulatory bodies and Air Navigation Service Providers (ANSPs), and users such as
airlines.

2.2 Provide a high level description of the process used to consult the NANP with affected
stakeholders, including military agencies.

2.3 Insert here statements from Heads of CAAs, ANSPs, military agencies, space launch
agencies, airlines, major airports etc. At the end of this Section there should be a place for the Heads to
sign the document to indicate their concurrence and their organisation’s continued support for the agreed
plans in the NANP.

2
Analysis
3.1 Insert here Information on the State’s analysis of all applicable Aviation System Block
Upgrade (ASBU) and regional elements deemed to be applicable to the State, including a statement of the
State’s priorities for implementation. This assessment should be guided by the priorities determined by
APANPIRG.

3.2 Describe the ASBU and regional elements that are deemed to be not applicable, and how
these were determined.

3
Planning
4.1 The following section contains descriptions of the implementation process for each planning
element, such as how the different stakeholders will work together, design systems and provide feedback
on implementation and post-implementation. Each applicable global and regional element’s
implementation managers (those responsible for execution of the implementation) and the project
timelines are provided, including regular review milestones.

4.2 Table X provides an overview of the planning elements that originate from the Global Air
Navigation Plan and their priorities. Table Y provides an overview of the regionally-specific planning
elements that originate from the Planning and Implementation Regional Group (PIRG).

Functional Regional State

Element
Category Priority Priority
AMET-B0/1 – 4: Meteorological observations, 1
forecast, warning, climatological and historical
products, and dissemination (PASL 7.41)
AMET-B1/1 – 4: Meteorological products supported 2
by automated decision systems or aids using IWXXM
(PASL 7.55)
DATM-B1/1 – 7: Provision of quality-assured digital 1
aeronautical data and information, including AIP,
terrain and obstacle, aerodrome and instrument flight
procedure data sets, and NOTAM improvements
(PASL 7.40)
FICE-B0/1: Automated basic AIDC (PASL 7.26) 1
ACDM-B0/1-2: ACIS (PARS 7.3) 1
ACDM-B1/1 – 2: Airport CDM Integration with ATM 2
Information Network, AOP and APOC (PARS 7.18)
APTA-B0/1 – 2: Basic PBN SID and STAR 1
procedures, PBN non-precision approaches (PARS
7.4, 7.5, 7.10, 7.13)
APTA-B0/3 and 6: SBAS/GBAS CAT I precision 3
approach procedures, and PBN Helicopter PinS
Operations (PARS 7.6, 7.7)
APTA-B0/4 – 5, 7 – 8: CDO (Basic) and CCO (Basic), 2
and performance-based aerodrome operating minima
for advanced/basic aircraft (PARS 7.19)
APTA-B1/1 – 5: advanced capability PBN approaches, 3
PBN SID and STAR procedures and performance-
based aerodrome operating minima for advanced
aircraft with SVGS, CDO and CCO (Advanced)
(PASL 7.14, PARS 7.21, 7.22)
CSEP-B1/1 – 4: basic airborne situational awareness 2
Operational
AIRB and VSA (PARS 7.20)

4
 FRTO-B0/1 – 4: Direct routing, Airspace Planning and 1
FUA, Flexible Routings, and basic conflict detection
and conformance monitoring (PASL 7.29, 7.31, 7.36)
FRTO-B1/1 – 7: Free Route Airspace, RNP routes, 2
Advanced FUA and Airspace Management (ASM),
Dynamic Sectorisation, Enhanced Conflict Detection
Tools and Conformance Monitoring, and Multi-Sector
Planner Function (PASL 7.29, 7.51)
NOPS-B0/1 – 5: Initial integration of ASM with 1
ATFM, Collaborative Network Flight Updates, Basic
Network Operation Planning and Initial
Airport/ATFM slots, A-CDM Network Interface and
Dynamic Slot Allocation (PASL 7.38)
NOPS-B1/1 – 10: Short Term ATFM measures, 2
Enhanced NOPS Planning, Enhanced integration of
airport operations and NOPS planning, Enhanced
Traffic Complexity Management, Full integration of
ASM with ATFM, Initial Dynamic Airspace
configurations, Enhanced ATFM slot swapping,
Extended Arrival Management, ATFM Target Times
and Collaborative Trajectory Options Programme
Operational (PASL 7.52)
OPFL-B0/1: ITP 3
OPFL-B1/1: CDP 3
RATS-B1/1 – Remotely Operated Aerodrome Air 3
Traffic Services
RSEQ-B0/1 – 2: Arrival and Departure Management 1
(PASL 7.32)
RSEQ-B0/3 – Point merge 3
RSEQ-B1/1 – Extended arrival metering (PASL 7.46) 2
SNET-B0/1 – 4: STCA, MSAW, APW, APM (PASL 1
7.31)
SNET-B1/1 – 2: Enhanced STCA with aircraft 2
parameters and in complex TMAs (PASL 7.50)
SURF-B0/1 – 3: Basic ATC surface operations tools, 2
comprehensive situational awareness, situational
awareness, alerting service (PASL 7.47)
SURF-B1/1 – 5: Advanced surface traffic management 2
visual aids, pilot comprehensive awareness and
runway alerting, enhanced ATC alerting, routing
service to support ATC and EVS for taxiing (PASL
7.48)
Operational TBO-B0/1: Introduction of time-based management 2

5
 within a flow centric approach (PASL 7.52)
TBO-B1/1 – Initial Integration of time-based decision 2
making processes (PASL 7.52)
ASUR-B0/1 – 3: ADS-B, MLAT, SSR-DAPS (PARS 1
7.8, 7.11, PASL 7.26, 7.28, 7.30)
ASUR-B1/1 – Reception of aircraft ADS-B signals 2
from space (SB ADS-B) (PASL 7.54)
COMI-B0/1 – 2, 4 – 6: ACARS, ATN/OSI, VDL 2
Mode 2 Basic, SATCOM Class C Data, HFDL (PASL
7.54)
COMI-B0/3, 7: VDL Mode O/A, AMHS (PASL 7.25) 1
COMI-B1/1 – 4: VDL Mode 2 Multi-Frequency, 2
CNS SATCOM Class B (SB-S) Voice and Data, ATN/IPS
Technology and AeroMACS Ground-Ground (PASL 7.53)
and Services COMS-B0/1 – 2: CPDLC (FANS 1/A & ATN B1) for 2
domestic and procedural airspace and ADS-C (FANS
1/A) for procedural airspace
(PARS 7.14, PASL 7.29, 7.53)
COMS-B1/1 – 3: PBCS approved CPDLC (FANS 2
1/A+), ADS-C and SATVOICE for domestic and
procedural airspace (PARS 7.14, PASL 7.53)
NAVS-B0/1 – 4: SBAS, GBAS, ABAS, MON (PARS 2
7.7)
NAVS-B1/1: Extended GBAS 3
Table X: Regional Planning Elements Related to the GANP

Functional Regional State

Regional Seamless ANS Element
Category Priority Priority
Aerodrome management and coordination (PARS 7.1) 2
Optimization of runway capacity facilities (PARS 7.2) 3
ADS-B, SSR Mode S and PBN Airspace 2
(PARS 7.8, 7.9, 7.10)
Flight Level Orientation Scheme (FLOS) (PARS 7.12) 2
Civil/Military SUA management (PARS 7.13) 1
Adjacent ATS sector coordination (PASL 7.19) 2
Airspace classification (PASL 7.28) 2
ATC horizontal separation (PASL 7.29) 2
Operational Flight Level Allocation Schemes (FLAS) (PASL 7.30) 2
ATC sector capacity (PASL 7.32) 2
Electronic Flight Progress Strips (PASL 7.34) 2
Enhanced SAR systems (PASL 7.37) 1
ANSP human and simulator performance (PASL 7.38) 1
Civil/Military strategic and tactical coordination 1

6
 (PASL 7.39)
Civil/Military common procedures and training (PASL 2
7.39)
Ballistic launches/space re-entry management (PASL 1
7.40)
Unmanned Aircraft Systems (PARS TBA) 2
ATS surveillance data sharing (PASL 7.23) 2
CNS
Civil Military integrated systems and facilities (PASL 2
Technology
7.39)
and Services
Departure Clearance (DCL) (PASL 7.44) 2
Table Y: Regional Planning Elements Related to Regionally-Specific Requirements

4.3 X

7
Progress
5.1 The following section contains details of the progress of implementation of each element
against the planning timelines. It should regularly updated to reflect the actual implementation of the
applicable elements.

5.2 This section should also provide information on the results and lessons learnt from post-
implementation reviews, including the effectiveness of any improvements against planning goals and Key
Performance Indicators.

8
 Appendix C to the Report on Agenda Item 3.2

INTERNATIONAL CIVIL AVIATION ORGANIZATION

ASIA-PACIFIC AIR TRAFFIC MANAGEMENT PERFORMANCE

MEASUREMENT FRAMEWORK

Version 1.0, November 2019

This Framework was developed by the Regional ATM Performance

Measurement and Framework Small Working Group (RAPMF/SWG,
supported by NUAA of China), and was endorsed by the Seventh Meeting of
the Air Traffic Management Subgroup (ATM/SG/7) and approved by the
Thirtieth Meeting of the Asia Pacific Air Navigation Planning and
Implementation Regional Group (APANPIRG/30).

Approved by APANPIRG/30 and published by the

ICAO Asia and Pacific Office, Bangkok
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0

CONTENTS

BACKGROUND .................................................................................................................................... 1

FRAMEWORK COMPOSITION .......................................................................................................... 4

KPI FRAMEWORK – FIRST STAGE ................................................................................................ 12

KPI FRAMEWORK – SECOND STAGE ........................................................................................... 20

KPI FRAMEWORK – THIRD STAGE ............................................................................................... 26

KEY PERFORMANCE INDICATORS FOR SAFETY ...................................................................... 34

Step-By-Step Performance-Based Approach ........................................................................................ 38

Appendix A: ICAO and GANP Performance Indicators Frameworks ................................................. 52

Appendix 2: Filed Flight Plan En-Route Extension Rate/Actual En-Route Extension Rate ................ 54

Appendix 3: Abbreviations ................................................................................................................... 56

1
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0

BACKGROUND

Overview

1.1 With huge economic increase in Asia-Pacific region, air transportation has been
developing rapidly, which leads to a large raise of flights. Considering massive and high density of air
traffic is exposed to countries in Asia-Pacific region, some of the international flights may cross the
national border during the flight operation phase. Lack of unified management approach and
evaluation standard, many unexpected accidents have taken place.

1.2 ICAO data indicates that the Asia/Pacific Region in 2011 was the busiest in the world in
terms of Passenger Kilometres Performed (PKP): 1,496 billion compared to 1,434 for North America
and 1,385 for Europe, with growth rates of 8.0 - 8.8%, 2.3 - 3.5% and 4.2 - 4.8% over the 2012-2014
period respectively. In 2012, the Asia/Pacific region had the largest regional market share of total
domestic and international Revenue Passenger Kilometres (RPK) at 30%, compared to 27% for both
Europe and North America. Under the circumstances of those, in 2013, ICAO has published Asia-
Pacific Seamless ATM Plan, which provides a framework for a transition to a seamless ATM
environment, in order to meet future performance requirements. The objective of this plan is to
facilitate Asia-Pacific Seamless ATM operations, by developing and deploying ATM solutions
capable of ensuring safety and efficiency of air transport throughout the Asia-Pacific region. In the
context of globalization, this plan provides the opportunity for the Asia/Pacific region to adopt the
benefits from research and development conducted by various States including the NextGen (United
States of America), the European Single European Sky ATM Research (SESAR), and Japanese
Collaborative Actions for Renovation of Air Traffic Systems (CARATS).

1.3 This report is aimed at providing a systematic and scientific performance framework to
evaluate the operation performance which is subject to Key Performance Area of air transport system
in Asia-Pacific region. The performance oriented and data based approach is according to Doc 9883
Manual on Global Performance of the Air Navigation System to select the Key Performance
Indicators, which has been considered about the operation features and the availability of data of Asia-
Pacific region. To achieve the goals of Seamless ATM operations, the most widely accepted KPAs
such as safety, capacity, efficiency, predictability, environment and cost-efficiency to evaluate the
operation performance of ANSPs (Air Navigation Service Providers) and AOs (Aerodrome
Operators) should be used. Furthermore, this would improve the performance of air transportation
system and aid decision making for ANSPs and AOs.

1.4 Most of current practice for KPA and KPI can be found in the International Civil
Aviation Organization (ICAO). A review of current practice which is carried out by ANSPs and
national regulating authorities shows that most organizations attempt to comply with the ICAO
framework when monitoring performance. However, not all KPAs have useful KPIs to provide
stakeholders with unique information. The following sources provide some of the additional
information of KPAs and KPIs, which are regionally and globally used:
 Global Air Traffic Management Operational Concept (ICAO Doc 9854)
International Civil Aviation Organization, 2005.
 Global Air navigation plan (ICAO Doc 9750), International Civil Aviation
Organization, 2013.
 Manual on Global Performance of the Air Navigation System (ICAO Doc 9883),
International Civil Aviation Organization, 2009.
 EUR Region Performance Framework Document (EUR Doc 030), International
Civil Aviation Organization, 2014.
 Airport CDM Implementation, European Organization for the Safety of Air
Navigation, 2012.

1
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0

 The PRC’S European ATM Performance Measurement System, European

Organization for the Safety of Air Navigation, 2011.
 Comparison of Air Traffic Management-Related 2013 Operational Performance:
U.S./Europe, EUROCONTROL/FAA Air Traffic Organization System Operations
Services, 2014.
 Performance Review Report: An Assessment of ATM in EUROPE during the
Calendar Year 2014, European Organization for the Safety of Air Navigation, 2015.
 Recommended Key Performance Indicators for Measuring ANSP Operational
Performance, civil air navigation services organization, 2015.
 Services Charter 2014/15-2015/16, Airservices Australia, 2015.
 A brief to china’s ATM KPIs, 2014.
 The report of china civil flights operation efficiency in 2014, Airspace Operation
Center of China,2015.
 European Union Regulation (EU) No 390/2013,
 UK NATS Fuel Efficiency Metric (3Di)

1.5 In consideration of serviceability of those practices, ICAO and EUROCONTROL’s work

was used as reference. ICAO has identified 11 KPAs for monitoring performance of ATM system,
which have been described in ICAO’s Global Air Traffic Management Operational Concept Report
(Doc 9854) and Manual on Global Performance of the Air Navigation System (Doc 9883). Those
documents contain a high level description of goals of the Performance-Based Approach (PBA) to
management, especially the Doc 9883 which describes the foundational requirements for measuring
performance and a list of key performance indicators (KPIs) that may be considered for tracking
operational performance.

1.6 Following the 12th Air Navigation Conference (ANC/12), ICAO produced the Global
Air Navigation Plan 2013-2018, Fourth Edition (Doc 9750) (GANP). This document specifies air
navigation technology improvements as a series of ‘Aviation System Block Upgrades’ (ASBUs),
which is a programmatic and flexible global system engineering approach to allowing all Member
States to advance their air navigation capabilities based on their specific operational requirements.
The ultimate objective of ICAO is to urge all Member States to align their future aviation system
developments against the GANP to achieve a seamless sky and global harmonization. The Sixth
Edition of the GANP (2019) is taken as reference.

1.7 More detailed information on the ASBUs is provided on the ICAO GANP Portal at
https://www4.icao.int/ganpportal/.

1.8 As is shown in Figure 1, ICAO has identified a number of concepts to describe different
elements which have different characters and function. This introduces the concept of the performance
evaluation framework to refine the indicators.

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Figure 1: ICAO Performance Evaluation Framework

1.9 Moreover, CANSO’s safety programme helps ANSPs improve safety through elements
such as safety management systems, best practices and benchmarking. Seeking predictive measures of
risk and positive safety performance metrics, the Safety Performance Measurement Workgroup
(SPMWG) in Canso creates new leading indicators so that members of CANSO can better understand
their safety performance and risk control effectiveness.

1.10 In China, CAAC (Air Traffic Management Bureau) formulates the Civil Aviation ATM
Modernization Strategy(CAAMS). CAAMS evolves from navigation alone to providing
comprehensive ATM services, in combine with the Required Communication Performance (RCP),
Required Navigation Performance (RNP) and Required Surveillance Performance (RSP) of airborne
system and ground system, so as to provide differentiated ATM service capability based on different
performance levels and requirements of airspace users. Besides, CAAMS has developed a complete
performance system about its main tasks, including safety, capacity, efficiency, service, management.

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FRAMEWORK COMPOSITION

Key Performance Areas

2.1 There are a number of features of the air transport system which have constraints
imposed by external bodies. These constraints reduce the ability of stakeholders to make a full trade-
off between KPAs. The requirements imposed by external agencies must be strictly observed and
performance must be optimized subject to those requirements.

2.2 Over and above these constraints, there are trade-offs that can be made. For example, an
ATSP may choose to implement a higher level of safety than imposed by the regulator if it believes
this reflects the users’ preferences. This choice would be made in the full knowledge that there would
be trade-offs with other KPAs e.g. delays may increase or costs would be higher.

2.3 It is possible that the regulatory process may facilitate this type of information exchange
between users and ATS Providers by establishing a formal means of consultation. Since trade-offs
between the key performances areas are inevitable, it is necessary to ensure that the trade-offs that
will be made are done in such a way as to increase the overall benefits of the system to users.

2.4 To assist the process of assessing the costs and benefits of the trade-offs it is necessary to
have an over-arching objective for the air transport system. An appropriate objective is to give users
over the long term safe services and the levels of capacity and quality they require, and for which they
are prepared to pay, with price being based on the costs of efficient operations.”

2.5 With a focus on this objective, stakeholders can decide how changes to the current
system will increase the benefits over and above the status quo and how this will be monitored by the
indicators. For example, if demand for ATS is expected to grow beyond the present capacity of the
system there are two possible outcomes. If capacity does not expand to meet the demand then indirect
costs will increase due to, for example, additional delays.

2.6 If capacity is increased to cope with the additional demand, the direct cost of providing
ATS will increase. There is a direct conflict between indicators measuring delays and indicators
measuring cost. The decision to go ahead with the capacity increase will depend on the relative value
users place on increased delays that will occur when current capacity is fully utilized and the
increased cost of ATS necessary to fund the extra capacity. The desired response is for additional
capacity to be provided up to the point where the additional benefits cover the extra costs.

2.7 As the Asia-Pacific Seamless ATM Plan said, the applicability of Preferred
Aerodrome/Airspace, Route Specifications (PARS) and Preferred ATM Service Levels (PASL)
should be verified by analysing safety, current and forecast traffic demand, efficiency, predictability,
cost effectiveness and environment to meet expectations of stakeholders. In those KPAs, cost
effectiveness and environment are highly related to efficiency, and traffic demand has also been
embodied in capacity.

Capacity

2.8 Capacity of airport terminal, runway and en-route ATC sector mentioned in the
performance improvement plan of the Asia-Pacific Seamless ATM Plan should be monitored and
assessed. In research and development part, the problem about balancing demand and capacity is
emphasized to be integrated within the ATM system. There are some specific requirements in ASBU.
Before 2018 Asia-Pacific ATM performance of capacity was expected to reach the standard level of
Block 0. For example, B0-APAT, B0-RESQ, B0-ACDM in performance improvement areas of
greener airport are mentioned in order to improve the capacity of runway, namely, the capacity
bottleneck.

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2.9 Never before has air transport been so rapidly developing as it is today. Accordingly,
compared with the early stage of development, the complexity of air traffic environment is increasing
as well.

2.10 The method of how to accurately , reasonably and effectively assess airspace and airport
capacity will become the most important basis of the implementation of air traffic flow management,
maintain the balance of airspace system between supply and demand and improve the flight
punctuality. Capacity is the description of airspace and airport capability. To meet the demand of air
traffic, it is needed to select and implement comprehensive capacity assessment indicators to improve
the ability to assess the accuracy and timeliness of the results.

2.1 It will bring benefits to improvement and perfection of airspace and airport management
and can help to improve level of air traffic flow management, go further to promote air space proper
planning. It has an extremely important significance to alleviate the contradiction between the
increasing air traffic flow and the scarce air space resource. Next, assess air space capacity from the
perspective of the spatial dimension and the match of capacity and demands.

2.11 All of capacity KPIs should be implemented in Stage 1.

Efficiency

2.12 Efficiency, the same as safety, is another main goal of Asia-Pacific Seamless ATM
operations plan. Asia-Pacific Seamless ATM Plan divides the operation phase into aerodrome
operation, terminal operation and en-route operation to execute performance evaluation and
performance improvement plan. So, our report establishes a phased evaluation approach according to
the plan to making a fine analysis and finding the targeted pressure point. The seamless skies initiative
is designed to improve the efficiency of air navigation services through increased harmonization,
interoperability and flight path optimization which are detailed in B0-SURF, B0-FICE, B0-AMET,
B0-RESQ, B0-ACDM, B0-FRTO, B0-OPFL, B0-TBO, B0-CDO and B0-CCO.

2.13 The efficiency of air traffic control department reflects the utilization of airspace
resources. As Doc.9883 stated, efficiency should comprise both “Temporal Efficiency” (i.e. delay)
and “Flight Efficiency” (trajectory oriented), so the indicators are enumerated to assess the efficiency
of air traffic control system from the dimension of time and space.

Time Dimension

2.14 Based on a time dimension for evaluating efficiency, indicators which are called delay or
additional flight time, mainly reflect the difference between estimated or unimpeded time and actual
time by each airspace unit. Due to large difference in operating characteristics of each flight phase and
management of ANSPs, it is necessary to evaluate the efficiency of aircraft in terms of different flight
phases.

Space dimension

2.15 The space discussed here not only refers to habitable three-dimensional space but also
the conditional space of capacity and complexity etc. Efficiency based on the dimension of space is
the utilization ratio of space resource of ANSPs.

2.16 Flight Efficiency under space dimension can be measured in terms of the deviation from
four- dimension trajectory or flight dynamic data.(i.e. number of changing heading) Deviation can
take several forms and include additional route length, non-optimum vertical profile, speed
differences from the optimum, additional taxi time and time in stack. For example, a measure of
efficiency should be based on fuel consumption, though it varies markedly by phase of flight.

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2.17 Comparing total fuel consumption for a given journey with the optimum for aircraft
types in service, might be a better measure. However, this was abandoned considering the
accessibility of fuel consumption data.

Predictability

2.18 Predictability is defined in ICAO document 9854, Global Air Traffic Management
Operational Concept as the “ability of airspace users and ANSPs to provide consistent and dependable
levels of performance”. If delay is entirely predictable at different time of a day not varying from its
predicted value, an aircraft operator will calculate anticipated delays in consideration of schedule and
flights will always arrive on time. As delay variability grows, more and more disruption will influence
an aircraft operator’s schedule and flight connectivity will be damaged. Lateness causes increased
operating costs for an aircraft operator due to the inefficient use of resources and support facilities.
Earliness could be considered as a lost opportunity for fleet and crew usage.

2.19 Similar to efficiency focusing on the utilization of resource, predictability, however, pays
particular emphasis on consistent and efficient use of airspace or other resource based on flight plan
and history data.

Safety

2.20 In the Asia/Pacific region, safety is certainly the number one priority of air navigation
service providers. For this reason, a large share of KPIs and activities supporting this over-arching
goal are related to safety. To ensure that safety remains an integral part in evolution of aviation
system which becomes more and more complex, States and service providers are encouraged to
proactively engage in safety risk modelling. The improved understanding of how various elements of
ATM system contribute to overall safety levels can not only help to better identify risk areas today but
also ameliorate the system to improve performance in the future.

2.21 For safety performance metrics, there is specific working group to study and promote the
performance indicators. In the construction of this framework, safety is taken as an individual section
which will not be focused on. However, relevant indicators are provided as reference.

2.22 According to ICAO, within the safety KPA common metrics focus on the number of
accidents normalized through the number of operations or the total flight hours. Differences arise in
definition of terms and filtering criteria are used for data counting. The part introduces some KPIs for
evaluating the management level and going further to improve the safety performance. Indicators are
divided into lagging indicators and leading indicators. Lagging indicators are some statistics about
aviation safety accident and potential accident, which reflect the aviation safety condition directly;
leading indicators is safety predication indicator which could analysis flight operation situation
through civil aviation big data to predict pressure point and ensure the aviation safety in strategy and
pre-tactical phase.

2.23 Accident occurrences only provide a limited insight into flight operations safety, in part
because they represent a very narrow range from which to draw conclusions. Traditional accident or
serious incident reports may only reveal the tip of the pyramid. Therefore, as illustrated in Figure 2,
the SRC intends to adopt progressively a more thorough approach to safety performance
measurement.

2.24 The role of ATM safety is to ensure adequate separation of aircraft from one another,
from other objects and from the ground. The principal basis of the SRC assessment of safety
performance therefore reflects this role, and mainly consists of measurement of the ATM contribution
to aircraft accidents and incidents, for all types of operations occurring in all classes of airspace,
categorized according to the level of risk and expressed in terms of air to air, air to ground or ground
to ground safety occurrences.

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Figure 2: Safety triangle

Environment

2.25 According to the development plan of Asia/Pacific Seamless ATM Plan, environment is
one of the requisite performance objective areas for meeting the expectation of stakeholders.
Considering the technical aspect of Asia-Pacific region, many countries can’t meet the requirement of
data statistics. In the view of PRU, the performance of environment could be expressed by
inefficiency in terms of time, fuel and emission. But in Asia-Pacific region, inappropriate city
planning makes noise of flight during the operation phase of approaching and climbing a serious
problem. Those KPIs are expected to help Asia-Pacific region to abate the adverse impact on
environment in the future. So in the first implement stage which has been defined in this report, some
efficiency KPIs are used as alternatives.

Cost-Efficiency

2.26 There is a high level of heterogeneity in the Air Navigation Services (ANS) industry. The
relationship between inputs and outputs of provision of ATM/CNS services is obviously displayed in
Figure 3. [ANSPs econometric cost-efficiency benchmarking].

Figure 3: Relationship between costs and outputs

2.27 An ANSP provides a specific level of ATC capacity which is determined by the number
of airspace sectors that can be opened in its airspace for a given duration. This ATC capacity is used
to cope with a specific and exogenous traffic demand (number of aircraft/flights that are planned to
cross the ANSP’s airspace).One could consider that the capacity provided by the ANSP corresponds
to an “intermediate” output while the “final” output would be measured in terms of traffic volumes
controlled in the ANSP’s airspace.

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2.28 The relationship between inputs/costs and final output/traffic demand depends on the
ANSP’s ability to efficiently use its resources to provide a certain level of ATC capacity and on the
extent to which the capacity provided is in line with the traffic demand. The overall “outcome” of this
process is the extent to which the flight (final output) has been safely controlled in a swift and timely
manner.

2.29 According to the development plan of Asia-Pacific Seamless ATM plan, the cost
efficiency is one of the four requisite performance objectives. And the implementation of ABSU
Block upgrades will require investment decision to be made by ANSPs. However, Asia-Pacific
ANSPs operate in operational and economic conditions that vary significantly from country to
country. Significant time is required to implement some KPIs and most of the cost KPIs are placed in
the second stage.

Key Performance Indicators

2.30 An indicator is a unit or a method of performance measurement. Driven by data, it is

based on the expectation of performance improvement to select key performance indicators. Divided
by the way of function of KPI in each key performance area and differences in Dimensions of
Statistics, it systematically displays the hierarchical construction of indicator framework. Some
indicators that get more attention are separately defined to highlight its importance. Description of
each key performance indicator includes Measurement Units, Variants, Parameters, Data Requirement
and References.

2.31 Relevantly, indicators need to correctly express the intention of the associated
performance objective. Since indicators support objectives, they should be defined to have a specific
performance objective in mind. Indicators are not often directly measured. They are calculated from
supporting metrics according to clearly calculation procedure.

Display forms of indicator value

2.32 As one of attributes of indicators, indicator value should have different display forms in
response to different analysis objects and assessment objectives. For example, totality highlights the
overall workload of air traffic system in statistics of flight time, which is applied to publication of
national statistics; average reflects the general operating state of aircraft in designated airspace;
standard deviation examines the deviation of operating state of the aircraft groups. Therefore, in this
framework, there appear no specific descriptions for display forms of such indicators, but gives
available categories to select from when facing different situations.

Induced factors of indicator value

2.33 Air traffic system is a complex system. The index value whose performance is a result of
both external and internal factors is used to determine main direction of optimization by division of
main responsibilities. Therefore, descriptions of induced factors of indicator value are added in this
framework when describing the display forms of indicators. For instance, different causes are given
according to different types of delays: en-route flight delays are subdivided into capacity constraints,
traffic control, weather, military training, pre-departure delay distribution and some other common
factors; causes of off-block delays include air traffic control, airport capacity constraints, weather,
turnover, pre-departure delay.

Supporting metrics

2.34 Supporting metrics are used to calculate the values of performance indicators and
determine which data need to be collected to calculate values for the performance indicators. The
supporting metrics define which data need to be collected and/or forecasted to calculate values for the
performance indicators.

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2.35 Alternatively, the need for supporting metrics (such as the number of flights) lasts much
longer because metrics are seldom indicator-specific, i.e. they are typically used to calculate a variety
of indicators. When deciding which data to collect, a sufficiently broad spectrum of supporting
metrics will have to be considered.

Implementation Stage

2.36 In fact, different countries in Asia-Pacific region have different methods and standards of
data collection and definition, but the calculation and application of KPIs need uniform standard.
Then set up three implement stages of KPIs (described in Table 1 in detail) to insure that each
country could make it standardized and have time to join the revision of standard. The first stage lasts
until the year 2019, Stage 2 will continue until the year of 2021，and the last stage is expected to
continue until 2023 (Figure 4).

Stage 1（2019） Stage 2（2021） Stage 3（2023）

•Fundamental •Dynamic •Comprehensive

measurement measurement measurement

Figure 4: Implementation Stages

2.37 KPIs in the first stage are easy to calculate because their rough definitions at time point
within large statistical range. And the second stage needs us to set detailed distinction in each phase of
flight operation as to different characteristics. More concern about flight dynamic information and the
impact of non-operation elements in the third stage is needed to improve the development of the
Asia/Pacific Seamless ANS Plan but also for the advancement of civil aviation in Asia-Pacific region.
The foundation of parting the implement stage is the flight phase. For example, indicators in the first
stage mean that the implement of indicators should both start and finish in this stage.

2.38 In the first stage, there are 10 indicators containing some fundamental and coarse-grain
statistic and simple calculation on basis of those statistics. Corresponding flight phases have been
divided into two main phases i.e. ground operation phase and runway-to-runway flight phase by the
differentiation between airport and airspace. In order to make those indicators unified and comparable
under now situation, the flight phase of runway-to-runway is defined from take-off to land of flights
(as is shown in Figure 5).

2.39 The second stage is up to 13 indicators. In this stage, the flight phase partition is more
detailed and runway-to-runway flight phase is split into terminal departure, en-route, terminal arrival,
and phase. Corresponding discontinuous points is the time of take-off, passing terminal departure fix,
passing terminal arrival fix, landing. The ground operation phase is divided into turnaround, taxi-in
and taxi out phases, and adding off-block and in-block time as discontinuous points. The data
collection and performance evaluation need flight plan and actual time information such as FPL,
ADS-B and radar data.

2.40 Finally, the third stage cares more about flight dynamic information and some
nonoperation factors (i.e. climbing, cruising and descending).

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Off-block Take-off Land In-block

Stage 1 Ground operation Runway-to-Runway flight phase Ground operation

Climbing Cruising Descending

Stage 3
Flight
life-cycle

Stage 2 Taxi-out Terminal departure En-route Terminal arrival Taxi-in

Terminal Terminal
Off-block Take-off Land In-block
departure fix arrival fix

Figure 5: Flight life cycle in different implement stages

2.41 The specific indicator framework is shown below. Between KPAs and KPIs, some
categories are set to make KPIs more regular. Furthermore, the level of KPIs is introduced in order to
increase the engagement and participation of this plan. So, in this column ‘SR’ means those indicators
are strongly recommended to complete to meet the need of performance measurement and ‘R’ shows
they are recommended to finish in this stage. More detailed introduction is discussed in the following
section.

Indicator Measurement Roadmap

2.42 As the Asia/Pacific is a region with so many diversified countries, a strategic plan in
carrying out the relative indicator measurement is necessary. In the first phase, the Framework is
already set, thus some more advanced States could provide technical support to other States, such as
the way of collecting data, the computation algorithm, and some guidelines as to how to implement
the measurement work. This should encourage more and more participants to voluntarily take part in
the work and adopt the KPIs.

2.43 In the second phase, more advanced States could build a platform as a sharing tool for
the measurement as well as a demonstration of these tools to show the outcomes of the measurement
work by some of the participants in the field. Sharing is also optional.

2.44 In the third phase, a data sharing platform could be built by consensus.

KPAs Categories ID KPIs Stage1 Stage2 Stage3

Airport peak arrival capacity
KPI01 SR 1
(GANP)
Capacity
value KPI02 Airport peak departure capacity SR 1
KPI03 En-route sector capacity (GANP) R 2
Capacity Airport arrival capacity utilization
KPI04 R 2 SR 3
(GANP)
Capacity Airport departure capacity
KPI05 R 2 SR 3
utilization utilization
En-route sector capacity
KPI06 R 3
utilization
Additional runway-to-runway
KPI07 R 1 R 2
time
Additional
Efficiency
flight time KPI08 Additional en-route flight time R 3
KPI09 Additional taxi-in time (GANP) R 1 SR 2

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KPI10 Additional taxi-out time (GANP) R 1 SR 2

Additional runway occupation
KPI11 R 3
time
Additional terminal area arrival
KPI12 R 2
flight time (GANP)
KPI13 Arrival delay R 1
KPI14 Departure delay R 1
En-route airspace ATFM
Delay KPI15 R 3
delay(GANP)
Airport/Terminal ATFM
KPI16 R 3
delay(GANP)
KPI17 Delay on board (newly added) R 3
Filed flight plan en-route
Level KPI18 R 3
extension rate(GANP)
flight
Actual en-route extension
efficiency KPI19 R 3
rate(GANP)
Airport arrival throughput
KPI20 R 1 SR 2
Flow (GANP)
KPI21 Airport departure throughput R 1 SR 2
KPI22 Flight arrival punctuality (GANP) R 1 SR 2
Flight departure punctuality
KPI23 R 1 SR 2
(GANP)
Flight time KPI24 Flight time variability (GANP) R 2
Flight plan variation (newly
KPI25 R 3
added)
ATFM slot adherence (GANP)
Predictability KPI26 R 2
(newly added)
Flight Filed flight plan en-route
KPI18 R 3
distance extension rate (GANP)
Airport arrival capacity utilization
KPI04 R 1 SR 2
(GANP)
Flow Airport departure capacity
KPI05 R 1 SR 2
demand utilization
En-route sector capacity
KPI06 R 2
utilization
Indirect KPI27 Additional fuel burn (GANP) R 3
Environment environme
nt Actual en-route extension rate
KPI19 R 3
influence (GANP)
Cost- ANSP’s Cost of Per IFR hours
Outputs KPI28
efficiency (newly added)
Table 1: KPIs in different stages

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KPI FRAMEWORK – FIRST STAGE

Key Performance Indicators Framework in the First Implementation Stage

3.1 According to the partition of implementing stage in the executive summary, the most
fundamental indicators framework are built in this stage which data is easily to collect and don’t need
special definition of flight phase. Those indicators mostly reflect performance of the entire flight
phase.

ID KPIs Level KPAs

KPI01 Airport peak arrival capacity SR Capacity, Cost-efficiency
KPI02 Airport peak departure capacity SR Capacity, Cost-efficiency
KPI09 Additional taxi-in time R Efficiency
KPI10 Additional taxi-out time R Efficiency
KPI13 Arrival delay R Efficiency
KPI14 Departure delay R Efficiency
KPI20 Airport arrival throughput R Efficiency, Cost-efficiency
KPI21 Airport departure throughput R Efficiency, Cost-efficiency
KPI22 Flight arrival punctuality R Predictability
KPI23 Flight departure punctuality R Predictability
Table 2: KPIs in Stage1

Capacity

3.2 Capacity could reflect an upper bound on the allowable throughput of an en-route facility
or sector or indicates the highest landing or take-off rate that an airport will accept, using the most
favorable runway configuration under optimum operational conditions.

KPI Name Airport peak arrival capacity

ID KPI01
Definition The highest number of landings an airport can accept in a one-hour time
frame.
Measurement Number of landings / hour
Units
Variants None
Parameters None
Data Scheduling parameters for slot controlled airports
requirement Airport Acceptance Rates (AAR)
Calculation At the level of an individual airport:
procedure 1. Select highest value from the set of declared arrival capacities
2. Compute the KPI: convert the value to an hourly landing rate, if the
declaration is at smaller time intervals
References Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition -
2016)

KPI Name Airport peak departure capacity

ID KPI02

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Definition The highest number of take-offs an airport can release to departure in a
one-hour time frame.
Measurement Number of take-offs / hour
Units
Variants None
Parameters None
Data Scheduling parameters for slot controlled airports
requirement
Calculation At the level of an individual airport:
procedure 1. Select highest value from the set of declared departure capacities
2. Compute the KPI: convert the value to an hourly take-off rate, if the
declaration is at smaller time intervals
Reference Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016–2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition
– 2016)

Efficiency: Additional Flight Time

3.3 Those KPIs are intended to give an indication of the efficiency of each flight phase
operations on the surface or en-route.

KPI Name Additional taxi-in time

ID KPI09
Definition Actual taxi-in time compared to an unimpeded/reference taxi-in time
Measurement Minutes/flight
Units
Variants Variant 1 – basic (computed without landing runway and arrival gate
data)
Variant 2 – advanced (computed with landing runway and arrival gate
data)
Parameters Unimpeded/reference taxi-in time:
-Recommended approach for the basic variant of the KPI: a single value
at airport level, e.g. the 20th percentile of actual taxi times recorded at an
airport, sorted from the shortest to the longest
-Recommended approach for the advanced variant of the KPI: a separate
value for each runway/gate combination, e.g. 20th percentile of actual
taxi-in time recorded.
Data For each arriving flight:
requirement - Actual landing time (ALDT)
- Actual in-block time (AIBT)
In addition for the advanced KPI variant:
- Landing runway ID
- Arrival gate ID
Calculation At the level of individual flights:
procedure 1. Select arrival flights, exclude helicopters
2. Compute actual taxi-in duration: AIBT minus ADLT
3. Compute additional taxi-out time: actual taxi-out duration minus
unimpeded taxi-in time
At aggregated level:
4. Compute the KPI: sum of additional taxi-in times divided by number

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of IFR arrivals
References Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
PRC Performance Review Report (EUROCONTROL 2015)
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)
Notes: In order to stress the seasonal influences, data should be uploaded monthly refer
to the statistical period of the additional runway-to-runway time.

KPI Name Additional taxi-out time

ID KPI10
Definition Actual taxi-out time compared to an unimpeded/reference taxi-out time
Measurement Minutes/flight
Units
Variants Variant 1 – basic (computed without departure gate and runway data)
Variant 2 – advanced (computed with departure gate and runway data)
Parameters Unimpeded/reference taxi-out time:
- Recommended approach for the basic variant of the KPI: a single
value at airport level, e.g. the 20th percentile of actual taxi times
recorded at an airport, sorted from the shortest to the longest
- Recommended approach for the advanced variant of the KPI: a
separate value for each gate/runway combination, 20th percentile of
actual taxi-out time recorded.
Data For each departing flight:
requirement - Actual off-block time (AOBT)
- Actual take-off time (ATOT)
In addition for the advanced KPI variant:
- Departure gate ID
- Take-off runway ID
Calculation At the level of individual flights:
procedure 1. Select departing flights, exclude helicopters
2. Compute actual taxi-out duration: ATOT minus AOBT
3. Compute additional taxi-out time: actual taxi-out duration minus
unimpeded taxi-out time
At aggregated level:
4. Compute the KPI: sum of additional taxi-out times divided by number
of IFR departures
References Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
PRC Performance Review Report (EUROCONTROL 2015)
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)
Notes: In order to stress the seasonal influences, data should be uploaded monthly refer
to the statistical period of the additional runway-to-runway time.

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Delay

3.4 This part gives lots of forms of delay, which could be used as average value and standard
deviation to meet different demand of statistics in macroscopic scale and parallel comparison.(i.e.
average delay contains the average delay of all flights or all delayed flights.) Many KPIs of delay that
may be implemented for the different phases of flight cycle compare an actual time against a
scheduled time for the purpose of determining a delay. However, there are often two additional
conditions that are met before an event is determined to be inefficient. These include meeting a
minimum threshold for delay as well as information on causal factors. Typical minimum thresholds
include 5, 10 or 15 minutes.

KPI Name Arrival delay

ID KPI13
Definition Actual in-block time compared to a schedule time of arrival [avg. per
airport or per cluster of airports]
Measurement Minutes/flight
Units
Variants Variant 1 – basic (computed for all flights )
Variant 2 – advanced (computed for delayed flights )
Parameters Threshold of delayed flights:
-Recommended value: 15 minutes
Data For each arriving flight:
requirement - Schedule Time of Arrival (STA)
- Actual In-block Time (AIBT)
Calculation For Variant 1:
Procedure At the level of individual flights:
1.Select arriving flights
2.Compute arrival delay: AIBT minus STA
At aggregated level:
3.Compute the KPI: sum of arrival delays divided by number of arrivals

For Variant 2:
At the level of individual flights:
1.Select arriving flights
2.Compute arrival delay: AIBT minus STA
3.Use parameters to determine which flight is delayed
At aggregated level:
1.Compute the KPI: sum of arrival delays divided by number of delayed
arrivals
References Manual on Global Performance of the Air Navigation System(Doc.9883
First Edition — 2009)
Notes: Referring to the indication of delay, KPIs of delay will show different statistical
characteristics in distinct uploading or statistical periods. If just handing in the results of
calculation, it would be better to upload the data by month to show the seasonal
influence.

KPI Name Departure delay

ID KPI14
Definition Actual off-block time compared to schedule time of departure [avg. per
airport or per cluster of airports]
Measurement Minutes/flight
Units
Variants Variant 1 – basic (computed for all flights )
Variant 2 – advanced (computed for delayed flights )

15
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Parameters Threshold of delayed flights:
-Recommended value: 15 minutes
Data For each departing flight:
requirement - Scheduled time of departure (STD)
- Actual off-block time (AOBT)
Calculation For Variant 1:
Procedure At the level of individual flights:
1.Select departure flights
2.Compute departure delay: AOBT minus STD
At aggregated level:
3.Compute the KPI: sum of departure delays divided by number of
departures

For Variant 2:
At the level of individual flights:
1.Select departure flights
2.Compute arrival delay: AOBT minus STD
3.Use parameters to determine which flight is delayed
At aggregated level:
1.Compute the KPI: sum of departure delays divided by number of
delayed departures
References Manual on Global Performance of the Air Navigation System(Doc.9883
First Edition — 2009)
Notes: Similarly, KPIs of delay will show different statistical characteristics in distinct
uploading or statistical periods. If just handing in the results of calculation, it should be
uploaded by month to show the seasonal influence.

Flow

3.5 Traffic flow means the number of flights served by airport or airspace. Average value
reflects the common demand and peak value tells the effectively realized capacity.

KPI Name Airport arrival throughput

ID KPI20
Definition The number of landings recorded at an airport under normal conditions
in a given time period
Measurement Flights/hr
Units
Variants Variant 1: average
Variant 2: peak throughput
Parameters For variant2:
The 95th percentile of the hourly number of landings recorded at an
airport, in the “rolling” hours sorted from the least busy to the busiest
hour.
Time interval for “rolling” hours. Recommended value: 15 minutes.
The percentile chosen to exclude outliers. Recommended value: 95th
percentile.
Data For each arriving flight:
requirement - Actual landing time (ALDT)

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Calculation For Variant 1:
Procedure 1.Select arrival flights
2.Compute the throughput: count the number of actual landings in a
given period based on ALDT
3.Compute the KPI: throughput divided by number of the selected hours

For Variant 2:
1. Select arrival flights
2. Convert the set of landings to hourly landing rates by “rolling” hour
3. Sort the “rolling” hours from the least busy to the busiest hour
4. Compute the KPI: it equals the landing rate value of the 95th
percentile of the “rolling” hours
Reference Manual on Global Performance of the Air Navigation System(Doc.9883
First Edition — 2009)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)

KPI Name Airport departure throughput

ID KPI21
Definition The number of take-offs recorded at an airport under normal conditions
in a given time period
Measurement Flights/hr
Units
Variants Variant 1: average
Variant 2: peak throughput
Parameters For variant1:
…
For variant2:
The 95th percentile of the hourly number of landings recorded at an
airport, in the “rolling” hours sorted from the least busy to the busiest
hour.
Time interval for “rolling” hours. Recommended value: 15 minutes.
The percentile chosen to exclude outliers. Recommended value: 95th
percentile.
Data For each departing flight:
requirement - Actual take-off time (ATOT)
Calculation For Variant 1:
Procedure 1.Select departing flights
2.Compute the throughput: count the number of actual take-offs in a
given period based on ALDT
3.Compute the KPI: throughput divided by number of the selected hours

For Variant 2:
1. Select departing flights
2. Convert the set of take-offs to hourly departing rates by “rolling” hour
3. Sort the “rolling” hours from the least busy to the busiest hour
4. Compute the KPI: it equals the departing rate value of the 95th
percentile of the “rolling” hours
Reference Manual on Global Performance of the Air Navigation System x
(Doc.9883 First Edition — 2009)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Predictability: Flight Time

KPI Name Flight arrival punctuality

ID KPI22
Definition Percentage of flights arriving at the gate on-time (compared to schedule)
Measurement Percentage(%)
Units
Variants Variant1 – arrival punctuality after 15 minutes of Scheduled time(SOBT)
of arrival
Parameters On-time threshold (maximum delay from Scheduled time of arrival)
which defines whether a flight is counted as on-time or not.
Recommended values: 15 minutes.
Data For each arriving scheduled flight:
requirement - Scheduled time of arrival (STA)
- Actual in-block time (AIBT)
Calculation At the level of individual flights:
Procedure 1.Exclude non-scheduled arrivals
2.Categorize each scheduled arrival as on-time or not ( flights arriving
ahead of schedule defaulted to be on time )
At aggregated level:
1.Compute the KPI: number of on-time arrivals divided by total number
of scheduled arrivals
References Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)

KPI Name Flight departure punctuality

ID KPI23
Definition Percentage of flights departing from the gate on-time (compared to
schedule)
Measurement Percentage (%)
Units
Variants Variant 1 – departure punctuality after 15 minutes of Scheduled
time(SOBT) of departure
Parameters On-time threshold (maximum delay from Scheduled time of departure)
which defines whether a flight is counted as on-time or not.
Recommended values: 15 minutes.
Data For each departing scheduled flight:
requirement - Scheduled time of departure (STD)
- Actual off-block time (AOBT)
Calculation At the level of individual flights:
Procedure 1.Exclude non-scheduled departures
2.Categorize each scheduled departure as on-time or not
At aggregated level:
3.Compute the KPI: number of on-time departures divided by total
number of scheduled departures
References Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Environment

Cost-efficiency – Immediate Outputs

3.6 KPI01 Airport peak arrival capacity (refer to Capacity)

3.7 KPI02 Airport peak departure capacity (refer to Capacity)

Cost-efficiency – Immediate Outputs

3.8 KPI20 Airport arrival throughput (refer to Efficiency – Additional Flight Time)

3.9 KPI21 Airport departure throughput (refer to Efficiency – Additional Flight Time)

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0

KPI FRAMEWORK – SECOND STAGE

Key Performance Indicators Framework in the First Implementation Stage

4.1 In the second stage, more detailed information of flight life cycle to design indicators are
introduced.

ID KPIs Level KPAs

KPI03 En-route sector capacity R Capacity, Cost-efficiency
KPI04 Airport arrival capacity utilization R Capacity, Predictability
KPI05 Airport departure capacity utilization R Capacity, Predictability
KPI07 Additional runway-to-runway time R Efficiency
KPI09 Additional taxi-in time SR Efficiency
KPI10 Additional taxi-out time SR Efficiency
KPI12 Additional terminal area arrival flight time R Efficiency
KPI20 Airport arrival throughput SR Efficiency, Cost-efficiency
KPI21 Airport departure throughput SR Efficiency, Cost-efficiency
KPI22 Flight arrival punctuality SR Predictability
KPI23 Flight departure punctuality SR Predictability
KPI24 Flight time variability R Predictability
KPI26 ATFM slot adherence R Predictability
Table 3: KPIs in Stage2

KPI Name En-route sector capacity

ID KPI03
Definition The maximum number of movements an airspace volume will accept
under normal conditions in a given time period (also called declared
capacity)
Measurement Movements/quarter
Units
Variants None
Parameters Time interval at which to perform the most granular calculations.
Recommended value: 15 minutes.
Data Declared capacities are determined by the ANSP, and are dependent on
requirement traffic pattern and sector configuration.
Calculation At the level of an individual en-route airspace unit:
procedure 1. Select highest value from the set of declared capacities (the maximum
configuration capacity)
2. Compute the KPI: convert the value to movement rate in a quarter, if
the declaration is at smaller or larger time intervals
References CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016–2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition
– 2016)

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Capacity Utilization

4.2 Capacity utilization can directly reflect the Capacity utilization which helps push for the
further improvement of capacity management.

KPI Name Airport arrival capacity utilization

ID KPI04
Definition Airport arrival throughput (accommodated demand) compared to arrival
capacity. The arrival capacity refer to the declared capacity at present, in
later stages, it could be replaced by dynamic capacity.
KPI should be strongly recommended if the airport runs near capacity.
Measurement Percentage (%)
Units
Variants None
Parameters Time interval at which to perform the most granular calculations.
Recommended value: 1 hour.
Data For each arriving flight:
requirement - Actual landing time (ALDT)
For each time interval:
- Declared landing capacity of the airport
Calculation For each time interval:
procedure 1. Compute the throughput: count the number of actual landings based on
ALDT
2. Compute the utilization = throughput / capacity
At the level of an individual airport:
3. Compute the KPI: sum(utilization* capacity) / sum(capacity)
References CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016–2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition
– 2016)
Airspace management Handbook Version 2.2 December 2005

KPI Name Airport departure capacity utilization

ID KPI05
Definition Airport departure throughput compared to departure capacity. The
departure capacity refer to the declared capacity at present, in later stages,
it could be replaced by dynamic capacity.
KPI should be strongly recommended if the airport runs near capacity.
Measurement Percentage (%)
Units
Variants None
Parameters Time interval at which to perform the most granular calculations.
Recommended value: 1 hour.
Data For each arriving flight:
requirement - Actual take-off time (ATOT)
For each time interval:
- Declared take-off capacity of the airport
Calculation For each time interval:
procedure 1. Compute the throughput: count the number of actual take-offs based on
ATOT
2. Compute the utilization = throughput / capacity
At the level of an individual airport:
3. Compute the KPI: sum(utilization* capacity) / sum(capacity)

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
References CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016–2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition
– 2016)
Airspace management Handbook Version 2.2 December 2005

Efficiency – Additional Flight Time

4.3 Those KPIs are intended to give an indication of the efficiency of each flight phase
operations on the surface or en-route.

KPI Name Additional runway-to-runway time

ID KPI08
Definition Actual runway-to-runway time compared to an unimpeded/reference
operation time.
Measurement Minutes/flight
Units
Variants Variant 1 – basic (computed without take-off and landing airport )
Variant 1 – advanced (computed with take-off and landing airport )
Parameters Unimpeded/reference runway-to-runway time:
- Recommended approach for the KPI: a value from a single-flight
perspective, e.g. the 20th percentile of actual operation times recorded at
airlines which have the same route, sorted from the shortest to the
longest
Data For each departing scheduled flight:
requirement - Location indicator for take-off airport
- Actual take-off time (ATOT)
For each arriving scheduled flight:
- Location indicator for landing airport
- Actual landing time (ALDT)
Calculation At the level of individual flights:
procedure 1. Select the flights, exclude those with departure and arrival airport out
of the region or specific states.
2. Compute actual duration: ALDT minus ATOT
3. Compute additional flight time: actual duration minus unimpeded
flight time
At aggregated level:
1. Compute the KPI: sum of additional flight times divided by number
of IFR flights
References None
Notes: The calculation of the additional operation time needs to consider the influence of
performance evaluation from different statistical periods. For example, the performance
evaluation by month should reflect the seasonal impact more efficiently, and may focus
on running characteristics of the flow both in peak and normal period by hour. However,
considering the transmission standard and methods haven’t been united, if just handing
in the results of calculation, it should be uploaded by month to show the seasonal
influence.

4.4 KPI09 Additional taxi-in time (refer to Efficiency)

4.5 KPI10 Additional taxi-out time (refer to Efficiency)

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
KPI Name Additional terminal area arrival flight time
ID KPI12
Definition Actual terminal arrival time compared to a unimpeded time [avg. per
airport or per cluster of airports]
Measurement Minutes/flight
Units
Variants Variants are possible depending on the chosen size of terminal airspace
(40 NM or 100 NM cylinder) and the richness of the data feed: basic
(without arrival runway ID) or advanced (with arrival runway ID)
Variants with 100 NM cylinder are useful if airports have holding
patterns outside the 40 NM cylinder
The use of generic cylinders abstracts local specifics in terms of
approach airspace design (e.g. TMA) and ensures comparability across
different airports.
Parameters Unimpeded terminal area arrival flight time:
- Recommended approach for the basic variants of the KPI: a single
value at airport level = the 20th percentile of actual terminal airspace
arrival times recorded at an airport, sorted from the shortest to the
longest
- Recommended approach for the advanced variants of the KPI: a
separate value for each entry segment/landing runway combination = the
20th percentile of actual terminal airspace arrival times recorded. during
periods of non-congestion (needs to be periodically reassessed)
Data For each arriving flight:
requirement - Terminal airspace entry time, computed from surveillance data (radar,
ADS-B…)
- Actual landing time (ALDT)
In addition for the advanced KPI variants:
- Terminal airspace entry segment, computed from surveillance data
(radar, ADS-B…)
- Landing runway ID
Calculation At the level of individual flights:
procedure 1. Select arrivals, exclude helicopters
2. Compute actual terminal airspace transit time: ALDT minus terminal
airspace entry time
3. Compute additional terminal airspace transit time: actual terminal
airspace transit time minus unimpeded terminal airspace transit time
At aggregated level:
4. Compute the KPI: sum of additional terminal airspace transit times
divided by number of IFR arrivals
References Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
PRC Performance Review Report (EUROCONTROL 2015)
Single European Sky Performance Scheme
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)
Notes: In order to stress the seasonal influences, data should be uploaded monthly refer
to the statistical period of the additional runway-to-runway time.

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Flow

4.6 KPI20 Airport arrival throughput (refer to Cost Efficiency)

4.7 KPI21 Flight departure punctuality (refer to Cost Efficiency)

Predictability – Flight Time

4.8 KPI22 Flight arrival punctuality (refer to Predictability)

4.9 KPI23 Flight departure punctuality (refer to Predictability)

KPI Name Flight time variability

ID KPI34
Definition Distribution of the flight (phase) duration around the average value
Measurement Minutes/flight
Units
Variants None
Parameters Minimum monthly flight frequency filter: flights with a frequency less
than 20 times per month are not included in the indicator.
70% of the (remaining) flights are considered in the indicator, i.e. the
15th percentile (percentile 1) is used to determine the shortest
duration, the 85th percentile (percentile 2) is used to determine the
longest duration, and the remaining parts is used to calculate average
duration.
Data requirement For each flight:
- Actual off-block time (AOBT)
- Actual take-off time (ATOT)
- Terminal airspace depart time
- Terminal airspace entry time
- Actual landing time (ALDT)
- Actual in-block time (AIBT)
Calculation 1. Exclude flights with frequency less than 20 times per month
Procedure At the level of individual flights:
2. Compute the flight time of certain flight phase
At aggregated level:
3. Sort the flight time from the shortest to the longest to form a flights
time sequence
4. Choose values from percentile 15th to 85th of the flight time
sequence to compute the average flight duration
For each flight:
5. Compute the KPI: Variance of total flight time based on the average
flight duration
Reference Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
PRC Performance Review Report (EUROCONTROL 2015)
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)

Capacity utilization

4.10 KPI04 Airport arrival capacity utilization (refer to Capacity)

4.11 KPI05 Airport departure capacity utilization (refer to Capacity)

24
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Environment

4.12 All indicators will be introduced in following stages.

Cost-efficiency – Immediate Outputs

4.13 KPI03 En-route airspace capacity (refer to Capacity)

Cost-efficiency –Outputs

4.14 KPI20 Airport arrival throughput (refer to Efficiency)

4.15 KPI21 Airport departure throughput (refer to Efficiency)

25
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0

KPI FRAMEWORK – THIRD STAGE

Key Performance Indicators Framework in the Third Implementation Stage

5.1 The third implement stage needs unified identification of flight phase and a certain
number of data storage during the stages before. And this stage may require to use some technique&
equipment.

Leve
ID KPIs KPAs
l
KPI04 Airport arrival capacity utilization SR Capacity, Predictability
KPI05 Airport departure capacity utilization SR Capacity, Predictability
KPI06 En-route sector capacity utilization R Capacity, Predictability
KPI08 Additional en-route flight time R Efficiency
KPI11 Additional runway occupation time R Efficiency
KPI15 En-route airspace ATFM delay R Efficiency
KPI16 Airport/Terminal ATFM delay R Efficiency
KPI17 Delay on board R Efficiency
KPI18 Filed flight plan en-route extension rate R Efficiency, Predictability
KPI19 Actual en-route extension rate R Efficiency, Environment
KPI25 Flight plan variation R Predictability
KPI27 Additional fuel burn R Environment
KPI28 ANSP’s Cost of Per IFR hours R Cost-efficiency
Table 4: KPIs in Stage 3

Capacity

5.2 KPI04 Airport arrival capacity utilization (Refer to 3.2.1)

5.3 KPI05 Airport departure capacity utilization (Refer to 3.2.1)

KPI Name En-route sector capacity utilization

ID KPI06
Definition Actual airspace throughput compared to the declared airspace capacity.
Measurement Percentage (%)
Units
Variants None
Parameters Time interval at which to perform the most granular calculations.
Recommended value: 15 minutes.
Data Declared capacities are determined by the ANSP, and are dependent on
requirement traffic pattern and sector configuration.
Calculation For each time interval:
procedure 1. Compute the throughput: count the number of actual flights based on
ANSPs
2. Compute the utilization = throughput / capacity
At aggregated level (longer time periods):
3. Compute the KPI: sum(utilization* capacity) / sum(capacity)
References CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016–2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition
– 2016)

26
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
Efficiency - Additional Flight Time

KPI Name Additional en-route flight time

ID KPI08
Definition Actual en-route time flown compared to a unimpeded time
Measurement Minutes/flight
Units
Variants None
Parameters Unimpeded/reference en-route flight time:
- Recommended approach for the the KPI: a value from a single-flight
perspective, e.g. the 20th percentile of actual en-route flight times
recorded at airlines have similar routes, sorted from the shortest to the
longest
Data For each IFR flight with same terminal fix:
requirement - En-route airspace entry time
- En-route airspace exit time
- Airspace volume associated with the flow restriction
Calculation At the level of individual flights:
procedure 1. Select the flights crossing the volume of en-route airspace, exclude
helicopters
2. Compute actual crossing duration: airspace exit time –airspace entry
time
3. Compute additional en-route flight time: actual en-route airspace
flight time minus unimpeded en-route airspace flight time
At aggregated level:
4. Compute the KPI: sum of additional en-route flight time divided by
number of IFR flights
References PRC Performance Review Report (EUROCONTROL 2015)
Notes: In order to stress the seasonal influences, data should be uploaded monthly refer
to the statistical period of the additional runway-to-runway time.

KPI Name Additional runway occupation time

ID KPI11
Definition Actual runway occupation time compared to a unimpeded time [avg. per
airport or per cluster of airports]
Measurement Minutes/flight
Units
Variants Variant 1 – basic (computed without landing or departure runway data)
Variant 2 – advanced (computed with landing or departure runway data)
Parameters Unimpeded/reference runway occupation time:
- Recommended approach for the KPI: a single value at airport level,
e.g. the 20th percentile of actual runway occupation recorded at an
airport, sorted from the shortest to the longest
Data For each landing flight:
requirement - Actual landing time (ALDT)
- The time leaving the runway
For each departing flight:
- Actual take-off time (ATOT)
- The time entering the runway
In addition for the advanced KPI variant:
- Landing runway ID
- Take-off runway ID
Calculation - At the level of individual flights
procedure 1. Select arrival flights, exclude helicopters

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
2. Compute actual duration: the time leaving the runway minus ALDT
3. Compute additional runway occupation time: actual duration minus
unimpeded runway occupation time
4. Select departing flights, exclude helicopters
5. Compute additional runway occupation time: ATOT minus the time
entering the runway
6. Compute additional runway occupation time: actual duration minus
unimpeded runway occupation time
- At aggregated level:
7. Compute the KPI: sum of additional runway occupation times divided
by number of IFR departures
References None
Notes: In order to stress the seasonal impacts, data should be uploaded monthly refer to
the statistical period of the additional runway-to-runway time.

Delay

KPI Name En-route airspace ATFM delay

ID KPI15
Definition ATFM delay attributed to flow restrictions in a given airspace volume.
Delay means the different between estimated and actual time.
Measurement Minutes/flight
Units
Variants Variant 1: calculated with all flights.
Variant 2 calculated with delayed flights.
Parameters None
Data For each IFR flight:
requirement - Schedule Time of departure (STD)
- Actual Off-block Time (AOBT)
- ID of the flow restriction generating the ATFM delay
- Airspace volume associated with the flow restriction
- Delay code associated with the flow restriction
Calculation At the level of individual flights:
Procedure 1.Select delayed flights attributed to flow restrictions in a given airspace
volume
2.Compute en-route ATFM delay: AOBT minus STD
At aggregated level:
3.Compute the KPI: sum of en-route ATFM delays divided by number
of flights(all flights for Variant 1 or delayed flights for Variant 2)
References ICAO EUR Doc 030 EUR Region Performance Framework Document
(July 2013)
PRC Performance Review Report (EUROCONTROL 2015)
Single European Sky Performance Scheme
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth
Edition-2016)
Notes: Similarly, KPIs of delay will show different statistical characteristics in distinct
uploading or statistical periods. If just handing in the results of calculation, it would be
better to upload the data by month to show the seasonal influence.

28
 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
KPI Name Airport/Terminal ATFM delay
ID KPI16
Definition ATFM delay attributed to arrival flow restrictions at a given
airport and/or associated terminal airspace volume. Delay means the
different between estimated and actual time.
Measurement Minutes/flight
Units
Variants Variant 1: calculated with all flights.
Variant 2 calculated with delayed flights.
Parameters None
Data For each IFR flight:
requirement - Schedule Time of Arrival (STA)
- Actual In-block Time (AIBT)
- ID of the flow restriction generating the ATFM delay
- Airport/terminal volume associated with the flow restriction
- Delay code associated with the flow restriction
Calculation At the level of individual flights:
Procedure 1.Select delayed flights attributed to arrival flow restrictions at a given
airport and/or associated terminal airspace volume.
2.Compute airport/terminal ATFM delay: AIBT minus STA
At aggregated level:
3.Compute the KPI: sum of airport/terminal ATFM delays divided by
number of flights(all flights for Variant 1 or delayed flights for Variant
2)
References ICAO EUR Doc 030 EUR Region Performance Framework Document
(July 2013)
PRC Performance Review Report (EUROCONTROL 2015)
Single European Sky Performance Scheme
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth
Edition-2016)
Notes: Similarly, KPIs of delay will show different statistical characteristics in distinct
uploading or statistical periods. If just handing in the results of calculation, it would be
better to upload the data by month to show the seasonal influence.

KPI Name Delay on board

ID KPI17
Definition Time range between take-off(landing) and boarding-completed
(disembarking-completed) exceeds the specified taxing time.
[avg. per airport or per cluster of airports]
Measurement Minutes/flight
Units
Variants Variant 1 – basic (computed without take-off/landing runway ID )
Variant 2 – advanced (computed with take-off/landing runway ID )
Parameters None
Data For each departing flight:
requirement - Actual take-off time (ATOT)
- Actual boarding completed time
- Specified taxing time

For each arriving flight:

- Actual landing time (ALDT)
- Actual disembarking completed time

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 Asia-Pacific Air Traffic Management Performance Measurement Framework V1.0
- Specified taxing time

In addition for the advanced KPI variants:

- Take-off runway ID
Calculation For Variant 1:
Procedure At the level of individual flights:
1.Select departure flights.
2.Compute departure onboard time: ATOT minus actual boarding
completed time.
3. Compute departure onboard delay: departure onboard time minus
specified taxing time.
4. Select arrival flights
5. Compute arrival onboard time: Actual disembarking completed time
minus ALDT.
6. Compute arrival onboard delay: arrival onboard time minus specified
taxing time
At aggregated level:
7. Compute the KPI: sum of arrival delays divided by number of arrivals
or sum of departure delays divided by number of departures

For Variant 2:
1.Select departure flights using specified runway.
2.Compute departure onboard time: ATOT minus actual boarding
completed time.
3. Compute departure onboard delay: departure onboard time minus
specified taxing time.
4. Select arrival flights using specified runway.
5. Compute arrival onboard time: Actual disembarking completed time
minus ALDT.
6. Compute arrival onboard delay: arrival onboard time minus specified
taxing time
At aggregated level:
7. Compute the KPI: sum of arrival delays divided by number of arrivals
or sum of departure delays divided by number of departures
References Normal flight management method (2016)

Level flight efficiency

5.4 Those KPIs measures the en-route horizontal flight (in) efficiency contained in a set of
filed flight plans or actual flight trace crossing an airspace volume. Its value is influenced by route
network design, route & airspace availability, airspace user choice (e.g. to ensure safety, to minimize
cost and to take into account wind and weather) and airspace user constraints (e.g. overflight permits,
aircraft limitations).

KPI Name Filed flight plan en-route extension rate

ID KPI18
Definition Flied flight planned en-route distance compared to a reference ideal
distance
Measurement Percentage(%)
Units
Variants Variant 1: Filed flight plan en-route extension rate under the influence
of en-route condition.
Variant 2: Filed flight plan en-route extension rate under the influence

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of terminal area condition.
Parameters Departure terminal area proxy: a cylinder with 40 NM radius around the
departure airport.
Destination terminal area proxy: a cylinder with 100 NM radius around
the destination airport
Data For each flight plan:
requirement - Departure airport (Point A)
- Destination airport (Point B)
- Exit point of the Departure terminal area proxy (Point C)
- Entry points of the Destination terminal area proxy (Points D)
- Planned distance for each AB portion of the flight
Calculation Detailed calculation procedure is shown in the third appendix. However,
Procedure flights with starting and destination points out of the range should be
excluded.
Reference ICAO EUR Doc 030 EUR Region Performance Framework Document
(July 2013)
Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
PRC Performance Review Report (EUROCONTROL 2015)
Single European Sky Performance Scheme
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth Edition-
2016)
Notes: The calculation of the level flight efficiency needs to consider the influence of
performance evaluation from different statistical periods. For example, the performance
evaluation by month should reflect the seasonal impact more efficiently, and may focus
on running characteristics of the flow both in peak and normal period by hour. However,
considering the transmission standard and methods haven’t been united, if just handing
in the results of calculation, it should be uploaded by month to show the seasonal
influence.

KPI Name Actual en-route extension rate

ID KPI19
Definition Actual en-route distance flown compared to a reference ideal distance
Measurement Percentage(%)
Units
Variants Variant 1: Actual en-route extension rate under the influence of en-route
condition.
Variant 2: Actual en-route extension rate under the influence of terminal
area condition.
Parameters Departure terminal area proxy: a cylinder with 40 NM radius around the
departure airport.
Destination terminal area proxy: a cylinder with 100 NM radius around
the destination airport.
Data For each actual flight trajectory:
requirement - Departure airport (Point A)
- Destination airport (Point B)
- Exit point of the Departure terminal area proxy (Point C)
- Entry points of the Destination terminal area proxy (Points D)
- Distance flown for each NX portion of the actual flight trajectory,
derived from surveillance data (radar, ADS-B…).
Calculation Identical to the formula/algorithm of the ‘Filed Flight Plan en-Route
Procedure Extension Rate’ KPI.

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Reference ICAO EUR Doc 030 EUR Region Performance Framework Document
(July 2013)
Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)
PRC Performance Review Report (EUROCONTROL 2015)
Single European Sky Performance Scheme
CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
2016-2030 Global Air Navigation Plan(Doc 9750-AN/963 Fifth
Edition-2016)
Notes: The calculation of the level flight efficiency needs to consider the influence of
performance evaluation from different statistical periods. For example, the performance
evaluation by month should reflect the seasonal impact more efficiently, and may focus
on running characteristics of the flow both in peak and normal period by hour. However,
considering the transmission standard and methods haven’t been united, if just handing
in the results of calculation, it should be uploaded by month to show the seasonal
influence.

Predictability – Flight Time

KPI Name Flight plan variation

ID KPI25
Definition Difference between the 85th and 15th percentile flight plan distance or
time for a city pair.
Measurement Kilometers or minutes
Units
Variants Variant 1 – flight time
Variant 2 – flight distance
Parameters None
Data For each departing flight:
requirement -Planed flight distance and time for certain city pairs.
Calculation For variant 1:
Procedure For each flight’s flight plan in certain city pair:
1. Select all the flight plan belong to one flight.
2. Order those flight time from biggest to smallest.
3. Compute the variation= 85th flight time minus 15th flight time.
At aggregated level:
1.Compute the KPI: sum of variations divided by number of flights.

For variant 2:
For each flight’s flight plan in certain city pair:
1. Select all the flight plan belong to one flight.
2. Order those flight distance from biggest to smallest.
3. Compute the variation= 85th flight distance minus 15th flight distance.
At aggregated level:
1.Compute the KPI: sum of variations divided by number of flights.
References CANSO Recommended KPIs for Measuring ANSP Operational
Performance (2015)
Flight distance

5.5 KPI18 Filed flight plan en-route extension rate (refer to Efficiency).

Environment – Indirect Environmental Influence

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5.6 KPI19 Actual en-route extension rate (refer to Efficiency).

KPI Name Additional fuel burn

ID KPI27
Definition The full extent of fuel combustion.
Measurement kg fuel/flight
Units
Variants None
Parameters Average fuel flow (kg/min) during taxi
Average fuel flow (kg/min) during arrival in terminal airspace
Average fuel flow (kg/km) in en-route airspace
Data requirement Indicator values to be converted to estimated additional fuel burn:
Additional Taxi-Out Time (min/flight)
Additional Taxi-In Time (min/flight)
Actual en-Route Extension (km/flight)
Additional time in terminal airspace (min/flight)
Calculation Compute the KPI: sum of average fuel flow * addition operation time
procedure of different flight phases(i.e. taxi-out, taxi-in, en-route, and terminal
airspace)
Reference Comparison of ATM-Related Operational Performance: U.S./Europe
(June 2014)

Cost-efficiency - Outputs

KPI Name ANSP’s Cost of Per IFR hour

ID KPI28
Definition Actual ANSP’s cost of per IFR hour
Measurement $/hour
Units
Variants None
Parameters Costs
IFR hours
Calculation 𝐶𝑜𝑠𝑡𝑠
Compute the KPI: 𝐼𝐹𝑅 ℎ𝑜𝑢𝑟𝑠
procedure
The Costs consists of ATCOs in OPS costs and other costs.
ATCOs in OPS costs is composed of ‘ATCOs in OPS employment
𝐴𝑇𝐶𝑂𝑠 𝑖𝑛 𝑂𝑃𝑆 𝑒𝑚𝑝𝑙𝑜𝑦𝑚𝑒𝑛𝑡 𝑐𝑜𝑠𝑡𝑠
cost per ATCO hour’ (Compute it: 𝐴𝑇𝐶𝑂𝑠 𝑖𝑛 𝑂𝑃𝑆 ℎ𝑜𝑢𝑟𝑠
)
and ‘ATCOs in OPS hour productivity’
𝐼𝐹𝑅 ℎ𝑜𝑢𝑟𝑠
(Compute it: ).
𝐴𝑇𝐶𝑂𝑠 𝑖𝑛 𝑂𝑃𝑆 ℎ𝑜𝑢𝑟𝑠
Data requirement For each ANSP:
ATCOs in OPS costs
Other costs, including frontline staff costs, ATCOs in non-OPS,
remaining employment costs, remaining operational costs,
depreciation costs, capital costs, etc
IFR hours
For each country:
ATCOs in OPS costs of the country
Other costs of the country
IFR hours of the corresponding country
Reference CANSO Global Air Navigation Services Performance Report 2016
(2011-2015 ANSP Performance Results Executive Summary)

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KEY PERFORMANCE INDICATORS FOR SAFETY

6.1 For safety performance metrics, there is a specific working group to study and promote
the performance indicators. In the construction of the framework, safety is taken as an individual
section which will not be focused on, although relevant indicators are still provided suggestion for
reference. The specific indicators for safety are shown below.

ID KPIs Stage1 Stage2 Stage3

KPI36 Rate of flights under safety control R 1
KPI37 Growth rate of safety level R 2
KPI38 Rate of various types of aircraft accidents R 1
KPI39 Rate of aircraft incidents and errors R 1
KPI40 Rate of aircraft surface accidents R 2
KPI41 Rate of airspace infringements R 2
Table 5: KPIs for Safety

Statistics of Safety Operation

KPI Name Rate of flights under safety control

ID KPI36
Definition This KPI measures the rate of flights encountering no occurrences
associated with the operation of an aircraft which take place between the
time any person boards the aircraft with the intention of flight until all
such persons have disembarked, where a person is fatally or seriously
injured, the aircraft sustains damage or structural failure or the aircraft is
missing or is completely inaccessible under the protection and
supervision of ATC, airline and so on.
Measurement Percentage(%)
Units
Variants Variant 1 – number of flights (computed by number of flights)
Variant 2 – flight time (computed by flight time of flights)
Parameters Statistical Period
Recommended value: 1 month or calendar quarter.
Data Number of safety controlled flights.
requirement Number of controlled flights.
Calculation 1. Get total number of flights in such area.
procedure 2. Select and get number of the flights under safety control in the same
statistical range of step1.
3. Compute the KPI: number of safety flight divide total number of
flights.
References None

KPI Name Growth rate of safety level

ID KPI37
Definition This KPI measures the rate of change on increasing level of safety in
given time
Measurement Percentage(%)
Units
Variants Variant 1 – number of flights (computed by number of flights)
Variant 2 – flight time (computed by flight time of flights)
Parameters Statistical Period:

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Recommended value: 1 year.
Data Rate of flights under safety control
requirement
Calculation 1. Get Rate of flights under safety control in such area both a year and a
procedure month.
2a. Compute the year-on-year KPI: growth rate= rate of flights under
safety control of this year/ rate of flights under safety control last year
2b. Compute the month-on-month KPI: growth rate= rate of flights under
safety control of this month/ rate of flights under safety control of this
month last year
References None

Aircraft Unsafe Incidents

KPI Name Rate of various types of aircraft accidents

ID KPI38
Definition The rate of occurrences associated with the operation of an aircraft,
which take place between the time any person boards the aircraft with the
intention of flight until all such persons have disembarked, where a
person is fatally or seriously injured, the aircraft sustains damage or
structural failure or the aircraft is missing or is completely inaccessible.
Measurement Percentage(%)
Units
Variants Variant 1 –extremely large accidents
Variant 2 –serious accidents
Variant 3–accidents
Parameters Statistical Period
Recommended value: 1 year.
Data Number of controlled flights.
requirement For variant 1：
Number of extremely large accidents.
For variant 2：
Number of serious accidents.
For variant 3：
Number of accidents.
Calculation 1. Get total number of flights in such area.
procedure 2. Select and get number of the flights suffer different kinds of accidents
in the same statistical range of step1.
For variant 1：
3a. Compute the KPI: number of flights suffer extremely large accidents
divide total number of flights.
For variant 2：
3b. Compute the KPI: number of flights suffer serious accidents divide
total number of flights.
For variant 3：
3c. Compute the KPI: number of flights accidents divide total number of
flights.
References PRC Performance Review Report (EUROCONTROL 2015)

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KPI Name Rate of aircraft incidents and errors
ID KPI39
Definition Rate of flight incidents and errors .Aircraft incident is an occurrence,
other than an accident, associated with the operation of an aircraft which
affects or could affect the safety of operation; Error averages that
something has been done that was not intended by the actor; not desired
by a set of rules or an external observer; or that led the task or system
outside its acceptable limits. In short, it is a deviation from intention,
expectation or desirability.
Measurement Percentage(%)
Units
Variants Variant 1 –incidents
Variant 2 –errors
Parameters Statistical Period
Recommended value: 1 year.
Data Number of controlled flights.
requirement For variant 1：
Number of flight incidents.
For variant 2：
Number of flight errors.
Calculation 1. Get total number of flights in such area.
procedure 2. Select and get number of the flights suffer incidents and errors in the
same statistical range of step1.
For variant 1：
3a. Compute the KPI: number of flights suffer incidents divide total
number of flights.
For variant 2：
3b. Compute the KPI: number of flights suffer flight errors divide total
number of flights.
References PRC Performance Review Report (EUROCONTROL 2015)

Aircraft Accidents and Incidents

KPI Name Rate of aircraft surface accidents

ID KPI40
Definition This KPI is the rate of aircraft accidents and incidents occur on the
ground(including runway, taxiway and apron)
Measurement Percentage(%)
Units
Variants None
Parameters Statistical Period
Recommended value: 1 year.
Data requirement Number of controlled flights.
Number of flights suffer surface accidents.
Calculation 1. Get total number of flights in such area.
procedure 2. Select and get number of the flights suffer surface accidents in the
same statistical range of step1.
3. Compute the KPI: number of flights suffer surface accidents divide
total number of flights.
References EUROCONTROL. Cognitive Complexity in Air Traffic Control: A
Literature Review, 2004.

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KPI Name Rate of aircraft airspace infringements
ID KPI41
Definition Rate of a flight into a notified airspace that has not been subject to
approval by the designated controlling authority of that airspace in
accordance with international and national regulations.
Measurement Percentage(%)
Units
Variants None
Parameters Statistical Period
Recommended value: 1 year.
Data requirement Number of controlled flights.
Number of flights cause airspace infringements.
Calculation 1. Get total number of flights in such area.
procedure 2. Select and get number of the flights cause airspace infringement in
the same statistical range of step1.
3. Compute the KPI: number of flights cause airspace infringement
divide total number of flights.
References PRC Performance Review Report (EUROCONTROL 2015)

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Step-By-Step Performance-Based Approach

Introduction

7.1 The performance-based approach is a way of organizing the performance management

process. This approach can be broken down into manageable, easy-to-understand steps. By
systematically following these steps, ATM community members will gain confidence in their ability
to apply the approach in a successful manner, and benefit from participating in a globally harmonized
approach.

7.2 Figure 6: outlines the general sequence of steps in the performance management process.
It serves as general guidance.

6. 1.
Assess Define/review
achievement scope, context and
of objectives general ambitions
and expectations

5. 2.
Implement Identify
solutions opportunities, issues
and set (new) objectives

4. 3.
Select solutions to Quantify
exploit opportunities objectives
and resolve issues

Figure 6: General Performance Management Process

7.3 The steps cover the following activities:

 Step 1: Define/review scope, context and general ambitions/expectations.

 Step 1.1: Define scope;
 Step 1.2: Define context;
 Step 1.3: Identify ambitions and expectations.
 Step 2: Identify opportunities, issues and set (new) objectives.
 Step 2.1: Develop a list of present and future opportunities and issues that
require performance management attention;
 Step 2.2: Focus efforts by defining and prioritizing performance objectives as
needed.

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 Step 3: Quantify objectives.

 Step 3.1: Define how progress in achieving performance objectives will be
measured and which data are required to do so;
 Step 3.2: Define the desired speed of progress in terms of baseline and target
performance.
 Step 4: Select solutions to exploit opportunities and resolve issues.
 Step 4.1: Select the decisive factors to reach the target performance;
 Step 4.2: Identify solutions to exploit opportunities and mitigate the effects of
the selected drivers and blocking factors;
 Step 4.3: Select a sufficient set of solutions.
 Step 5: Implement solutions.
 Step 6: Assess achievement of objectives.

Step 1: Define/Review Scope, Context and General Ambitions/Expectations

7.4 The purpose of Step 1 is to reach a common agreement on the scope and (assumed)
context of the “system” on which the performance management process will be applied, as well as a
common view on the general nature of the expected performance improvements.

Step 1.1: Define Scope

7.5 There is not just one global application of the performance management process, but
many simultaneous — and often interrelated — applications at more specialized and localized levels.
Scope definition is important to avoid misunderstandings, in particular about the performance
(improvement) which can be expected within the given scope. For example, the possibilities for
managing safety or environmental impact vary depending on whether one considers only the role of
ATM or approaches the subject at the level of the entire air transport system. By defining the scope of
the performance management activity, the limits of responsibility and accountability are also defined.

Step 1.2: Define Context

7.6 Once the scope is defined, it is necessary to make clear assumptions on what is
“surrounding” the performance management activity. This includes clarifying what the strategic fit is
within a larger (parent scope) performance management activity, with whom there is a need to
coordinate and collaborate, and what the external drivers and constraints are for the scope.

Step 1.3: Identify Ambitions and Expectations

7.7 Within a given scope, the purpose of identifying general ambitions and expectations is to
develop a strategic view on the (performance) results that are expected. The term “expectation” refers
to desired results from an external perspective. The term “ambition” indicates that the desired results
refer to an internal initiative. For example, in ATM, the performance-based approach can be used to
better meet society’s aviation expectations, as well as improve the business performance of airlines,
service providers, etc. To achieve this, identify ambitions and expectations with regard to the
performance of flight operations, airspace/airport usage and air navigation services in areas such as:
a) safety;
b) security;
c) environmental impact;
d) cost effectiveness;

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e) capacity;
f) flight efficiency;
g) flexibility;
h) predictability;
i) access and equity;
j) participation and collaboration; and
k) interoperability.

7.8 These are the eleven key performance areas (KPAs) as identified in the Global Air
Traffic Management Operational Concept (Doc 9854). Achievable performance is made possible by
the following enabler levels:
a) services and procedures;
b) human resources;
c) physical infrastructure;
d) systems and technology; and
e) regulation and standardization.

7.9 The performance-based approach (PBA) can be applied at each of these enabler levels
for the purposes of understanding the impact on the eleven KPAs. For example, for the systems and
technology level, the focus includes technical performance characteristics such as service/system
availability, continuity, reliability, integrity, resilience, maintainability, scalability etc. An important
part of the PBA is the development of cause-effect relationships between these technical performance
characteristics and the higher level 11 KPAs.

Step 2: Identify Opportunities, Issues and Set (New) Objectives

7.10 The purpose of Step 2 is to develop a detailed understanding of the performance behavior
of the system (this includes producing a list of opportunities and issues), and to decide which specific
performance aspects are essential for meeting the general expectations. The essential performance
aspects are those which need to be actively managed (and perhaps improved) by setting performance
objectives.

7.11 Step 2.1: Develop a list of present and future opportunities and issues that require
performance management attention. Based on the scope, context and general ambitions/expectations
which were agreed to during the previous step, the system should be analyzed in order to develop an
inventory of present and future opportunities and issues (weaknesses, threats) that may require
performance management attention. This part of the process is generally known as the SWOT
(strengths, weaknesses, opportunities and threats) analysis. Strengths are (internal) attributes of a
system or an organization that help in the realization of ambitions or in meeting expectations.
Weaknesses are (internal) attributes of a system or an organization that are a detriment to realizing
ambitions or meeting expectations. Opportunities are external conditions that help in the realization of
ambitions or in meeting expectations. Threats are external conditions that are a detriment or harmful
to realizing ambitions or meeting expectations.

7.12 Note that what may represent strengths with respect to one ambition or expectation may
be weaknesses for another one. The term “issues” is used in this document to refer to weaknesses as
well as threats. A good understanding of the opportunities and issues should be developed early in the
process, to provide background information for deciding which performance objectives to set, what to
measure and how/where to change the system. When possible (second or later iteration in the
process), advantage should be taken of the results of Step 6: Assess achievement of objectives. In

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general, this activity should take place as part of the forecasting and performance review.

7.13 Once the strengths, weaknesses, opportunities and threats are identified, action can be
taken to target and exploit or remove these factors, thereby leading to performance improvements
directly related to meeting the expectations.

Step 2.2: Focus efforts by defining and prioritizing performance objectives as needed

7.14 The purpose of this activity is to focus and prioritize the application of the performance-
based approach:
a) Focus is necessary to aim general expectations into specific performance objectives,
which in turn will be the basis for deciding on improvement actions.
b) Prioritization is required because, even though the scope of the process has already
been limited, in practice, not everything can and/or needs to be performance
managed.
c) Prioritization is supported by risk management which helps identify the risks that
are most urgent or must be avoided, those that should be transferred or reduced, and
those that are reasonable to retain.

7.15 Focusing the performance-based approach is a two-stage process:

a) Within each KPA, identify a number of specific areas — focus areas — in which
there are potential intentions to establish performance management. Focus areas are
typically needed where issues have been identified (see Step 2.1). For example,
within the capacity KPA one can identify airport capacity, runway capacity and
apron capacity as focus areas. Within the safety KPA, the list of focus areas might
include: accidents, incidents, runway incursions, safety management system
maturity, etc. There may be a need to define hierarchical groupings of focus areas;
and
b) Within focus areas, the potential intention to establish performance management is
“activated” by defining one or more performance objectives. These define a desired
trend in a qualitative and focused way in today’s performance; they specifically
focus on what has to be achieved, but do not make statements about the when,
where, who or how much. These objectives may be developed iteratively with the
development of indicators. Significant analysis of historical data, performance
modeling or simulation may be required to understand the necessary objectives. For
example, “improve safety” is not specific enough to be an objective, but represents
a starting point. Further analysis would reveal that “reduce the total number of
accidents” and even more specifically “reduce the number of CFIT accidents”
would qualify as performance objectives. Because at this level of detail no mention
is made about the when, where and who, it does not make sense to try to associate
numbers (indicator values or targets) at this level. That is done during the next step
of the process.
7.16 Prioritizing the performance-based approach averages that performance objectives will
only be defined in those focus areas where a real (present or anticipated) need for action and
improvement has been identified (preferably through analysis of historical or projected performance
data).

Step 3: Quantify Objectives

7.17 The principle of “reliance on facts and data for decision-making” implies that objectives
should be specific, measurable, achievable, relevant and time-bound (SMART). The purpose of Step 3
in the process is to ensure that these aspects are properly addressed.

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7.18 Step 3.1: Define how progress in achieving performance objectives will be measured and
which data are required. This section explains briefly that as part of the performance-based approach
there is a need for defining: indicators; the metrics underpinning those indicators; and common
definitions for data aggregation and event classification. It also addresses the measurement granularity
and the need for harmonization. Current/past performance, expected future performance (estimated as
part of forecasting and performance modeling), as well as actual progress in achieving performance
objectives is quantitatively expressed by averages of indicators (sometimes called Key Performance
Indicators, or KPIs).

7.19 Indicators are not often directly measured. They are calculated from supporting metrics
according to clearly defined formulas, e.g. cost-per-flight-indicator = Sum(cost)/Sum(flights).
Performance measurement is therefore done through the collection of data for the supporting metrics
(e.g. leads to a requirement for cost data collection and flight data collection).

7.20 Indicators need to be defined carefully:

a) To be relevant, they need to correctly express the intention of the performance
objective. Since indicators support objectives, they should not be defined without
having a specific performance objective in mind.
b) They need to be expressed in terms of supporting metrics for which there is
adequate data availability.

7.21 When there is a problem with data availability, there are two possibilities:
a) Set up the appropriate data reporting flows and/or modeling activities, to ensure all
supporting metrics are populated with data as required to calculate the indicator(s)
associated with the objective;
b) If this is not possible, aim for a different kind of performance improvement, by
choosing a different performance objective, as constrained by data availability.

7.22 Note that the need for an indicator lasts only as long as the corresponding performance
objective exists. Alternatively, the need for supporting metrics (such as the number of flights) lasts
much longer because metrics are seldom indicator-specific, i.e. they are typically used to calculate a
variety of indicators. When deciding which data to collect, a sufficiently broad spectrum of supporting
metrics will have to be considered.

7.23 Data collection should take place at the most detailed level of granularity that can be
afforded because the availability of detailed data greatly increases the effectiveness of the
performance-based approach.

7.24 Common aggregation hierarchies and classification schemes (taxonomies) are then used
to condense the detailed supporting metrics into clearly scoped summary indicators.

7.25 To conclude: in a collaborative environment in which many stakeholders contribute to

the achievement of objectives and/or have performance reporting obligations, it is important to
harmonize not only the definition of indicators and supporting metrics, but also the scope definitions,
e.g. aggregation hierarchies and classification schemes (taxonomies).

Step 3.2: Define Desired Speed of Progress in Terms of Baseline and Target Performance

7.26 The above-mentioned performance indicators are the quantifiers for how well
performance objectives have been achieved. Performance targets are closely associated with
performance indicators: they represent the values of performance indicators that need to be reached or
exceeded to consider a performance objective as being fully achieved. Note that performance targets
can be set as a function of time (e.g. to plan yearly improvement); they can also vary by geographic

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area, stakeholder, etc. In addition, targets can be set at different levels: local, regional or global.

7.27 Once the scope of a target has been agreed, it becomes clear where and at which level
performance management will need to be applied, between which stakeholders the achievement of the
objective needs to be coordinated, and who will need to be involved in trade-off decisions. The term
target is used with different averages:
a) current versus future: when the aim of the objective is to improve current
performance over time, the term “target” refers to a future desired or required
performance level;
b) real versus design specifications: when the aim of the objective is to manage real
performance so as to stay within pre-defined limits, the term “target” refers to
design specifications.

7.28 Performance targets may be set with different intentions, for example:

a) as a strategic design target, to support transition planning;

b) as a recommendation or incentive to promote the need for action and accelerate
improvements;
c) as a legal requirement;
d) as a performance level which needs to be achieved to enable other performance
improvements;
e) as a mandatory performance requirement which is necessary for safety reasons;
f) to gain access to certain airspace or receive certain levels of service.

7.29 To understand how challenging it is to reach a target, one should know the baseline
performance. The difference between the baseline and the target is called the performance gap. In a
“current versus future” application, the size of the gap is often expressed as a percentage of the
baseline performance (e.g. 10 per cent improvement needed to reach the target). For “real versus
design specifications” applications, targets are usually expressed as absolute values, without reference
to a baseline.

7.30 The determination of the baseline performance (calculation of baseline indicator values)
is done during the previous iteration of the process. It is one of the results of Step 6: Assess
achievement of objectives. This is part of the performance review.

7.31 The time available to achieve performance objectives is always limited. Therefore,
targets should always be time-bound.

7.32 The target and the time available to reach the target determine the required speed of
progress for the performance objective. Care should be taken to set targets so that the required speed
of progress is realistic. Target setting is used as a tool by managers, policymakers, regulatory bodies
and standardization organizations. Targets can have far reaching consequences depending on how
challenging they are and how serious they are taken.

7.33 In the air navigation system, appropriate decision-making/policymaking processes need

to be in place to collaboratively agree on performance objectives, performance indicators and the
values of performance targets at the local, regional and, where required, global levels.

Step 4: Select Solutions to Exploit Opportunities and Resolve Issues

7.34 The purpose of this step is to apply the principle of “informed decision-making, driven
by the desired/required results”.

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7.35 It combines the knowledge of baseline performance, opportunities and issues with the
performance objectives and targets, in order to make decisions in terms of priorities, trade-offs,
selection of solutions and resource allocation. The aim is to optimize the decisions to maximize the
achievement of the desired/required (performance) results.

Step 4.1: Select Decisive Factors to Reach the Target Performance

7.36 This part of the process is sometimes called performance gap analysis. As a result of Step
2, a qualitative inventory of present and future opportunities and issues that may require performance
management attention is already available. When analyzing blocking factors for runway capacity
improvement for example, it may turn out that for a given airport (example: single runway without
parallel taxiway), the dominant blocking factor is runway occupancy time, rather than wake vortex
separation minima. Knowing this, it is clear that solutions that reduce runway occupancy time will
contribute to runway capacity enhancement, whereas solutions which reduce wake vortex separation
minima will not contribute to the achievement of the objective in this particular example. Likewise, at
some airports the dominant constraining factor may be runway capacity, but elsewhere it may be gate
and apron capacity.

7.37 In order to make progress in reaching an objective, the dominant factors first need to be
undertaken. So the outcome of this activity is a selection and prioritization of opportunities and issues.
This can be seen as the development of a “performance strategy” for the achievement of a given
objective: working “backwards” from expectation related objectives, it cascades performance
requirements down to a selection of subordinate, enabling objectives and targets (e.g. to improve
airport capacity, to improve runway capacity, to reduce runway occupancy time) so the process:
a) eliminates/defers issues that do not immediately or significantly affect the
achievement of objective(s);
b) helps to maximize effectiveness if performance improvements have to be realized
with limited resources (e.g. budget, manpower);
c) creates a “traceability chain”, and/or a “performance case” which explains what will
be improved and how much, prior to the selection of solutions;
d) progresses the decision-making to the point where it is appropriate to start thinking
in terms of available solutions (options).

Step 4.2: Identify Solutions to Exploit Opportunities and Mitigate the Effects of the
Selected Drivers and Blocking Factors

7.38 At this stage, decision-makers need to know their options for mitigating pre-identified
issues and therefore to exploit available opportunities. This part of the process is about establishing
the list of options, i.e. defining the “solution space” which is at the disposal of decision-makers for
optimizing the achievement of performance objectives.

7.39 In the above example, for the objective “reducing runway occupancy time”, the list of
possible solutions/options may include: building extra taxiways to avoid the need for backtracking or
to eliminate the need for runway crossings; building high speed runway exits to give more options for
vacating the runway, thereby reducing runway occupancy time; and equipping aircraft with “brake-to-
vacate” technology, which enables pilots to select a runway exit while the aircraft is making its
landing approach. This increases the predictability of runway occupancy time, which in turn allows
reducing the separation minima on final approach. The latter will lead to increased capacity if runway
occupancy time is the dominating blocking factor. The list of solutions relates to the list of issues. In
this example, each solution addresses a different issue (which may or may not be present at a given
airport), but they all contribute to the same performance objective.

7.40 When the task is to improve the effectiveness of the day-to-day economic and

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operational management, the list of options will most likely be populated with off-the-shelf solutions
and best practices, i.e. solutions which are readily available.

7.41 When working with longer time horizons (during transition planning), a number of the
options or operational improvements may still be in their research, development and trials phases,
averaging that decision-makers will have to work with a “living” list of options, which are still
surrounded by a certain degree of uncertainty.

7.42 In any case, decision-makers need to gain a good understanding of the strategic fit, the
benefits, cost and feasibility of each option for operational improvement. Therefore, the description of
the operational improvements in the list needs to show that they have been developed from different
complementary perspectives. To produce this list of options, the performance-based approach should
be applied at each level.

7.43 In those cases where a list of options/operational improvements was already developed
during a previous planning cycle, the task consists of updating the list to take the latest developments
into account. In the case of transition planning-where the process may be executed only once every
five years-“updating the list” averages significantly “refining the list”.

Step 4.3: Select a Sufficient Set of Solutions

7.44 This is the part of the process where decisions are made based on which solution(s) to
implement. The following information is available to support decision-making:

a) definition of system/expectation scope and context;

b) the required results in terms of performance objectives and targets (in some cases,
for a certain date, in other cases, as an evolution through time, specifying a
“required speed of progress”, e.g. four percent improvement per year);
c) prioritized issues and opportunities, and their impact on performance; and
d) an overview of candidate solutions and their capability to resolve issues and exploit
opportunities, in terms of:
 list of operational improvements;
 associated enablers (services and procedures, human resources, systems and
technology, and regulation and standardization).

7.45 It is within this framework that decisions have to be taken. The nature of the decision and
the method best applied depend on the situation, as explained below. Assume an example in which
one has identified a number of candidate solutions to increase runway capacity. The requirement is to
exceed a certain capacity target while staying below a certain cost target. This is illustrated in Figure
4-2. For each candidate solution, the expected runway capacity and associated cost have been assessed
during the previous step. With this information, the various candidate solutions can be positioned in
the capacity/cost diagram of Figure 7.

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Target
C performance
F

E
A D
B
Current
performance

X 轴 Capicity
Figure 7: Expected performance of candidate solutions (example)

7.46 What is the decision to be taken and which method is to be used? Depending on which
subset of the solutions is available, the answer will vary. Your project may be faced with any
combination of the situations described in Table 6.

Case Solutions Decision

1 Only A, B, C, and F are available. None of the proposed solutions is satisfactory. Decide
None of these solutions meets both whether to:
targets. — continue searching for solutions which address the
selected issues and opportunities and meet all targets;
— focus on different issues and opportunities (this
assumes that the objectives can be achieved using a
different method or by setting different priorities);
— relax the target(s) (which makes it easier to achieve
the objective(s), but the impact of this would need to
be assessed);
— abandon the performance objective(s) altogether
(this also requires an impact assessment).
2 D and E are under development Decide what can be done to advance the availability date
and not yet available when needed. of D and E. In many cases, availability constraints are
imposed by enabler deployment and this would imply a
need to accelerate the deployment of certain enablers.
3 Only D is available and/or meets There are no alternatives to choose from. Accept
all targets. solution D.
4 Only D and E are available. They Both candidate solutions exceed the targets. Select the
are mutually exclusive. “best buy”. Is it worth choosing E instead of D? A
commonly used method for making the decision is
multi-criteria decision analysis (MCDA).
5 Only D and E are available. D and E may be complementary in delivering
They can be applied performance benefits (improving performance in
simultaneously. different places, at different times of the day, under

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different conditions). Decide whether to combine them
into one “implementation package”.
6 Only D and E are available. It may make sense to first use solution D, and after a
while (some years) to replace D by E to achieve better
performance. Decide how to include D and E in the
“road map” or “deployment sequence”.
7 D is available, but its capacity will This is the case where D and G interfere with each other
suffer if solution G is also applied. from a performance perspective. Trade-off
considerations will need to be part of the decision
process. The aim is to take a balanced decision.
See Appendix A for more information about trade-offs.
Table 6: Selection of solutions (example)
Outcome of
candidate
Solution
evaluation

Zero One Multiple

options option options

Solutions Mutually Solutions

No suitable
not yet exclusive not mutually
solution
mature solutions exclusive

Options
Options
have mixed
reinforce
performance
performance
impact

Solutions for Solutions for

simultaneous sequential
deployment deployment

1 2 3 4 5 6 7
Try to find other Try to advance Accept Select Define Define Select
solutions or modify availability date this solution “Best Buy” “Implementation deployment balanced
performance of solutions (use multicriteria Packages” sequence combination of
objectives / targets decision and define solutions using
analysis) deployment trade-off
criteria considerations

Figure 8: Selection of solutions

7.47 Depending on the nature of the project, the output of this process step is either a single
preferred solution, or a road map of selected solutions (combined into implementation packages and
sequenced into a deployment sequence), accompanied by an initial performance case that describes
those issues which are resolved and opportunities exploited, together with the expected costs and
benefits in terms of performance improvement towards the specified targets.

Step 5: Implement Solutions

7.48 This step is the execution phase of the performance management process. This is where
the changes and improvements that were decided upon during the previous step are organized into
detailed plans, implemented, and begin delivering benefits. Depending on the nature and magnitude of
the change, this could average:

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a) in the case of small-scale changes or day-to-day management:
 Assigning management responsibility for the implementation to an individual;
 Assigning responsibility and accountability for reaching a performance target
to an individual or organization; and
b) in the case of major or multi-year changes:
 Refining the road map of selected solutions into a detailed implementation
plan, followed by the launching of implementation projects.
 Ensure that each individual implementation project is operated in accordance
with the performance-based approach. This averages launching and executing
the performance management process at the level of individual projects. Each
project derives its scope, context and expectations (see Step 1 of the process)
from the overall implementation plan.

Step 6: Assess Achievement of Objectives

7.49 The purpose of Step 6 is to continuously keep track of performance and monitor whether
performance gaps are being closed as planned and expected. This implies data collection to populate
the supporting metrics with the data needed to calculate the performance indicators. The indicators are
then compared with the targets defined during Step 3 to draw conclusions on the speed of progress in
achieving the objectives. This step includes monitoring progress of the implementation projects,
particularly in those cases where the implementation of solutions takes several years (as in the
example), as well as checking periodically whether all assumptions are still valid and the planned
performance of the solutions is still meeting the (perhaps changed) requirements.

7.50 With regard to the review of actually achieved performance, the output of Step 6 is
simply an updated list of performance gaps and their causes. In practice, the scope of the activity is
often interpreted as being much wider and includes recommendations to mitigate the gaps. This is
then called performance monitoring and review, which in addition to Step 6 includes Steps 1, 2 and 3
of the performance management process.

7.51 For the purpose of organizing performance monitoring and review, the task can be
broken down into five separate activities:
a) Data collection;
b) Data publication;
c) Data analysis;
d) Formulation of conclusions;
e) Formulation of recommendations.

Data collection

There are essentially two major categories of data feeds that performance monitoring and review will
deal with:
a) data which are captured by automatic averages and forwarded in electronic form
with little or no human intervention. This type of data feed is typical for high
volume streaming measurement data and automated database-to-database
exchanges;
b) manual reporting of information (electronically or on paper). This requires human
effort to collect, interpret, analyze, structure and otherwise prepare the data for
reporting. Typical for low-frequency, complex information data feeds in which the

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performance monitoring organization receives processed information (forms,
reports) instead of raw data feeds.
7.52 To establish data feeds in each KPA, the following steps need to be undertaken:
a) identify information needs;
b) identify potential suppliers of data;
c) ensure information disclosure by candidate data suppliers;
d) manage the data feeds on an ongoing basis.

Data access and publication

7.53 The performance review can begin once the required data (performance targets and
current/anticipated values for performance indicators) are available. The first activity in this process is
data publication. With proper ATM community participation in place, ATM performance will be
evaluated by two different groups: performance specialists (e.g. analysts from designated ATM
performance review organizations); and people with a generally high level of interest in ATM
performance. Each group has its own specific need for access to ATM performance data, which
should be satisfied by appropriate data access and publication averages.

7.54 People with a general interest in ATM performance will wish to see executive level,
quality-controlled data and draw their own conclusions, at which point, the need arises to make
certain performance data publicly available in the interest of transparency. A capability is therefore
required which enables them to monitor the current situation against the performance targets, and to
provide them with the general trends, the “big picture” and their own performance in comparison with
others. This need can be satisfied by publishing high-level performance indicator indices. These
indices are periodically updated and generally allow limited or no interactivity by the user.

7.55 In addition, analysts from designated ATM performance review organizations are tasked
with gaining an in-depth understanding of ATM performance and finding causes and effects. Their
work is an integral part of the performance management process described earlier. Their data needs
can be satisfied by publishing selected data in performance assessment databases which are designed
to suit the analysts’ needs. These databases should allow high levels of interactivity (querying and
analysis).

Data analysis

7.56 At the data analysis stage, the performance review organization should ensure that the
data are already quality-checked. Rather than struggling with data quality issues, analysts should be
able to focus on their main task: performance review. Analysts need to examine the reasons for
(good/poor) performance, and explain these to decision-makers, while gaining a better insight into
past, current and future ATM performances. To that effect, analysts will compare performance
indicators against performance targets, identify performance evolution trends, analyze historical
evolution of performance, and find relationships (correlations) between performance indicators,
supporting metrics, etc.

7.57 They will look at the “big picture” (annual totals and averages, performance indicators
summarized during the planning cycle) and break down the data into very detailed levels to find the
causes of performance gaps and the reasons for trade-offs. Analysts will also make use of various
modeling techniques to increase their understanding of system performance. As a side effect of data
analysis, analysts will be able to propose performance objectives, define new performance indicators
and identify data needs.

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Formulation of conclusions

7.58 After completing the data analysis, analysts are expected to document the conclusions for
each KPA. Normally, these conclusions contain an assessment of the current and expected future
performance for each performance objective. Typically, the conclusions are published in a
performance review report.

Formulation of recommendations

7.59 An integral part of the performance review process is the formulation of

recommendations. These should be derived from the conclusions and also be included in the
performance review report. Recommendations should focus on how to meet ATM community
expectations through agreed upon performance objectives, performance indicators and performance
targets. When an evaluation indicates inconsistency between ATM community expectations and
performance objectives, performance indicators and performance targets, recommendations may
include: the need to set or change performance objectives; the need to (re-)define performance
indicators; the need to set or change performance targets.

7.60 Recommendations will typically fall into the following categories (non-exhaustive list):
a) the need to improve performance data collection;
b) suggested initiatives aimed at closing identified performance gaps;
c) suggestions to accelerate or delay performance improvements based on anticipated
evolution of traffic demand and predicted performance indicator trends;
d) setting up task forces, defining action plans, etc., with a view to beginning the
implementation process.

Positioning of performance review within the overall process

7.61 It is recommended that the performance monitoring and review activity is sufficiently
integrated into the overall performance planning process to ensure that the conclusions and
recommendations serve as direct input for Step 4 of the process, while simultaneously maintaining a
degree of independence from the other parts of the process in order to ensure a sufficient level of
objectivity and impartiality.

Repeat the process

7.62 Performance management is a closed loop process. The performance management

process is intended to be a closed-loop process. Step 6 has identified deficiencies, i.e. cases where
performance is not as expected, despite the implementation of changes designed to achieve
performance improvements. These deficiencies are to be acted upon by starting the next iteration of
the process.

7.63 One may be surprised to note that this implies revisiting Step 1: Define/review scope,
context and general ambitions/expectations. It is strongly recommended not to skip this because the
performance management scope, context and general expectations may be subject to continuous
change.

7.64 The periodicity of the process greatly depends on where in the air navigation system and
lifecycle it is applied. Depending on the nature of your project/activity you could be responsible for
any of the following:
a) ensuring performance of concepts and systems:
 during concept validation;

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 during and/or after implementation.

b) application of regulatory methods to organizations, people and systems:
 legal requirements, rules and regulations;
 certification and licensing;
 inspection and oversight.
c) annual performance review:
 performance is evaluated in annual cycles, in a reactive way;
 followed by actions in subsequent years to correct performance deficiencies.
d) proactive, collaborative performance planning:
 medium-term planning processes (annual cycles);
 strategic planning/seasonal scheduling (seasonal cycles); and
 pre-tactical planning (e.g. daily cycles).
------------------------

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Appendix A: ICAO and GANP Performance Indicators Frameworks

Key Performance
ICAO Key Performance Indicators
Area
Access and Equity Unsatisfied demand versus overall demand
Number of flights or flight hours that may be accommodated.
Separate measures for airspace and airport either through models or
Capacity
though actual values.
Values may be specific for a weather condition.
Average cost per flight at a system-wide annual level.
Total operating cost plus cost of capital divided by IFR flights.
Cost Effectiveness
Total labour obligations to deliver one forecast IFR flight in the system,
measured monthly and year-to-date.
Percentage of flights departing on-time.
Percentage of flights with on-time arrival.
Average departure delay per delayed flight
Percentage of flights with normal flight duration.
Average flight duration extension of flights with extended flight
Efficiency
duration.
Total number of minutes to actual gate arrival time exceeding planned
arrival time.
For all of the above consider 1) ATM caused delay, 2) target time for
delay (filed or schedule) and 3) delay threshold value (i.e. 15 minutes)
Amount of emissions attributable to ATM inefficiency
Environment Number of people exposed to significant noise
Fuel efficiency per revenue plane-mile
Number of rejected changes to the number of proposed changes to the
number of flight plans initially filed each year
Flexibility
Proportion of rejected changes for which an alternative was offered and
taken.
Number of filed differences with ICAO Standards and Recommended
Practices.
Global
Level of compliance of ATM operations with ICAO CNS/ATM plans
Interoperability
and global
Interoperability requirements.
Participation by Number of yearly meetings covering planning, implementation and
ATM Community operations.
Closely related to delay measures under efficiency
Predictability
Possible refinement to delay measures by phase of flight.
Number of accidents normalized to either number of operations or
Safety
number of flight hours
Number of acts of unlawful interference to ATC
Number of incidents involving direct unlawful interference to aircraft
that require air traffic service provider response
Security
Number of incidents due to unintentional factors such as human error,
natural disasters, etc., that have led to unacceptable reduction in air
navigation system capacity
Table 1 Key Performance Area

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Key Performance
GANP Key Performance Indicators
Area
Capacity Airport peak arrival capacity.
Additional taxi-in time.
Efficiency Additional taxi-out time.
Airport arrival throughput.
Flight arrival punctuality.
Predictability Flight departure punctuality.
Flight time deviation.
Cost Efficiency Airport arrival throughput.
Table 2 Core Indicators in GANP

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Appendix 2: Filed Flight Plan En-Route Extension Rate/Actual En-Route Extension

Rate

Those indicators of filed flight plan en-route extension and actual en-route extension are defined by
previous studies (E.g. Kettunen, et al. 2005; Boeing & CANSO, 2012; Eurocontrol & FAA, 2012).
Trajectory based performance evaluation is mostly used to estimate the operational performance of
efficiency and influence of environment due to the inefficiency operation.

Eurocontrol has further utilized the air route extension rate to estimate the level flight efficiency in
PRR. In the main body of this report, two KPIs of air route extension rate are selected, which are
respectively effected by terminal and en-route condition. As is shown in the picture below: (A) is the
actual flight trajectory of s flight, (D) is the great circle between the departure airport area fix and the
arrival airport area fix and (H) is the projection of (A) or (D) on the connection between two airports.
Thus the calculation function:

Air route extension rate (affected by route condition) = ((A) – (D))/ (D)

Air route extension rate(affected by terminal condition)= ((D) – (H))/ (H)

Arrival
airport area

(A) (H)
C

D
(D)
A
Departure
airport area

Filed flight plan en-route extension, compares the length of the en-route section of the last filed flight
plan with the corresponding great circle distance. Similarly, actual en-route extension compares the
length of the en-route section of the actual trajectory with the corresponding achieved distance. The
indicator is calculated as the ratio of the two sums (length of trajectories and achieved distances), over
all flights considered.

Filed flight plan en-route extension compares the filed flight plan to the great circle. While the filed,
flight plan is the ultimate output of the planning process, this indicator would be possible to measure
the inefficiency at intermediate stages by considering the shortest possible route on the route network
and the shortest available route for the specific flight. The shortest possible route is constrained by the
design of the route network. Historically, the route network was structured in reference to aircraft
navigational limitations and to enable air traffic control to provide separation with the tools available.
As performance of both aircraft and ATC has improved, the need for such a rigid en-route structure
has diminished, to the extent that free route airspace would now be possible throughout the entire
area. This would have positive effects both on the Filed flight plan en-route extension and the actual
en-route extension.

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The shortest available route is specific to a flight and takes into account the additional constraints
introduced by the Route Availability Document (RAD) and Conditional Routes (CDRs). The RAD
has the effect of modifying the route network available to specific flows of traffic, while CDRs have
the effect of modifying the route network available at specific times. Both of these reduce the set of
available routes. Differences between the shortest available route and the route in the filed flight plan
can arise because the airspace user might not be aware that the route is available, or just choose an
alternative route for operational or business reasons.

The actual en-route extension, on the other hand, reflects the actual environmental performance. In
this case a distinction can be made between two separate components: “separation” and
“fragmentation”. “Separation” relates to the need to safely manage the flow of traffic and has to be
considered as a hard constraint. It is important to bear in mind that the level of inefficiencies cannot
be reduced to zero. “Fragmentation” refers to operational inefficiencies created by non -homogenous
processes and systems and airspace and sector design due to non-operational factors.

It is recognized that actual en-route extension can be a representation for fuel efficiency as the most
fuel efficient route depends on wind. However, the wind optimal route might not necessarily

correspond to the choice of the airspace users because they might use different measures, such as total
cost (which would be dependent on the airspace users).

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Appendix 3: Abbreviations

AAR Airport Acceptance Rates

ADS-B Automatic Dependent Surveillance - Broadcast
AIBT Actual in-block time
ALDT Actual landing time
ANSP Air navigation service provider
AOBT Actual off-block time
ATC Air traffic control
ATCOs Air Traffic Control Officers
ATFM Air traffic flow management
ATM Air traffic management
ATOT Actual take-off time
ELDT Estimated landing time
ETOT Estimated take-off time
KPI Key Performance Indicator
ICAO International Civil Aviation Organization
STA Scheduled time of arrival
STD Scheduled time of departure
TMA Terminal area

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 Appendix A to the Report on Agenda Item 3.3

FANS INTEROPERABILITY TEAM - ASIA (FIT-ASIA)

TERMS OF REFERENCE

FIT-Asia Objective and Scope

The FANS Interoperability Team - Asia (FIT-Asia) shall be responsible for overseeing system
configuration and the end-to-end monitoring process of datalink systems to ensure they are
implemented and continue to meet performance, safety, and interoperability requirements within the
Asian Region.

The FIT-Asia shall:

Implementation
a) support the implementation and operational benefits of AIDC, CPDLC and ADS ADS-C;

Reporting and problem resolution processes

b) establish a problem reporting system;
c) review de-identified problem reports, identify trends and determine appropriate resolution;
d) develop interim operational procedures to mitigate the effects of problems until resolution;
e) monitor the progress of problem resolution;
f) prepare summaries of problems encountered and their operational implications;

System performance and monitoring processes

g) determine and validate system performance requirements;
h) establish a performance monitoring system;
i) assess system performance based on information from the CRA, and reported by States;
j) coordinate system testing and trials;
k) identify accountability for each element of the end-to-end system;
l) develop, document and implement a quality assurance plan that will provide a stable system;
m) identify end-to-end system configurations that provide acceptable data link performance;
n) ensure that such configurations are maintained by all stakeholders;

New procedures
o) coordinate testing in support of implementation of enhanced operational procedures

Reporting
p) oversee the reporting of report safety-related issues to the appropriate State or regulatory
authorities for action;
q) provide reports to relevant ATM coordinating groups;
r) coordinate the collation and analysis of aggregated regional data link performance data; and
s) report to RASMAG.

Relevant Central Reporting Agencies (CRA), and other APAC FITs, and other non-FIT-Asia States
will report, as required, to the FIT-Asia. ICAO Secretariat will submit reports to appropriate sub-
groups of APANPIRG.

Composition of FIT-Asia

The FIT-Asia will consist of representatives from States (ANS Providers) communication service
providers (CSP), CRAs, RMAs/EMAs, IATA, CANSO, IFALPA and IFATCA. Aircraft and ancillary
equipment manufacturers may also be requested to participate.

Approved by APANPIRG/2230, September 2011 November 2019

………………………..

A-1
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

ASIA/PACIFIC FIXM VERSION 4.1 EXTENSION

1.0 Based on the operational scenarios developed for the SWIM in ASEAN Demonstration,
additional data attributes required to be exchanged among stakeholders involving in A-CDM (Airport-
Collaborative Decision Making) operation and to support the integration between ATFM and A-CDM
were identified. Considering that these data attributes are flight-specific, FIXM would be the appropriate
information exchange model to support the aforementioned operations. Consequently, the FIXM version
4.1 Extension was further developed to include these data attributes. Table 1 shows the list of data
attributes currently included in the FIXM version 4.1 Extension developed.

Estimated Calculated Target Actual

TOBT AOBT
TSAT
CTOT TTOT
ETO CTO ATO
ELDT CLDT
Other
Trajectory Aircraft Track
 ETO  Ground speed
 CTO  Bearing
 ATO  Flight level or Altitude
 Flight level or Altitude  Position (Designator or Latitude/Longitude or
 Waypoint Relative Point)
 Time over position
Table 1: FIXM version 4.1 Extension Data Attributes

1.1 A system-to-system interconnection test between Singapore and Thailand to validate the
exchange of developed FIXM version 4.1 Extension was successfully conducted in March/April 2019
using the Flight Information Update use case, involving the distribution of ATFM and A-CDM related
data attributes, designed based on the AMQP (Advanced Message Queuing Protocol) messaging protocol.

1.2 The FIXM version 4.1 Extension aforementioned was presented at and endorsed by the
Ninth Meeting of the Asia/Pacific Air Traffic Flow Management Steering Group (ATFM/SG/9) in April
2019. Although the options for identifying and including the data attributes in addition to the ones shown
in Table 1 were discussed at length during ATFM/SG/9, it was agreed by the meeting that, to avoid any
further delay in approval and publication of the developed FIXM version 4.1 Extension for the
operational use in the Asia/Pacific Region, any additional data attributes such as the ones for
A-CDM purposes should be included in the second version of extension to be developed at a later date.

1.3 The FIXM version 4.1 Extension developed is detailed in Appendix below. Noting the near-
term need for system-to-system ATFM information exchange between enabled ATFM Nodes, it is
proposed that this FIXM Extension be adopted as the Asia/Pacific FIXM version 4.1 Extension and be
made available for immediate use by Asia/Pacific Administrations. It is further proposed that this FIXM
Extension be presented to the FIXM Change Control Board (CCB) for validation and publication on the
FIXM official website.

Based on the anticipation that the future ATFM information services will be highly
composite, pulling data from across domains to support ATFM functions from planning, monitoring, and
managing through post-event analysis, adapting or combining the existing information exchange models
to provide comprehensive ATFM information exchange has scope and structural limitations. Particularly,
ATFM information is not flight-specific, related to a single flight, as is FIXM and may contain or use

3.4A - 1
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

description of volumes with attributes not currently required for AIXM, while there is no overlap between
ATFM functions and IWXXM. Besides, considering that adding new data elements to existing
information exchange models would be a lengthy process due to the required coordination and attaining
acceptance from the existing information exchange model governing community, the scalability and
interoperability of ATFM-related information exchange will be certainly affected. With the analysis on
both technical and non-technical factors such as schedule, potential risks, and potential benefits, it was
concluded that developing the new and standalone information exchange model for ATFM-related
information exchange is the best option.

1.4 Similarly, the assessment on the possibility to utilize the existing information exchange
models for the exchange of ATFM Daily Plan (ADP) being currently distributed among ATFM units and
related stakeholders in the Asia/Pacific region revealed that developing the new information exchange
model is likely the best alternative as the information contained in ADP covers more than one information
domains. With this common view, the collaboration between Singapore, Thailand, and USA on the
development of ATFM-specific information exchange model has been discussed. Initially, it is agreed
that, to not reinvent the wheel, the scope of ATFM information to be included in this new information
exchange model being discussed must be clearly identified. For example, the data elements considered
flight-specific, e.g. CTOT, CLDT, CTO, etc., should remain under FIXM, while the data elements
included in ADP which are applied to a number of flights will be included in the new model.

APAC Flow XSD Description

Namespace Description
ApacFlow FIXM Extension containing data attributes to support Air Traffic Flow
Management operations in accordance with Distributed Multi-Nodal
Air Traffic Flow Management Network concept and Airport-
Collaborative Decision Making operations in Asia/Pacific region.

Class Definition Reference/Remark

ApacDepartureType Class containing ATFM data This class is to be included in
related to departure aerodrome extension field under
DepartureType class.
Data Attribute Definition Reference/Remark
actualOffBlockTime A time the aircraft is pushed ICAO Doc 9971 Manual on
back / vacates parking position Collaborative ATFM, 3rd Edition,
(equivalent to airline/handlers 2018
ATD – Actual Time of Departure
and ACARS=OUT)
calculatedTakeOffTime A time calculated and issued by ICAO Doc 9971 Manual on
an ATFM unit, as a result of Collaborative ATFM, 3rd Edition,
tactical slot allocation, at which a 2018
flight is expected to become
airborne
targetOffBlockTime A time that an Aircraft Operator ICAO Asia/Pacific Framework for

3.4A - 2
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

or Ground handler estimates Collaborative ATFM, Version 3,

that an aircraft will be ready to August 2017
startup/be pushed back
immediately upon reception of
clearance from the control tower
targetStartupApprovalTime A time provided by ATC taking ICAO Asia/Pacific Framework for
into account TOBT, CTOT, and/or Collaborative ATFM, Version 3,
the traffic situation that an August 2017
aircraft can expect start up/push
back approval
targetedTakeOffTime A time that an aircraft is targeted ● ICAO Asia/Pacific Framework
to be airborne, taking into for Collaborative ATFM,
account TOBT, TSAT, and other Version 3, August 2017
factors such as EXOT, wake ● EUROCONTROL A-CDM
turbulence, SID, etc. Implementation Manual,
Version 5.0, March 2017

Class Definition Reference/Remark

ApacArrivalType Class containing ATFM data This class is to be included in
related to destination extension field under ArrivalType
aerodrome class.
Data Attribute Definition Reference/Remark
calculatedLandingTime A landing time calculated and ICAO Doc 9971 Manual on
issued by an ATFM unit, as a Collaborative ATFM, 3rd Edition,
result of tactical slot allocation, 2018
at which a flight is expected to
land on a runway
estimatedLandingTime An estimated time that an ICAO Doc 9971 Manual on
aircraft will touch-down on the Collaborative ATFM, 3rd Edition,
runway (equivalent to ETA - 2018
Estimated Time of Arrival)

Class Definition Reference/Remark

ApacAircraftTrackType Class containing aircraft track This class is to be included in
data extension field under FlightType
class.
Data Attribute Definition Reference/Remark
actualSpeed Current aircraft ground speed
flightLevel Current flight level flightLevel can be in the
following forms,
● Flight level; or
● Altitude.

3.4A - 3
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

heading Current aircraft heading

position Current aircraft position position can be in the following
forms,
● Designator;
● Latitude/Longitude; or
● Relative point.
positionTime Time when all data in this class is
reported

Class Definition Reference/Remark

ApacTrajectoryType Class containing all trajectory This class is to be included in
elements of a flight extension field under FlightType
class.
Data Attribute Definition Reference/Remark
element A list of trajectory elements

Class Definition Reference/Remark

ApacTrajectoryElementType Class containing composition of
each trajectory element(s)
specified in ApacTrajectoryType
Data Attribute Definition Reference/Remark
level An estimated flight level of the level can be in the following
aircraft at this trajectory element forms,
● Flight level; or
● Altitude.
routePoint A specified position of this routePoint can be in the
trajectory element following forms,
● Designator;
● Latitude/Longitude; or
● Relative point.
actualTimeOver An actual time of the aircraft
over routePoint
calculatedTimeOver A time calculated and issued ICAO Doc 9971 Manual on
by an ATFM unit, as a result Collaborative ATFM, 3rd Edition,
of tactical slot allocation, at 2018
which a flight is expected to
be over routePoint, i.e. a fix,
waypoint, or particular location.
The implementation of this
constraint may be carried out
through tactical ATC
intervention, such as speed

3.4A - 4
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

control or route extension, or

by having the aircraft meet
the constrained time through
the use of its Flight
Management System RTA -
Required Time of Arrival
function
estimatedTimeOver An estimated time at which the ICAO Doc 9971 Manual on
aircraft would be over Collaborative ATFM, 3rd Edition,
routePoint, i.e. fix, waypoint, or 2018
particular location, typically
where air traffic congestion is
expected
seqNum The sequence number of this
trajectory element as specified in
FlightRouteTrajectoryType class
of FIXM version 4.1 Core

_____________

3.4A - 5
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

<?xml version="1.0" encoding="UTF-8"?>

<schema
attributeFormDefault="unqualified"
elementFormDefault="qualified"
targetNamespace="http://www.aerothai.aero/apac/1.0"
version="1.00"
xmlns="http://www.w3.org/2001/XMLSchema"
xmlns:apac="http://www.aerothai.aero/apac/1.0"
xmlns:fb="http://www.fixm.aero/base/4.1"
xmlns:xs="http://www.w3.org/2001/XMLSchema">

<xs:annotation>
<xs:documentation>
Copyright (c) 2018 Aeronautical Radio of Thailand Limited
===========================================
All rights reserved.

Redistribution and use in source and binary forms, with or

without modification,
are permitted
provided that the following conditions are met:
* Redistributions of source code must retain the above
copyright notice, this list
of conditions and
the disclaimer.
* Redistributions in binary form must reproduce the above
copyright notice, this
list of conditions
and the disclaimer in the documentation and/or other
materials provided with the
distribution.
* Neither the name of Aeronautical Radio of Thailand Limited
nor the names of their contributors may
be used to endorse or
promote products derived from this specification without
specific prior written permission.

DISCLAIMER

THIS SPECIFICATION IS PROVIDED BY THE COPYRIGHT HOLDERS AND

CONTRIBUTORS "AS IS"

AND ANY EXPRESS OR IMPLIED WARRANTIES, INCLUDING, BUT NOT

LIMITED TO, THE IMPLIED

WARRANTIES OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR

PURPOSE ARE
DISCLAIMED. IN NO EVENT SHALL THE COPYRIGHT OWNER OR
CONTRIBUTORS BE LIABLE FOR

3.4A - 6
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

ANY DIRECT, INDIRECT, INCIDENTAL, SPECIAL, EXEMPLARY, OR

CONSEQUENTIAL DAMAGES
(INCLUDING, BUT NOT LIMITED TO, PROCUREMENT OF SUBSTITUTE
GOODS OR SERVICES; LOSS

OF USE, DATA, OR PROFITS; OR BUSINESS INTERRUPTION) HOWEVER

CAUSED AND ON ANY
THEORY OF LIABILITY, WHETHER IN CONTRACT, STRICT LIABILITY,
OR TORT (INCLUDING
NEGLIGENCE OR OTHERWISE) ARISING IN ANY WAY OUT OF THE USE OF
THIS SOFTWARE, EVEN

IF ADVISED OF THE POSSIBILITY OF SUCH DAMAGE.

Editorial note: this license is an instance of the BSD

license template as provided
by the Open
Source Initiative:
http://www.opensource.org/licenses/bsd-license.php

The authoritative reference for FIXM is www.FIXM.aero.

Details on Aeronautical Radio of Thailand Limited:

http://www.aerothai.co.th/
</xs:documentation>
</xs:annotation>
<xs:import namespace="http://www.fixm.aero/base/4.1"
schemaLocation="./../../core/base/Base.xsd"/>
<xs:import namespace="http://www.fixm.aero/flight/4.1"
schemaLocation="./../../../core/flight/Flight.xsd"/>
<xs:import namespace="http://www.fixm.aero/messaging/4.1"
schemaLocation="./../../../core/messaging/Messaging.xsd"/>
<xs:annotation>
<xs:documentation>
The ApacFlow contains information related to Air Traffic Flow
Management and Airport-Collaborative Decision Making operations.
</xs:documentation>
</xs:annotation>

<xs:complexType name="ApacAircraftTrackType">
<xs:annotation>
<xs:documentation>
Class containing aircraft track data. This class is to be
included in extension field
under FlightType class.
</xs:documentation>
</xs:annotation>
<xs:complexContent>
<xs:extension base="fb:ExtensionType">

3.4A - 7
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

<xs:sequence>
<xs:element name="actualSpeed"
type="fb:GroundSpeedType" minOccurs="0" maxOccurs="1" >
<xs:annotation>
<xs:documentation>
Current aircraft ground speed.
</xs:documentation>
</xs:annotation>
</xs:element>
<xs:element name="flightLevel"
type="fb:FlightLevelOrAltitudeType" minOccurs="0" maxOccurs="1" >
<xs:annotation>
<xs:documentation>
Current flight level
</xs:documentation>
</xs:annotation>
</xs:element>
<xs:element name="heading" type="fb:BearingType"
minOccurs="0" maxOccurs="1" >
<xs:annotation>
<xs:documentation>
Current aircraft heading
</xs:documentation>
</xs:annotation>
</xs:element>
<xs:element name="position"
type="fb:SignificantPointType" minOccurs="0" maxOccurs="1" >
<xs:annotation>
<xs:documentation>
Current aircraft position
</xs:documentation>
</xs:annotation>
</xs:element>
</xs:sequence>
<xs:attribute name="positionTime" type="fb:TimeType"
use="optional" >
<xs:annotation>
<xs:documentation>
Time when all data in this class is reported
</xs:documentation>
</xs:annotation>
</xs:attribute>
</xs:extension>
</xs:complexContent>
</xs:complexType>
<xs:element name="ApacAircraftTrack"
type="apac:ApacAircraftTrackType" substitutionGroup="fb:Extension" />

<xs:complexType name="ApacArrivalType">
<xs:annotation>

3.4A - 8
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

<xs:documentation>
Class containing ATFM data related to destination
aerodrome. This class is to be
included in extension field under ArrivalType class.
</xs:documentation>
</xs:annotation>
<xs:complexContent>
<xs:extension base="fb:ExtensionType">
<xs:attribute name="calculatedLandingTime"
type="fb:TimeType" use="optional" >
<xs:annotation>
<xs:documentation>
A landing time calculated and issued by an ATFM
unit, as a result of tactical slot
allocation at which a flight is expected to land
on a runway. [ICAO DOC 9971 Manual
on Collaborative ATFM, 3rd Edition, 2018]
</xs:documentation>
</xs:annotation>
</xs:attribute>
<xs:attribute name="estimatedLandingTime"
type="fb:TimeType" use="optional" >
<xs:annotation>
<xs:documentation>
The estimated time that an aircraft will touch-
down on the runway (equivalent to
ETA) [ICAO Doc 9971 Manual Collaborative ATFM,
3rd Edition, 2018]
</xs:documentation>
</xs:annotation>
</xs:attribute>
</xs:extension>
</xs:complexContent>
</xs:complexType>
<xs:element name="ApacArrival" type="apac:ApacArrivalType"
substitutionGroup="fb:Extension" />

<xs:complexType name="ApacDepartureType">
<xs:annotation>
<xs:documentation>
Class containing ATFM data related to departure aerodrome.
This class is to be included
in extension field under DepartureType class.
</xs:documentation>
</xs:annotation>
<xs:complexContent>
<xs:extension base="fb:ExtensionType">
<xs:attribute name="actualOffBlockTime" type="fb:TimeType"
use="optional" >
<xs:annotation>

3.4A - 9
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

<xs:documentation>
The time the aircraft pushes back / vacates
parking position (equivalent to airline/handler
ATD - Actual Time of Departure and ACARS=OUT).
[ICAO Doc 9971 Manual on Colloborative
ATFM, 3rd Edition, 2018]
</xs:documentation>
</xs:annotation>
</xs:attribute>
<xs:attribute name="calculatedTakeOffTime"
type="fb:TimeType" use="optional" >
<xs:annotation>
<xs:documentation>
A time calculated and issued by an ATFM unit, as
a result of tactical slot allocation,
at which a flight is expected to become airborne.
[ICAO Doc 9971 Manual Collaborative
ATFM, 3rd Edition, 2018]
</xs:documentation>
</xs:annotation>
</xs:attribute>
<xs:attribute name="targetOffBlockTime" type="fb:TimeType"
use="optional" >
<xs:annotation>
<xs:documentation>
A time that an Aircraft Operator or Ground
handler estimates that an aircraft will
be ready to startup/be push back immediately upon
reception of clearance from the
control tower. [ICAO Asia/Pacific Framework for
Collaborative ATFM, Version 3, August
2017]
</xs:documentation>
</xs:annotation>
</xs:attribute>
<xs:attribute name="targetStartupApprovalTime"
type="fb:TimeType" use="optional" >
<xs:annotation>
<xs:documentation>
A time provided by ATC taking into account TOBT,
CTOT (Calculated Take-Off Time)
and/or the traffic situation that an aircraft can
expect start up/push back approval.
[ICAO Asia/Pacific Framework for Collaborative
ATFM, Version 3, August 2017]
</xs:documentation>
</xs:annotation>
</xs:attribute>
<xs:attribute name="targetedTakeOffTime"
type="fb:TimeType" use="optional" >

3.4A - 10
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

<xs:annotation>
<xs:documentation>
A time that an aircraft is targeted to be
airborne, taking into account TOBT, TSAT,
and other factors such as EXOT, wake turbulence,
SID, etc. [ICAO Asia/Pacific Framework
for Collaborative ATFM, Version 3, August 2017]
[EUROCONTROL A-CDM Implementation
Manual, Version 5.0, March 2017]
</xs:documentation>
</xs:annotation>
</xs:attribute>
</xs:extension>
</xs:complexContent>
</xs:complexType>
<xs:element name="ApacDeparture" type="apac:ApacDepartureType"
substitutionGroup="fb:Extension" />

<xs:complexType name="ApacTrajectoryType">
<xs:annotation>
<xs:documentation>
Class containing composition of each trajectory element(s)
specified in ApacTrajectoryType

</xs:documentation>
</xs:annotation>
<xs:complexContent>
<xs:extension base="fb:ExtensionType">
<xs:sequence>
<xs:element name="element"
type="apac:ApacTrajectoryElementType" minOccurs="0" maxOccurs="2000" >
<xs:annotation>
<xs:documentation>
A list of trajectory element.
</xs:documentation>
</xs:annotation>
</xs:element>
</xs:sequence>
</xs:extension>
</xs:complexContent>
</xs:complexType>
<xs:element name="ApacTrajectory" type="apac:ApacTrajectoryType"
substitutionGroup="fb:Extension" />

<xs:complexType name="ApacTrajectoryElementType">
<xs:annotation>
<xs:documentation>
Class containing composition of each trajectory element(s)
specified in ApacTrajectoryType.

3.4A - 11
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

</xs:documentation>
</xs:annotation>
<xs:sequence>
<xs:element name="level"
type="fb:FlightLevelOrAltitudeChoiceType" minOccurs="0" maxOccurs="1"
>
<xs:annotation>
<xs:documentation>
An estimated flight level of the aircraft at the
trajectory element.
</xs:documentation>
</xs:annotation>
</xs:element>
<xs:element name="routePoint" type="fb:SignificantPointType"
minOccurs="1" maxOccurs="1" >
<xs:annotation>
<xs:documentation>
A specified position of this trajectory element
[routePoint can be in the following
forms, fix; waypoint; or particular location]
</xs:documentation>
</xs:annotation>
</xs:element>
</xs:sequence>
<xs:attribute name="actualTimeOver" type="fb:TimeType"
use="optional" >
<xs:annotation>
<xs:documentation>
The actual time of aircraft over routePoint
</xs:documentation>
</xs:annotation>
</xs:attribute>
<xs:attribute name="calculatedTimeOver" type="fb:TimeType"
use="optional" >
<xs:annotation>
<xs:documentation>
A time calculated and issued by an ATFM unit, as a
result of tactical slot allocation,
at which a flight is expected to be over routePoint,
i.e. a fix, waypoint, or particular
location. The implementation of this constraint may be
carried out through tactical
ATC intervention, such as speed control or route
extension, or by having the aircraft
meet the constrained time through the use of its Flight
Management System RTA - Required
Time of Arrival function. [ICAO Doc 9971 Manual on
Collaborative ATFM, 3rd Edition,
2018]
</xs:documentation>

3.4A - 12
 APANPIRG/30
Appendix A to the Report on Agenda Item 3.4

</xs:annotation>
</xs:attribute>
<xs:attribute name="estimatedTimeOver" type="fb:TimeType"
use="optional" >
<xs:annotation>
<xs:documentation>
A estimated time at which an aircraft would be over
routePoint, i.e. fix, waypoint
or particular location, typically where air traffic
congestion is expected. [ICAO
Doc 9971 Manual on Collaborative ATFM, 3rd Edition,
2018]
</xs:documentation>
</xs:annotation>
</xs:attribute>
<xs:attribute name="seqNum" type="xs:int" use="required" >
<xs:annotation>
<xs:documentation>
The sequence number of this trajectory element as
specified in FlightRouteTrajectoryType
class of FIXM version 4.1 Core
</xs:documentation>
</xs:annotation>
</xs:attribute>
</xs:complexType>
<xs:element name="ApacTrajectoryElement"
type="apac:ApacTrajectoryElementType" />
</schema>

3.4A - 13
 APANPIRG/30
Appendix B to the Report on Agenda Item 3.4

RNAV to RNP Chart Identification Change

Constraints
Regional Transition Plan # of charts changed 1730
Capacity Chart Service Provider 180
Region: APAC To be used in conjunction with Circular 353 only Capacity Chart Service Provider adjusted 120
Required AIRAC Cycle: 9.61111
Use the following data to develop a proposed regional slot for transition. Actual slot will be coordinated and allocated by the ICAO PBN Programme Office Required AIRAC Cycle adjusted: 14.4167
Regional Transition Plan no later than Jun 2019
AIRAC cycle dates: https://www.nm.eurocontrol.int/RAD/common/airac_dates.html

Figures below are filled automatically - do not change Enter values here: 2019 2020
Sequence
based on Required No. of
ready number of Airac Allocated AIRAC Earliest Proposed Latest Proposed AIRAC
Start Date date No. of Charts Cycles Cycle Start Date Start Date Cycle Jul 18 Aug 15 Sep 12 Oct 10 Nov 07 Dec 05 Jan 02 Jan 30 Feb 27 Mar 26 Apr 23 May 21 Jun 18 Jul 16 Aug 13 Sep 10 Oct 08 Nov 05 Sum State's comment
Afghanistan Thursday, October 10, 2019 27 6 1 18-Jul-19 18-Jun-20 1 6 6
Australia Thursday, August 15, 2019 32 653 18 18 months 18 37 37 37 37 37 36 36 36 36 36 36 36 36 36 36 36 36 36 653 possibly begin on 15 Aug 2019
Bangladesh Thursday, October 10, 2019 27 1 1 1 1 1 5 RNP, 1 RNAV(GNSS)
Bhutan Thursday, October 10, 2019 27 3 1 1 3 3
Brunei Darussalam Thursday, June 18, 2020 1 2 1 1 2 2
Cambodia Thursday, February 27, 2020 16 5 1 1 5 5
China Thursday, July 18, 2019 36 317 18 Published RNP 151 11 Oct 2018 31 Dec 2020 18 18 18 18 18 18 18 18 18 18 18 18 17 17 17 17 17 17 17 317 151 RNP, 317 RNAV(GNSS)
Hong Kong, China Thursday, January 02, 2020 20 8 6 6 8 8
Macao, China Thursday, January 02, 2020 20 4 6 6 4 4
Taipei FIR Thursday, January 30, 2020 19 22 4 4 6 6 5 5 22
Cook Islands Thursday, March 26, 2020 10 15 3 3 5 5 5 15
Democratic Peoples Republic of Korea Thursday, August 15, 2019 32 4 1 1 4 4
Fiji Thursday, July 18, 2019 36 8 1 1 8 8
India Thursday, October 10, 2019 27 4 1 1 4 4
Indonesia Thursday, June 18, 2020 1 76 6 6 13 13 13 13 12 12 76
Japan Thursday, January 02, 2020 20 93 12 Published 25 GPS App 12 7 7 7 8 8 8 8 8 8 8 8 8 93
Kiribati Thursday, March 26, 2020 10 4 1 1 4 4
Lao Peoples' Democratic Republic Thursday, February 27, 2020 16 5 1 1 5 5
Malaysia Thursday, January 02, 2020 20 50 6 6 5 5 10 9 10 11 50
Maldives Thursday, July 18, 2019 36 16 1 1 16 16 effective on Jan 2 2019
Marshall Islands Thursday, March 26, 2020 10 6 1 1 6 6
Micronesia Thursday, June 18, 2020 1 10 1 1 10 10
Mongolia Thursday, August 15, 2019 32 3 1 1 3 3
Myanmar NA #VALUE! 0 0 Implemented 0 0
Nauru Thursday, March 26, 2020 10 0 0 0 0 0
Nepal Thursday, July 18, 2019 36 4 2 2 2 2 4
New Zealand Thursday, July 18, 2019 36 126 18 progressive implementation 18 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 126
Pakistan Thursday, October 10, 2019 27 43 12 12 4 4 4 4 4 4 4 3 3 3 3 3 43
Palau Thursday, June 18, 2020 1 2 1 1 2 2
Papua New Guinea Thursday, June 18, 2020 1 2 1 Published 15 GPS App 1 2 2
Philippines Thursday, January 02, 2020 20 31 12 12 3 3 3 3 3 3 3 2 2 2 2 2 31
Republic of Korea Thursday, August 15, 2019 32 32 1 1 32 32
Samoa Thursday, March 26, 2020 10 5 1 1 5 5
Singapore Thursday, January 02, 2020 20 6 2 implement anytime 2 3 3 6
Solomon Islands Thursday, March 26, 2020 10 0 0 Published 24 GPS App 0 0 0
Sri Lanka NA #VALUE! 0 0 Implemented 0 0
Thailand Thursday, January 02, 2020 20 62 10 10 6 6 6 6 6 6 6 6 6 8 62
Timor Leste Thursday, June 18, 2020 1 5 1 1 5 5
Tonga Thursday, April 23, 2020 8 8 1 1 8 8
Tuvalu Thursday, May 21, 2020 7 2 1 1 2 2
Vanuatu Thursday, April 23, 2020 8 13 2 2 7 6 13
Vietnam Thursday, February 27, 2020 16 9 1 1 9 9
New Caledonia Thursday, July 18, 2019 36 9 1 1 9 9
French Polynesia Thursday, August 15, 2019 32 35 2 2 18 17 35
Wallis and Futuna Is. Thursday, July 18, 2019 37 2 1 1 2 2
United States of America NA #VALUE! 19 0 0 0
1730 99 121 79 80 66 65 101 95 116 116 116 104 114 92 92 91 82 82 1711
* China : Published PBN procedures are in domestic AIP and will not affect regional transition.
* USA : These is no intention to change chart title. US will include PBN requirement box in the chart.
* Austalia proposed to follow the triennial procedure validation cycle. If resources available, transition will be made in 18 months. Chart will be published quartly

3.4B - 1
 APANPIRG/30
Appendix C to the Report on Agenda Item 3.4

TABLE - PROPOSED INDICATOR CHANGES FOR SEAMLESS ATM MONITORING

Reference New ASBU

Objective Performance Indicator
Priority Module
90 Continuous Descent B0-CDO % of international aerodromes/TMA where CDO is
1 Operations (CDO) APTA-B0/4 implemented
90 Continuous Descent B0-CDO % of international aerodromes/TMA where CDO is
2 Operations (CDO) APTA-B0/4 implemented
100 Continuous Climb B0-CCO % of international aerodromes where CCO is
1 Operations (CCO) APTA-B0/5 implemented
100 Continuous Climb B0-CCO % of international aerodromes where CCO is
2 Operations (CCO) APTA-B0/5 implemented
% of high density aerodromes instruments runway
PBN Approaches ends with precision approaches or RNP Approaches
110 B0-APTA
(with basic (APV or LNAV (High density aerodrome is defined
1 APTA-B0/1
capabilities) by Asia-Pacific Seamless ATM Plan as aerodromes
with scheduled operations in excess of 100,000/year)
GBAS/SBAS CAT I
% of instrument runway ends with GLS and SBAS
3 precision approach APTA-B0/3
CAT I procedures
procedures
SIDs/ STARs
B0-CCO/
120 PBN SID and STAR % of international aerodromes/TMAs with PBN SID
B0-CDO
1 procedures (with and STAR implemented
APTA-B0/2
basic capabilities)
Helicopter PBN Point
% of heliports or other landing locations where PBN
1 in Space (PinS) APTA-B0/6
instrument arrivals and departures are implemented
Operations
% of ATS routes designated as PBN RNP routes
140 PBN Routes B0-FRTO
(accepted RNAV routes in Category S) in accordance
1 RNP routes FRTO-B1/2
with Seamless ATM Phase 1
Are all your Category R and S upper controlled
airspace and Category T airspace supporting high
150
PBN Airspace Regional density aerodromes designated as non-exclusive or
1
exclusive PBN airspace as appropriate?
(1 – yes, 0 – no)
ATM systems
% of ATC units with ATM systems enabling optimal
250 enabling optimal B0-APTA
PBN operations
PBN/ATC operations
290 UPR and DARP B0-FRTO % of FIRs using UPR and DARP within R airspace
Priority 1 - Critical upgrade assignment based on whether the implementation of an element could bring most
benefit to the region or regional upgrade by States and is essential to achieve the service level required globally

Priority 2 - Recommended upgrade for those elements which would bring benefits to the region and generally
to be implemented from 2022, but States are encouraged to implement earlier if beneficial

Priority 3 - Assigned to those elements which may not be required for regional implementation, so may not be
universally implemented) in the Asia/Pacific Region

3.4C - 1
 APANPIRG/30
Appendix D to the Report on Agenda Item 3.4

REVISED SURVEILLANCE STRATEGY FOR THE APAC REGION

Considering that:

1. States are implementing CNS/ATM systems to gain safety, efficiency and environmental
benefits, and have endorsed the move toward satellite and data link technologies;

2. The future air traffic environment will require increased use of aircraft-derived surveillance
information for the implementation of a seamless automated air traffic flow management
system;

3. The 11th Air Navigation Conference endorsed the use of ADS-B as an enabler of the global
air traffic management concept and encouraged States to support cost-effective early
implementation of ADS-B applications;

4. The 12th Air Navigation Conference endorsed the ICAO Aviation System Block Upgrades
(ASBU) Framework with Modules specifying effective use of ADS-B/MLAT and associated
communication technologies in bridging surveillance gaps and its role in supporting future
trajectory-based ATM operating concepts. Cooperation between States is the key to achieve
harmonized ATM system operations;

5. The 13th Air Navigation Conference endorsed the multilayer structure for the GANP, the
ASBU and initial version of basic building block (BBB) frameworks and its change
management process, which are available in an interactive format as part of the web-based
GANP Portal. This allows ICAO to incorporate a flexible framework for new/emerging
surveillance-related concepts such as space based ADS-B into future editions of the GANP;

6. APANPIRG has decided to use the 1090MHz Extended Squitter data link for ADS-B air-
ground and air-air applications in the Asia/Pacific Region;

7. Use of surveillance systems that do not require GNSS will continue to meet many critical
surveillance needs for the foreseeable future;

8. SARPs, PANS and guidance material for the use of ADS-B have been developed;

9. Availability of new technologies, such as space based ADS-B which is now operationally used
by some States;

10. Mode S and ADS-B avionics (including DAPs) and processing systems are available;

11. ADS-B IN applications and equipment are now available in commercial airliners and ICAO
ASBUs include ADS-B IN applications;

12. There are continuing significant pressures on the radio spectrum for purposes outside aviation,
particularly in the primary radar spectrum; and

13. ADS-B security issues are addressed by the regional guidance material and may need to be
further considered in the future.

3.4D - 1
 APANPIRG/30
Appendix D to the Report on Agenda Item 3.4

THE SURVEILLANCE STRATEGY FOR THE ASIA/PACIFIC REGION IS TO:

1. Minimize the reliance upon pilot position reporting, particularly voice position reporting, for
surveillance of aircraft;

2. Maximize the use of ADS-B on major air routes and in terminal areas, giving consideration to
the mandatory carriage of ADS-B Out as specified in Note 1 and use of ADS-B for ATC
separation service;

3. Reduce the dependence on Primary Radar for area surveillance, consider the ongoing need for
primary radars in terminal areas with a view to reducing primary surveillance coverage or use
of phased array radar or other technologies with coverage focusing on areas of concern, and the
potential use of alternate technologies or procedures (e.g. transponder veil regulations);

4. Encourage deployment of Mode S systems instead of Mode A/C only radars when replacement
is required;

5. Provide maximum contiguous ATS surveillance coverage of air routes using 1090MHz
Extended Squitter (1090ES) ADS-B, Wide Area Multilateration and Mode S SSR to meet
operational requirements;

6. Make full use of aircraft Mode S capabilities, where suitable surveillance systems and ATM
automation systems are available, to reduce reliance on 4-digit octal codes. Mode S capabilities
such as DAPs should also be used to support ATM services where appropriate;

7. Make use of alternative technologies where technical constraint or comparative cost benefit
analysis does not support the use of ADS-B, SSR or Multilateration;

8. Make use of Multilateration and/or ADS-B for surface, terminal and area surveillance where
appropriate, feasible and cost effective;

9. Monitor ADS-B OUT developments such as Version 3 (DO-260C) MOPS development, and
Version 2 (DO260B) equipage in the APAC region. At an appropriate time (circa 2020) APAC
States should review progress and consider development of transition plans where cost/benefit
studies indicate positive advantages for the region;

10. Monitor ADS-B IN development and cost benefits to ensure that APAC States are able to take
advantage of ADS-B IN benefits when appropriate, through procedures, rules and ATC
automation capabilities;

11. To the extent possible, implement ADS-B in the non-radar environment as a priority. In the
radar or other surveillance environment, use ADS-B to supplement or replace existing
surveillance coverage, subject to local factors and risk assessment;

12. Make use of surveillance capability to support the GADSS as appropriate;

13. Implementation of surveillance capability should also include consideration of contingency

surveillance requirements; and

14. Monitor development of surveillance systems to support integration of UAS including new
technology capable to detect non cooperative targets such as UAS.

3.4D - 2
 APANPIRG/30
Appendix D to the Report on Agenda Item 3.4

15. Encourage sharing of surveillance data to improve safety and efficiency in air traffic
management; and

16. Monitor potential congestion on 1090 MHz and availability of 24-bit aircraft address due to
operation of UAS, or other emerging aircraft types.

Note 1:

a) Version 0 ES as specified in Annex 10, Volume IV, Chapter 3, Paragraph3.1.2.8.6 (up to and
including Amendment 82 to Annex 10) and Chapter 2 of Technical Provisions for Mode S Services
and Extended Squitter (ICAO Doc 9871) (Equivalent to DO260) to be used till at least 2020.

b) Version 1 ES as specified in Chapter 3 of Technical Provisions for Mode S Services and Extended
Squitter (ICAO Doc 9871) (Equivalent to DO260A);

c) Version 2 ES as specified in Chapter 4 of Technical Provisions for Mode S Services and Extended
Squitter (ICAO Doc 9871) (Equivalent to DO260B).

d) States/Administrations in APAC region are strongly encouraged to mandate aircraft with a

maximum take-off mass exceeding 5 700 kg or having a maximum cruising true airspeed
capability greater than 250 knots, to be equipped with ADS-B OUT avionics compliant with
Version 2 ES (DO-260B) or later version with date of manufacture on or after 1 January 2020.

____________

3.4D - 3
 APANPIRG/30 3.5A-1
Appendix A to the Report on Agenda Item 3.5

METEOROLOGY SUB-GROUP (MET SG)

TERMS OF REFERENCE AND PLAN OF WORK

Updates adopted by APANPIRG/30 in Decision APANPIRG/30/16: Updated terms of reference and

work plan of MET SG, arranged to show deleted text using strikeout (deleted text) and added text with
grey shading (added text):

1. Objectives of the MET SG

a) Ensure the continuous and coherent development of the MET parts of the Asia/Pacific
Regional Air Navigation Plan (APAC ANP) and other relevant regional documentation in
a manner that is harmonized with adjacent regions, consistent with ICAO standards and
recommended practices (SARPs), the Global Air Navigation Plan and the Global Aviation
Safety Plan and reflects global requirements;

b) Facilitate the implementation of aeronautical meteorological systems and services, as

identified in the APAC ANP, Aviation System Block Upgrade (ASBU) priority modules
and the Asia/Pacific Seamless ATM Plan elements, with due observance to the primacy of
air safety, regularity and efficiency; and

c) Identify and address specific air navigation deficiencies in the field of aeronautical
meteorological (MET) services.

2. Functions of the MET SG:

a) Review MET parts of the APAC ANP, prepare amendment proposals as necessary to reflect
updates and changes in the operational and global requirements;

b) Monitor the level of and, as necessary, facilitate the implementation of aeronautical

meteorological services to support the effective implementation of ASBU priority modules
and the Asia/Pacific Seamless ATM Plan elements;

c) Identify air navigation deficiencies in the field of aeronautical meteorology, e.g., through
systems performance monitoring) and, where necessary, propose appropriate corrective
action and facilitate the development and implementation of action plans by States to
resolve identified deficiencies;

d) Review and update the APANPIRG list of air navigation deficiencies in the field of
aeronautical meteorology, as necessary, to reflect the current situation;

e) Monitor research and development and trials and demonstrations in the field of aeronautical
meteorology and other relevant areas and facilitate the transfer of this information and
expertise, as necessary, between States;

f) Make specific recommendations and develop guidance materials aimed at improving

aeronautical meteorological services through the use of existing and/or new procedures,
facilities and technologies;

g) Review and identify inter-regional and intra-regional co-ordination issues in the field of
aeronautical meteorology and, as necessary, recommend actions to address those issues;
and

h) Identify and progress environmental initiatives related to aeronautical meteorology.

3.5A-2 APANPIRG/30
Appendix A to the Report on Agenda Item 3.5

3. Establishment of the MET SG

3.1. The Asia/Pacific Air Navigation Planning and Implementation Regional Group
(APANPIRG) established the MET SG to assist in its planning and implementation work, charging
MET SG with preparatory work on specifically defined problems in the field of aeronautical
meteorology requiring expert advice for their resolution. APANPIRG also appointed MET SG as the
‘parent’ group for other contributory bodies working in the field of aeronautical meteorology for
APANPIRG.

4. Membership of the MET SG

4.1. Membership of the MET SG comprises experts provided by States, whether Members
or not of the APANPIRG, International Organizations and bodies having experience in the provision of
aeronautical meteorological information and services.

5. Chairing and Secretary of the MET SG

5.1. The MET SG shall elect a Chairperson, and Vice-Chairperson if needed, from the
experts provided by States. The maximum term of the Chairperson and Vice Chairperson is four years.
The Secretary of APANPIRG will appoint the Secretary of the MET SG.

6. Meetings of the MET SG

6.1. The Chairperson of the MET SG, in consultation with Members and the Secretary, shall
decide the date and duration of Meetings. As a rule, the MET SG should agree, at each Meeting, on the
date and duration of the next Meeting and on a tentative schedule of future Meetings.

7. Documentation and Record of Meetings of the MET SG

7.1. The MET SG shall record the proceedings of its Meetings in the form of a Report or a
Summary and submit the Report or Summary for review and consideration by APANPIRG. A Meeting
Report should cover completed action on any part of the MET SG work plan and outline the needs of
MET SG for further directives or guidance from the APANPIRG to proceed in its work. Reports on
Meetings shall be of a simple layout and as concise as practicable and should normally cover:

a) Short introduction;

b) Summary of findings (presented in the order of discussion of the agenda items, including
any proposals for action); and

c) Work plan and schedule for future Meetings.

7.2. The Secretary should publish the Report as early as practicable (21-days) after the
Meeting.

7.3. Contributors should submit papers to the ICAO Secretariat as early as practicable (28-
days) before the Meeting at which they are intended to be considered. The Secretary should publish
papers as early as practicable (14-days) before the Meeting at which they are intended to be considered.

7.4. The Secretary, in consultation with the Chairperson, may decide to accept papers
submitted less than 28-days before the Meeting at which they are intended to be considered when there
is a clear benefit to the Meeting in doing so.
 APANPIRG/30 3.5A-3
Appendix A to the Report on Agenda Item 3.5

8. Delegated authority of the MET SG

8.1. The MET SG may propose actions for further consideration by APANPIRG and record
these in the MET SG Report as either draft Conclusions or draft Decisions of APANPIRG.

8.2. Additionally, APANPIRG has empowered MET SG to adopt proposals for action on
technical matters (especially those concerning guidance to States in the implementation of ICAO
SARPs and global and regional plans) that do not have additional economic, environmental, inter-
regional or political effects, which should be considered by APANPIRG. The MET SG shall record
these in its Meeting Report as Conclusions or Decisions of MET SG.

9. Work Plan of the MET SG

Function Detailed description of deliverable Responsibility Target date
MET SG
Amendment proposal for APAC ANP Volume I
a) Chair, COMPLETED
and Volume II (submitted to APANPIRG/28)
Secretariat
Draft amendment proposal for APAC ANP to
a) MET/S WG Mar 2020
fulfil missing data in Tables MET
Draft amendment proposal for APAC ANP to
MET/IE WG
clarify the MET-related implementation planning
a) MET/S WG Mar 2020
guidance in the ANRF and other parts of Volume
MET/R WG
III
Amendment proposal for APAC ANP Volume II,
Table MET II-2 to reflect current requirements for MET/S WG
a) COMPLETED
30-hour validity TAF (submitted to (Task 7)
APANPIRG/28)
Version 2 of draft regional guidance material for
MET/R WG
a), f) tailored MET information supporting ATM COMPLETED
(Task 4)
operations
MET/S WG
(Task 1 and 3)
b), c) Analysis of APAC Regional SIGMET test Mar 2020
MET/IE WG
(Task 3)
Analysis of APAC Regional OPMET-availability MET/IE WG
b), c) Mar 2020
monitoring exercise (Task 1)
Analysis of APAC Regional OPMET-timeliness, - MET/IE WG
b), c) Mar 2020
compliance and -regularity monitoring exercises (Task 2)
MET/IE WG
b), g) Analysis of APAC Regional VAAC backup tests Mar 2020
(Task 4)
MET/IE WG
b), g) Analysis of APAC Regional IROG backup tests Mar 2020
(Task 5)
Revised draft regional guidance material on
MET/R WG
b) MET information needed to support the elements Mar 2020
(Task 3)
of the APAC Seamless ATM Plan
Analysis of APAC Regional SIGMET monitoring MET/S WG
c) Mar 2020
exercises (Task 1)
APAC
Final report on ICAO volcanic ash exercise
b), c), g) VOLCEX/SG TBD
APAC VOLCEX 18/01 (Papua New Guinea)
(Task 5)
APAC
Final report on ICAO volcanic ash exercise
b), c), g) VOLCEX/SG COMPLETED
APAC VOLCEX 18/02 (Indonesia/Sumatra)
(Task 6)
3.5A-4 APANPIRG/30
Appendix A to the Report on Agenda Item 3.5

Function Detailed description of deliverable Responsibility Target date

Final report on ICAO volcanic ash exercise APAC
b), c), g) APAC VOLCEX 19/01 (Raoul Island, affecting VOLCEX/SG COMPLETED
Fiji’s area of responsibility) (Task 7)
APAC
Final report on ICAO volcanic ash exercise
b), c), g) VOLCEX/SG Jun 2020
APAC VOLCEX 20/01 (North-east Asia)
(Task 8)
APAC
Final report on ICAO volcanic ash exercise
b), c), g) VOLCEX/SG Jun 2020
APAC VOLCEX 19/02 (Philippines)
(Task 9)
Proposal to update the APANPIRG AN MET SG
c), d) deficiencies database to add/remove deficiencies in Chair, Aug 2019
the MET field Secretariat
Reporting form updates showing the status of
MET/S WG
c), d) implementation of corrective action for the Mar 2020
(Task 2 and 6)
resolution of AN Deficiencies in the MET field
MET/R WG
First draft of input to the Regional SIGMET
(Task 1)
e), f), g) Guide to assist States in aligning cross-FIR- COMPLETED
MET/S WG
boundary SIGMET information
(Task 4)
First draft of input to the Regional SIGMET
Guide on the use of objective criteria supporting MET/S WG
f) COMPLETED
the issuance of SIGMET information for (Task 4)
thunderstorm
Progress report on implementation and testing of MET/IE WG
f) Jun 2020
IWXXM exchange (Task 5)
ROBEX Handbook updates to support improved
efficiency and effectiveness of the ROBEX MET/IE WG
f), g) Mar 2020
scheme; develop new table indicating COMM links (Task 6)
and status
Information on ICAO provisions related to
meteorological authority and quality assurance, MET SG
g) cost recovery, competency, training and Chair, Jun 2020
qualifications for meteorological service provision Secretariat
shared with States
Analysis of MET information used in the Region MET/R WG
g) Jun 2020
specifically to support ATM operations (Task 2)
Plan for seminar on regional implementation of MET/R WG
g) Jun 2020
MET information to support ATM operations (Task 5)
Environmental Issues Identify issues in the field MET SG
h) of aeronautical meteorology related to Chair, Jun 2020
environmental issues Secretariat
Secretariat,
MET/IE Chair,
IWXXM workshop MET SG April/May
b), e), g)
Plan and conduct the IWWXM workshop Chair, Hong 2020
Kong China,
Singapore
SIGMET Guide update
MET/S WG
f), g) Update the Regional SIGMET Guide to align with Jun 2020
(ad-hoc group)
Annex 3, Amendment 79
 APANPIRG/30 3.5A-5
Appendix A to the Report on Agenda Item 3.5

Function Detailed description of deliverable Responsibility Target date

SIGMET coordination activities in APAC
Region Coordinate on the next steps to promote MET/S WG
e), f), g) Jun 2020
integration and expansion of SIGMET coordination (MET/R WG)
activities among States/Administrations.

————————
 Appendix A to the Report on Agenda Item 4

ATM/AIM/SAR Deficiencies List (Updated 16 August 2019)

Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
WGS-84 Requirements of Paragraph
3.7.1 1.2.1 of Annex 15
Afghanistan WGS-84 - Not implemented 24/6/2014 Afghanistan TBD A

Bangladesh WGS-84 - Not implemented 24/6/2014 Bangladesh TBD A

Bhutan WGS-84 - Not implemented 2/7/1999 Data conversion completed, but not Bhutan TBD A
published
Brunei Darussalam WGS-84 - Not implemented 24/6/2014 Brunei Darussalam TBD A
Cook Islands WGS-84 - Not implemented 24/6/2014 Cook Islands TBD A
Marshall Islands WGS-84 - Not implemented 24/6/2014 Marshall Islands TBD A
Micronesia WGS-84 - Not implemented 24/6/2014 Micronesia TBD A
Nauru WGS-84 - Not implemented Conferring with consultant Nauru TBD A
Palau WGS-84 - Not implemented 24/6/2014 Palau TBD A
Samoa WGS-84 - Not implemented 24/6/2014 Samoa TBD A
Thailand WGS-84 - Not implemented 24/6/2014 Thailand TBD A
Vanuatu WGS-84 – Not implemented 2/7/1999 Implemented at main airports Vanuatu 1999 A
AIP Format Requirements of Chapter
4 5 of Annex 15

Kiribati AIP Format - Not implemented 7/7/99 ATM/AIS/SAR/SG/18 (June 2009) Kiribati A
was advised AIP in draft stage

A-1
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Nauru AIP Format - Not implemented 7/7/99 ATM/AIS/SAR/SG/18 (June 2008) Nauru A
was advised work soon to start

AIS Quality Management System

Requirements of Paragraph 3.2.1 3.6.1
of Annex 15 Quality Management
System - Not implemented
Afghanistan AIS Quality Management System - Not 24/6/2014 Afghanistan TBD A
implemented
Bangladesh AIS Quality Management System - Not 24/6/2014 Bangladesh TBD A
implemented
Bhutan AIS Quality Management System - Not 24/6/2014 Bhutan TBD A
implemented
Brunei Darussalam AIS Quality Management System - Not 24/6/2014 Brunei Darussalam TBD A
implemented
Cambodia AIS Quality Management System - Not 24/6/2014 Cambodia TBD A
implemented
Indonesia AIS Quality Management System - Not 24/6/2014 Indonesia TBD A
implemented
Kiribati AIS Quality Management System - Not 24/6/2014 Kiribati TBD A
implemented
Lao PDR AIS Quality Management System - Not 24/6/2014 Lao PDR TBD A
implemented
Maldives AIS Quality Management System - Not 24/6/2014 Maldives TBD A
implemented
Marshall Islands AIS Quality Management System - Not 24/6/2014 Marshall Islands TBD A
implemented

A−2
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Micronesia AIS Quality Management System - Not 24/6/2014 Micronesia TBD A
implemented
Myanmar AIS Quality Management System - Not 9/6/2016 Myanmar TBD A
implemented
Nauru AIS Quality Management System - Not 24/6/2014 Nauru TBD A
implemented
Nepal AIS Quality Management System - Not 24/6/2014 Nepal TBD A
implemented
Palau AIS Quality Management System - Not 24/6/2014 Palau TBD A
implemented
Philippines AIS Quality Management System - Not 24/6/2014 Philippines TBD A
implemented
Samoa AIS Quality Management System - Not 24/6/2014 Samoa TBD A
implemented
Solomon Islands AIS Quality Management System - Not 24/6/2014 Solomon Islands TBD A
implemented
Sri Lanka AIS Quality Management System - Not 9/6/2016 Sri Lanka TBD A
implemented
Thailand AIS Quality Management System - Not 24/6/2014 Thailand TBD A
implemented
Timor-Leste AIS Quality Management System - Not 24/6/2014 Timor-Leste TBD A
implemented
Vanuatu AIS Quality Management System - Not 24/6/2014 Vanuatu TBD A
implemented

A−3
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Aeronautical Data Area of
Responsibility - requirements of
Paragraph 2.1.2 of Annex 2 to ensure
that the provision of aeronautical data
and aeronautical information covers
its own territory and those areas over
the high seas for which it is
responsible for the provision of ATS
Bangladesh Aeronautical Data Promulgation Within 29/03/2019 Bangladesh TBD A
the State’s Area of Responsibility - Not SAIOACG
implemented /9
Designation of Restricted Areas -
requirements of Annex 2 (Definitions)
to ensure that restricted areas are
designated above the land areas or
territorial waters of a State
Australia Designation of Restricted Areas Above 29/03/2019 Danger areas within international Australia TBD A
the Land Areas or Territorial Waters of a SAIOACG airspace that is part of a State’s
State - Not implemented /9 responsibility is acceptable
India Designation of Restricted Areas Above 29/03/2019 Danger areas within international India TBD A
the Land Areas or Territorial Waters of a SAIOACG airspace that is part of a State’s
State - Not implemented /9 responsibility is acceptable
Indonesia Designation of Restricted Areas Above 29/03/2019 Danger areas within international Indonesia TBD A
the Land Areas or Territorial Waters of a SAIOACG airspace that is part of a State’s
State - Not implemented /9 responsibility is acceptable
Airspace Classification Requirements
of Paragraph 2.6 of Annex 11
China Airspace Classification - Not 7/7/99 Difference to Annex 11 is China APANPIRG/1 A
implemented published in AIP, China. 9 updated,
implementatio
n planned by
end 2010.

A−4
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Macau, China Airspace Classification - Not 05/09/2018 Macau, China TBD A
implemented
Nauru Airspace Classification - Not 7/7/99 Nauru TBD A
implemented
Solomon Islands Airspace Classification - Not 7/7/99 Solomon Islands TBD A
implemented

ATS Message Addressing Note: the threshold for a Deficiency

Requirements of Doc 4444 PANS- is 10 5% or more DEP messages
ATM Section 11.4 (Message Types and reported to have not been sent, and
their Application) where the analysed data provided
evidence of a systemic (either
systems or human factors) failure to
send the message
Bangladesh DEP message transmission 05/09/2018 DEP messages inconsistently Bangladesh TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence
India DEP message transmission 05/09/2018 DEP messages inconsistently India TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence
Indonesia DEP message transmission 05/09/2018 DEP messages inconsistently Indonesia TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence
Malaysia DEP message transmission 05/09/2018 DEP messages inconsistently Malaysia TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence

A−5
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Maldives DEP message transmission 09/08/2019 DEP messages inconsistently Maldives TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence
Myanmar DEP message transmission 05/09/2018 DEP messages inconsistently Myanmar TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence
Nepal DEP message transmission 09/08/2019 DEP messages inconsistently Nepal TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence
Philippines DEP message transmission 05/09/2018 DEP messages inconsistently Philippines TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence
Republic of Korea DEP message transmission 05/09/2018 DEP messages inconsistently Republic of Korea TBD A
transmitted Conclusion
APANPIRG/27/12 and ICAO
correspondence
USA DEP message transmission 05/09/2018 DEP messages inconsistently USA TBD A
transmitted
Conclusion APANPIRG/27/12 and
ICAO correspondence

A−6
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
SAR capability: Requirements of
Annex 12 as defined in the Regional
Air Navigation Plan Volume II Part I
– GENERAL PLANNING ASPECTS
Section 3 SPECIFIC REGIONAL
REQUIREMENTS, failure to reach
90% or more implementation of the
Asia/Pacific SAR Plan
Afghanistan SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data) Afghanistan 2016 2019 U
SAR Plan APSAR/WG/4 45%

Bangladesh Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 69% Bangladesh 2019 U

Bhutan SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data) Bhutan 2016 2019 U
SAR Plan APSAR/WG/4 34%

Brunei Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 63% Brunei 2019 U

Cambodia SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (14 of 20) Cambodia 2016 2019 U
SAR Plan APSAR/WG/4 76%

China Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 82% China 2019 U

Cook Islands SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (19 of 20) Cook Islands 2016 2019 U
SAR Plan APSAR/WG/4 0%

Cook Islands Annex 12 requirements not implemented. 31/1/95 Cook Islands - implement Annex Cook Islands 2009. SAR U
No agreements with adjacent States. 12 requirements and co-ordinate agreement
LOA with adjacent States with New
ICAO - assist to develop SAR Zealand
capability and to co-ordinate with completed
adjacent States 2007.
DPR Korea SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (15 of 20 elements DPR Korea 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4
66%

A−7
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Fiji SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (13 of 20 elements Fiji 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4
80%
French Polynesia Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 84% French Polynesia 2019 U
India Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 88% India 2019 U
Indonesia Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 87% Indonesia 2019 U
Kiribati SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data) Kiribati 2016 2019 U
SAR Plan APSAR/WG/4 26%
Lao PDR SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (10 of 20 elements Lao PDR 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4

Macau, China SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (10 of 20 elements Macau, China 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4
85%
Malaysia Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 77% Malaysia 2019 U
Maldives SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (9 of 20 elements Maldives 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4
71%
Marshall Islands SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data elements Marshall Islands 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4 0%

Micronesia SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (20 of 20 elements Micronesia 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4 0%

Mongolia Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 63% Mongolia 2019 U

Myanmar SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (17 of 20 elements Myanmar 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4
67%

A−8
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Nauru SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data elements Nauru 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4 0%

Nepal SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (12 of 20 elements Nepal 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4
17%
New Caledonia Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 54% New Caledonia 2019 U
Palau SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data) Palau 2016 2019 U
SAR Plan APSAR/WG/4 0%

Pakistan Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 84% Pakistan 2019 U

Papua New Guinea SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (11 of 20 elements Papua New Guinea 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4 0%

Philippines SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (12 of 20 elements Philippines 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4
61%
Samoa SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data elements Samoa 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4 0%

Solomon Islands SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data) Solomon Islands 2016 2019 U
SAR Plan APSAR/WG/4 0%
Sri Lanka Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 60% Sri Lanka 2019 U
Thailand Asia/Pacific SAR Plan 17/05/2019 APSAR/WG/4 82% Thailand 2019 U
Timor-Leste SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data) Timor-Leste 2016 2019 U
SAR Plan APSAR/WG/4 0%

Tonga SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (18 of 20 elements Tonga 2016 2019 U
SAR Plan non- compliant) APSAR/WG/4 0%

A−9
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Vanuatu SAR Capability Matrix Asia/Pacific 6/07/2015 SAR Capability (no data) Vanuatu 2016 2019 U
SAR Plan APSAR/WG/4 0%
Non Provision of Safety-related Data
Requirement of Paragraph 3.3.5.1 of
Annex 11 (provision of data for
monitoring the height-keeping
performance of aircraft) and
APANPIRG Conclusion 16/6 – Non
Provision of safety related data by
States
Afghanistan Non-provision of safety related data 12/07/2019 Failure to submit Kabul LHD data Afghanistan RASMAG24 U
for January-December 2018
Bangladesh Non-provision of safety related data 12/07/2019 Failure to submit the 2018 TSD. Bangladesh RASMAG24 U
Failure to submit Dhaka LHD data
for January-December 2018
Bhutan Non-provision of safety related data 12/07/2019 Failure to submit the annual RVSM Bhutan RASMAG24 U
approval snapshot for two
consecutive years
French Polynesia Non-provision of safety related data 05/07/2018 Failure to submit the 2016, 2017 French Polynesia RASMAG23 A
and 2018 TSD
India Non-provision of safety related data 13/07/2017 Failure to submit RVSM approvals India RASMAG23 U
for a large number of aircraft, most
of which have also been reported in
2016. RASMAG/24
Lao PDR Non-provision of safety related data 13/07/2017 Failure to submit the annual RVSM Lao PDR RASMAG23 A
approval snapshot for 3 four
consecutive years
Pakistan Non-provision of safety related data 12/07/2019 Failure to submit Karachi LHD data Pakistan RASMAG24 U
for July-December 2018. Late
submission of 2018 Karachi TSD
State Responsibility to comply with the
Annex 6 Height-Keeping Monitoring
Requirement Annex 6 Part I Section
7.2.9 (10th Ed.) and Part II Section

A − 10
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
2.5.2.10 (9th Ed.)
Afghanistan Non-compliance with LTHM RASMAG/ Remaining monitoring burden of Afghanistan RASMAG24 A
requirement (remaining monitoring 23 38% reported in RASMAG/23
burden more than 30%)
Bangladesh Non-compliance with LTHM RASMAG/ Remaining monitoring burden of Bangladesh RASMAG24 A
requirement (remaining monitoring 22 44% reported in RASMAG/23
burden more than 30%) RASMAG/24 14%
Indonesia Non-compliance with LTHM RASMAG/ Remaining monitoring burden of Indonesia RASMAG24 A
requirement (remaining monitoring 23 42% reported in RASMAG/23
burden more than 30%) Revised number as of August 2018
is 30.1% RASMAG/24 21%
Malaysia Non-compliance with LTHM RASMAG/ Remaining monitoring burden of Malaysia RASMAG24 A
requirement (remaining monitoring 23 38% reported in RASMAG/23
burden more than 30%)
Myanmar Non-compliance with LTHM RASMAG/ Remaining monitoring burden of Myanmar RASMAG24 A
requirement (remaining monitoring 23 36% reported in RASMAG/23
burden more than 30%) RASMAG/24
Pakistan Non-compliance with LTHM RASMAG/ Remaining monitoring burden of Pakistan RASMAG24 A
requirement (remaining monitoring 22 69% reported in RASMAG/23
burden more than 30%) RASMAG24 56%
The Philippines Non-compliance with LTHM RASMAG/ Remaining monitoring burden of The Philippines RASMAG24 A
requirement (remaining monitoring 23 30% (30.1%) reported in
burden more than 30%) RASMAG/23 RASMAG24 26%
Data Link Performance Monitoring
and Analysis Requirements of
Paragraph 2.28 and/or 3.3.5.2 of
Annex 11 not met
Fiji Post-implementation monitoring not 25/06/2018 Problem reports not provided to Fiji TBD A
implemented CRA.
Performance monitoring and
analysis not reported to FIT
RASMAG24
India Post-implementation monitoring not 13/07/2017 Performance monitoring and India TBD A
implemented analysis was reported for the
Chennai FIR, but was not reported
for the Kolkata and Mumbai FIRs.
A − 11
 Deficiencies Corrective Action

States/facilities Date first Priority

Description Remarks Executing body Target date
reported **
Malaysia Post-implementation monitoring not 29/5/2015 Problem Reports not provided to Malaysia TBD A
implemented CRA. RASMAG/24
Myanmar Post-implementation monitoring not 29/5/2015 Problem Reports not provided to Myanmar TBD A
implemented CRA.
Maldives Post-implementation monitoring not 29/5/2015 Problem Reports not provided to Maldives TBD A
implemented CRA. Performance monitoring and
analysis not reported to FIT.

** Note: In accordance with the APANPIRG Handbook - Asia/Pacific Supplement to the Uniform Methodology for the Identification, Assessment and Reporting of Air
Navigation Deficiencies, priority for Air Navigation Deficiencies is guided by the principle that a deficiency with respect to an ICAO Standard is accorded a “U” status, while
a non-compliance with a Recommended Practice or a PANS is considered as “A” or “B” subject to additional expert evaluation. The final prioritization of deficiencies is the
prerogative of APANPIRG.

A − 12
 Appendix B to the Report on Agenda Item 4

AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date Remarks Description Executing Target date of Priority for
first body completion action**
reported
Bangladesh

Annex 14 Hazrat Runway/ ICAO Runway strip width runway strip in CAABD Runway strip width A
Volume I Shahjalal Taxiway mission insufficient(300 280m accordance with 300 280m available for
International April strip not available for Annex 14, volume I the full length of runway
Airport, Dhaka 2009 the full length of will be provided (mitigation measures for
runway); storm water drain on the
western side strip under
process. No obstructions
on graded area)

B -1
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Brunei
Darussalam
Annex 14 Brunei Runway ICAO vegetation along
Volume I International Mission of pavement edges and A
Airport April 2011 strip higher than the
adjacent runway
pavement; uneven
earth mounds on strip
A
faded centre line and
other markings;
Taxiway non provision of A
enhanced taxiway
centre line marking in
accordance with Para
5.2.8 of Annex 14,
Volume I
Objects on taxiway
A
strips; vegetation on
pavement joints and
maintenance of joints
Apron non provision of ICAO A
compliant signage in
accordance with section
5.4 Annex 14, Volume I
Rescue and Fire non provision of direct A
Fighting (RFF): access for the rescue
and fire fighting
vehicles from the fire
station into the
runway;
non provision of road A
holding position sign
at all road entrances to
a runway; and

B -2
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Wildlife Hazards: Establishing a national B
bird control committee
in accordance with
APANPIRG
Conclusion 18/1.

B-3
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Updated 24 June 2019

Identification Deficiencies Corrective Action
Requirements States/facilities Description Date first Remarks Description Executing Target date of completion Priority for
reported body action**
Fiji Islands

Annex 14 Nadi Runway/ ICAO Provision of RESA in RESA will be Airport ACTION TAKEN A
Volume I International Taxiway mission accordance with provided Operator – (PARTIALLY
Airport June 2010 Section 3.5 of Annex Fiji Airports COMPLETED):-
14, Volume I RESA provided for the
requirements; runway ends:-
*RWY 09 – 90mx90m
(compliant)
*RWY 20 - 90mx90m
(compliant)
*RWY 02 – 30m x 90m
(limited due to the
Localizer aerial)
*RWY 27 – nil (limited due
to sea located at the end of
the strip area)
Information published in
the State AIP
For the non-compliant
RWY 02 and RWY 27, a
safety case has been
presented by the
Aerodrome Operator for
issue of an Exemption until
RESA is able to be
provided in 2020.

Target date – End of 2020

B -4
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of completion Priority for
reported body action**
Annex 14 Nausori Runway/ June 2010 Provision of RESA in RESA will be Airport ACTION TAKEN A
Volume I International Taxiway accordance with provided Operator – (PARTIALLY
Airport Section 3.5 of Annex Fiji Airports COMPLETED):
14, Volume I RESA provided for runway
requirements. ends:-
*RWY 10 – 30mx30m
(limited due to airport
boundary)
*RWY 28 - nil (limited due
to public road)
Information published in
the State AIP
A safety case has been
presented by the
Aerodrome Operator for
issue of an Exemption
until RESA is able to be
provided in 2020.

Target date – End of 2020

B-5
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
India

Annex 14 Chennai Runway AGA Runway strip is 300 280m strip width AAI Work in progress. A
Volume I International mission insufficient-300 280m for full length of October 2019.
Airport January strip width is not runway 07/25 will be Presently distance
2009 available for the full made available. between RWY 25
length of runway Centerline to TWY 'A' is
07/25 in accordance 123m and to provide
with 3.4.3 of Annex RWY
14, Volume I. Strip of 150m, TWY 'B'
will be straightened from
intersection TWY 'C'.

Annex 14, Mumbai Runway AGA Runway strip is 300 280m strip width MIAL 31 Dec 2020. A
Volume I International mission insufficient-300 280m for full length of Due to presence of slum
Airport January strip width is not runway 09/27 will be in beginning of RWY
2009 available for the full made available 09/27 south – RWY strip
length of runway 300 280m not available.
09/27 in accordance
with 3.4.3 of Annex Due to presence of slum
14, Volume I of either side at beginning
of RWY 14/32 – RWY
strip 300 280m not
available.

B -6
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Updated 19 September 2019

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Lao PDR

Annex 14 Wattay Runway ICAO Non provision of Already Provided U

Volume I International Mission of RESA in accordance provided By Completed
Airport March 2011 with section 3.5 of China Project
Annex 14, Volume I in 2012

rubber deposits and A

faded centre line Already Provided
markings. completed by Completed
Airports of
Laos in
December 2018 [CLOSED]
Taxiway Provision of runway Under A
hold position lights in consideration by
accordance with Para Airports of Laos to
5.3.19 of ICAO Annex purpose for support
14, Volume I the budgets and
installation
Provision of enhanced Already Provided
taxiway centre line completed by Completed
marking in accordance Airports of
with Para 5.2.8 of Laos in
Annex 14, Volume I December 2018
Rescue and Fire Provision of road Completed the Will complete A
Fighting (RFF): holding position sign design and submit in December
at all road entrances to to DCA for 2019
a runway; Approval

Wildlife Hazards: Establishing a national We are repairing Will complete B

bird control committee plan for estiblition in December
in accordance with committee for 2019
APANPIRG approval from
conclusion 18/1. Ministry

B -7
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Luang Prabang Runway Provision of enhanced Already Provide
International taxiway centre line completed by Completed A
Airport marking in accordance Airports of
with standard in Para Laos in [CLOSED]
5.2.8.11 of Annex 14, December 2018
Volume I
Taxiway Provision of runway Under A
hold position lights in consideration by
accordance with Para Airports of Laos to
5.3.19 of ICAO Annex purpose for support
14, Volume I on new the budgets and
taxiways installation

Rescue and Fire Provision of road Completed the Will complete A

Fighting (RFF) holding position sign design and submit in December
at all road entrances to to DCA for 2019
a runway Approval

B -8
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Updated 12 June 2019

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Maldives

Annex 14, Velana Runway/ AGA Insufficient runway Runway strip Maldives Apron is still within the U
Volume I International Taxiways Mission strip. available Airports runway strip.
Airport Report Company New master plan work is
April Pvt. Ltd in progress, new runway
2008 construction on-going,
estimated date of
completion: December
2018.
Exemption granted by the
State to Aerodrome
Operator till December
2018.

Apron is still within the

runway strip.
New master plan work is
in progress, new runway
construction on-going,
estimated date of
completion: December
2019.
Exemption granted by the
State to Aerodrome
Operator till December
2019.

B -9
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Mongolia

Annex 14 Ulaan Baatar Runway ICAO rubber deposits A

Volume I International Mission of and faded centre
Airport July 2011 line and other
faded markings;
Taxiway Resealing cracks A
on pavement
surface with
sealants to prevent
ingress of water
and broken edges
which could cause
FOD issues.
Provision of A
enhanced taxiway
centre line
marking in
accordance with
Para 5.2.8 of
Annex 14,
Volume I.
faded taxiway A
markings
Maintenance of A
pavement cracks
provision of A
runway hold
position lights in
accordance with
Para 5.3.19 of
ICAO Annex 14,
Volume I .

B -10
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
provision of A
taxiway hold
position signs on
all hangar
taxiways at
entrances to the
active
taxiways/runway.
Apron sealing the cracks A
on the apron
surface
Airfield signage Provision of A
ICAO compliant
signage in
accordance with
section 5.4 Annex
14, Volume I and
to cut the
vegetation in front
of the signs.
Wildlife Hazards establishing a B
national bird
control committee
in accordance
with APANPIRG
conclusion 18/1;

collect wildlife B
reports and
forward to ICAO
for inclusion in
the ICAO IBIS.

B -11
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Updated 6 June 2019

Identification Deficiencies Corrective Action
Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Myanmar

Annex 14 Yangon Runway/ ICAO Runway shoulder Flush strip with Department 30 Nov. 2018 A
Volume I International Taxiway mission higher than adjacent adjacent runway of Civil (Risk Assessment
Airport April 2010 strip shoulder Aviation conducted by the operator
on 21 May 2018)

Yangon (Risk Assessment

Aerodrome conducted by the operator
Company submitted on 21 May
Limited 2018.)
Revised risk assessment
was submitted on 28 Feb
2019.
31 May 2019

See Annex 1, Pg-1 -

Runway shoulder flushed
with adjacent strip. (Ygn)
Completed on 31 May
2019.
[CLOSED]
Provision of enhanced enhanced taxiway Yangon 20 November 2018 A
taxiway centre line markings will be Aerodrome
marking in accordance provided Company See Annex, Pg-2 -
with standard in Para Limited Enhanced Taxiway center
5.2.8.11 of Annex 14, line marking provided at
Volume I. every runway holding
position (Ygn)
Completed on 02 April
2019.
[CLOSED]
Provision of RESA in RESA will be Yangon 30 Dec. 2018 A
accordance with provided Aerodrome (Risk Assessment
Section 3.5 of Annex Company conducted by the operator
14, Volume I Limited on 10 Aug. 2018)
requirements;
B -12
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
(Risk Assessment
conducted by the operator
submitted on 10 Aug
2018.)
RESA for RWY 21 was
completed on 15 Nov
2018. See Annex Pg-3.
Detail survey for
RESA for RWY 03 is
underway.
__________________

RESA for RWY 03

– 30 Nov 2019

Provisions of shoulders taxiway shoulders Yangon 30 Nov. 2018 B

for taxiways will be provided Aerodrome
Company 31 May 2019
Limited
See Annex, Pg-4
Completed on 31
May 2019
[CLOSED]
Provision of road road holding Yangon 30 Dec. 2018 A
holding position signs position signs will Aerodrome
at entrances to active be provided Company 15 May 2019
runways Limited See Annex, Pg-5
Completed on
25 April 2019
[CLOSED]
Bird Establishment of a Establish National Department 31 March 2019 B
Hazard national bird committee Bird Committee of Civil (Guideline for Wildlife
in accordance with Aviation Control is being
APANPIRG developed and will be
Conclusion 18/1. published on 30 Sep.
2018)

B -13
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**

Guideline for Wildlife

Hazard Management at
Aerodromes, DCA-GM-
AGA 08 has been
developed and published
on 29 Oct 2018)

31 Dec 2019
Annex 14, Mandalay Runway/ April 2010 Provision of RESA in RESA will be Department 31 Dec. 2019 A
Volume I International Taxiway accordance with Section provided of Civil (Risk Assessment is being
Airport 3.5 of Annex 14, Aviation conducted by the
Volume I requirements; operator)
MC-Jalux
Airport (Risk Assessment
Services Co; conducted by the operator
Ltd; submitted on 15 March
2019)

31 Dec 2019

B -14
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Nepal

Annex 14, Kathmandu Runway/ ICAO Provision of RESA in RESA will be Tribhuvan Estimated Implementation
Volume I International taxiways Mission accordance with section provided International Date (Start of work): U
Airport of 3.5 of ICAO Annex 14, airport/ 06/08/2017 dated of
February Volume I. CAAN completion 31/01/2019
2008

Insufficient runway Provide runway Master Plan Review of A

strip, refer strip as per ICAO TIA is in process from
recommendations given recommendations Intl. Consulting firm.
in section 3.4 of Annex
14, Volume I.

B -15
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Samoa
Annex 14 Faleolo Runway ICAO Insufficient Runway A
Volume I International Strip Mission of Strip
Airport Oct. 2015

Aerodrome Lack of maintenance of U

Pavements aerodrome pavements
in accordance with
Annex 14, 10.2

B -16
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Solomon
Islands
Annex 14 Honiara Runway ICAO Insufficient Runway A
Volume I International Strip Mission of Strip
Airport/Hende Oct. 2015
rson Field

RESA RESA at both ends of U

runway not provided
Aerodrome Lack of maintenance of U
Pavements aerodrome pavements
in accordance with
Annex 14, 10.2

B -17
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Sri Lanka
Annex 14 Bandaranaike Runway/ ICAO Provision of 300 280m runway strip in CAASL AASL has informed that A
Volume I International Taxiway mission strip width for the full accordance with the Runway Safety Team
Airport April 2010 length of precision Annex 14, volume I – BIA will carry out the
approach CAT I will be provided, safety study and submit
runway in accordance obstacles from strip the report by June 2018
with the standard 3.4.3, will be removed and
Annex 14, Volume I; and flush strip with Preliminary Report of the
remove obstacles from adjacent runway Safety Study of AASL
runway strip; flush the shoulder was reviewed in April
strip with the adjacent 2018
runway shoulder
Establishment of a National Bird 1st Draft of TOR of A
national bird committee Committee will be National Bird Control
in accordance with established Committee of Sri Lanka
APANPIRG has been compiled and
Conclusion 18/1. ready for ratification.

B -18
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Updated 12 June 2019

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Thailand

Annex 14, Phuket Runway AGA RESA to satisfy Section RESA will be Airports of The Runway End Safety U
Volume I International mission of 3.5 of Annex 14, provided Thailand Area will be provided at
Airport July 2009 Volume I requirements; Public Phuket International
Company Airport to satisfy Section
Limited 3.5 of Annex 14, Volume
I requirements. The
contractor procurement is
in progress. The
construction is expected
to be completed in 2020.

Runway End Safety Area

will be provided to satisfy
Section 3.5 of Annex 14,
Volume I requirements.
The construction is
expected to be completed
in 2021.

Runway strip width 300m 280m runway Airports of Phuket International A

insufficient (300 280m strip width for full Thailand Airport has corrected the
runway strip for length of runway Public Air Navigation
precision approach will be made Company Deficiencies in AOP field
runways in accordance available Limited by completing the risk
with Para 3.4.5 of assessment study
Annex 14, Volume I; regarding the runway
strips deficiency, and
DCA has already
approved the risk
assessment study since
December 2014.

B -19
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**

280 m runway strip width

for full length of runway
will be provided. The
project is expected to be
completed by 2021.

B -20
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Tonga

Annex 14 Fua’amotu Runway ICAO Insufficient Runway A

Volume I International Strip Mission of Strip
Airport Oct. 2015

B -21
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Viet Nam
Annex 14 Noi Bai Bird ICAO Wildlife strike report Submission of Quarter I, 2018 B
Volume I International Hazard mission submission to ICAO for wildlife strike Airport Corporation of
Airport, Hanoi March 2010 inclusion in IBIS. reports to ICAO Viet Nam (ACV) annually
for inclusion in reports to CAAV about
IBIS. wildlife strike, bird
information as well as
measures to control
incidents from birds
according to Regulation
399/CHK issued by CAAV
about safety report.
CAAV is developing data
base and is preparing
report submission to ICAO
for inclusion in IBIS.
Annex 14, Tan Son Nhat Runway/ March 2010 Provision of RESA in Provide RESA December 2018 A
Volume I International Taxiway accordance with At present, Tan Son Nhat
Airport, Ho Chi Section 3.5 of Annex Intl airport is re-designed
Minh City 14, Volume I for upgrading the runways
requirements; and setting up the RESA.

B -22
 AIR NAVIGATION DEFICIENCIES IN AOP FIELD IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirements States/facilities Description Date first Remarks Description Executing Target date of Priority for
reported body completion action**
Wildlife strike report Submission of Quarter I, 2018 B
submission to ICAO for wildlife strike Airport Corporation of
inclusion in IBIS. reports to ICAO Viet Nam (ACV) annually
for inclusion in reports to CAAV about
IBIS. wildlife strike, bird
information as well as
measures to control
incidents from birds
according to Regulation
399/CHK issued by CAAV
about safety report.
CAAV is developing data
base and is preparing
report submission to ICAO
for inclusion in IBIS.

* Priority for action to remedy the shortcoming is based on the following safety assessments:

“U” priority = Urgent requirements having a direct impact on safety and requiring immediate corrective actions. Urgent requirement consisting of any physical, configuration,
material, performance, personnel or procedures specification, the application of which is urgently required for air navigation safety.

“A” priority = Top priority requirements necessary for air navigation safety. Top priority requirement consisting of any physical, configuration, material, performance, personnel or
procedures specification, the application of which is considered necessary for air navigation safety.

“B” priority = Intermediate requirements necessary for air navigation regularity and efficiency. Intermediate priority requirement consisting of any physical, configuration, material,
performance, personnel or procedures specification, the application of which is considered necessary for air navigation regularity and efficiency.

B -23
 Appendix C to the Report on Agenda Item 4

(Updated in July 2019)

REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE CNS FIELDS IN THE ASIA/PACIFIC REGION

Identification Deficiencies Corrective Action

Requirement States/facilities Description Date first Remarks Description Executing Target date for Priority for
reported body completion action
1. Site visits in Pakistan by expert CAA.
Reliable ground to Afghanistan and Unreliability of AFS September A follow-up COM from the VSAT service provider were Afghanistan June 2020 A
ground Pakistan communication between 2010 coordination made in February and March 2016. and CAA.
communication as Afghanistan and meeting held in July Remedial recommendations were Pakistan
specified in the Pakistan was brought to 2019 discussed way provided to CAA. Pakistan.
regional Air the notice of forward
Navigation Plan APANPIRG/21. Lack of 2. Both Afghanistan and Pakistan
(Doc.9673) reliability in the AFS agreed to as first step to recover the
including data VSAT connection by upgrading
Tables CNS II-1; communication between terminals in Lahore and Karachi.
CNS II-2 & Kabul and Karachi and Afghanistan will provide assistance
CNS II-3 ATS voice and does the Network Configuration
communication between settings;
Lahore and Kabul was
identified. 3. Both States also agreed to
implement CRV as soon as practical to
resolve the existing COM deficiencies.

C-1
 (Updated in July 2019)

Identification Deficiencies Corrective Action

Requirement States/facilities Description Date first Remarks Description Executing Target date for Priority for
reported body completion action
Improvement of ATS May 2014 In early 2017, a While the performance of the ATMB. China
Regional Air Pakistan & China Direct Speech circuit RASMAG/19 hotline connection ground/ground ATS speech and CAA. June 2020 A
Navigation Plan – performance and A/G Updated in changing to a new communication between Lahore and Pakistan
Vol. II – Tables communication and July 2019 service provider at Urumqi and the air/ground
CNS II-2; CNS II-3 surveillance coverage Pakistan side was communication and surveillance
& CNS II-APAC-1 between China and made. Some coverage over PURPA crossing point
Pakistan improvements have having been much improved both
been achieved. China and Pakistan agreed to optimize
the ground-ground communications
through CRV. After the CRV
implementation completed, the
schedule for implementation of
AMHS, AIDC, ADS-B data sharing
and ATS direct speech circuit between
the two States will be established.

C-2
 APANPIRG/30
Appendix D to the Report on Agenda Item 4

REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE MET FIELD IN THE ASIA/PAC REGION

Identification Deficiencies Corrective action

States/ Date Target Priority
Executing
Requirements Facilities Description first Remarks Description date for for
body
(Index No.) reported completion action *
MWO and SIGMET Democratic Requirements for 2008 Reported by Establish MWO to provide required service, GACA, TBC A
service Peoples’ MWO and ICAO Regional including SIGMET information for Phnom Democratic
(Annex 3: Chapter 3, Republic of SIGMET service Office mission Penh FIR. Peoples’
3.4 and Chapter 7) Korea (DPRK) not established for See notes below for more information. Republic of
(AP-MET-16) Pyongyang FIR Korea

Meteorological Kiribati METAR from 1998 Reported by Equipment to be installed and arrangements to State TBC A
observations and (AP-MET-02) Kiribati not airlines be made for regular observations and reports, designated
reports. available on regular including: training of personnel; maintenance of MET authority
(Annex 3: Chapter 4) basis. equipment; calibration and verification of
meteorological observations; and proper/secure
transmission of data.
See notes below for more information.
Meteorological Kiribati WAFC forecasts 2008 Reported by Implement procedures and systems for the State TBC U
information for (AP-MET-18) not available for TCB CAEMSA- required meteorological information to be designated
operators and flight inclusion in flight SP Technical supplied to operators and flight crew members, MET authority
crew members, briefings and Expert including forecasts generated from the digital
including forecasts documentation forecasts provided by the WAFCs.
provided by the WAFCs See notes below for more information.
(Annex 3: Chapter 9)

Meteorological Nauru WAFC forecasts 2008 Reported by Implement procedures and systems for the State TBC U
information for (AP-MET-19) not available for TCB CAEMSA- required meteorological information to be designated
operators and flight inclusion in flight SP Technical supplied to operators and flight crew members, MET authority
crew members, briefings and Expert including forecasts generated from the digital
including forecasts documentation forecasts provided by the WAFCs.
provided by the WAFCs See notes below for more information.
(Annex 3: Chapter 9)

D-1
 REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE MET FIELD IN THE ASIA/PAC REGION

Identification Deficiencies Corrective action

States/ Date Target Priority
Executing
Requirements Facilities Description first Remarks Description date for for
body
(Index No.) reported completion action *
Meteorological Nauru METAR/SPECI 2008 Reported by Equipment to be installed and arrangements to State TBC U
observations and (AP-MET-21) service not TCB CAEMSA- be made for regular observations and reports, designated
reports. provided SP Technical including: training of personnel; maintenance of MET authority
(Annex 3: Chapter 4) Expert equipment; calibration and verification of
meteorological observations; and proper/secure
transmission of data.
See notes below for more information.
Provision of SIGMET Nauru Lack of SIGMET Sep 2011 IATA deemed Implement procedures for SIGMET information State TBC U
information (AP-MET-24) issued for the this situation to be issued by the designated meteorological designated
(Annex 3, Chapter 7) Nauru FIR. unsafe and watch office/s concerning the occurrence or MET authority
unacceptable to expected occurrence of specified en-route
airline weather and other phenomena in the
operations. atmosphere that may affect the safety of aircraft
operations.
See notes below for more information.
Provision of SIGMET Nepal Requirements for 2000 Implement procedures for SIGMET information State TBC A
information (AP-MET-14) issuance and to be issued by the designated meteorological designated
(Annex 3: Chapter 7) dissemination of watch office/s concerning the occurrence or MET authority
SIGMET expected occurrence of specified en-route
information for weather and other phenomena in the
Kathmandu FIR atmosphere that may affect the safety of aircraft
have not been fully operations.
implemented See notes below for more information.
Reporting of Papua New Information on 1995 Observed by Establish arrangements for State volcano Rabaul TBC A
information on volcanic Guinea volcanic activity States concerned. observatories to send the required volcano Volcano
eruptions to civil (AP-MET-04) not provided Reported at the observation information as quickly as Observatory,
aviation units. regularly to ATS WMO/ICAO practicable to the associated ACC/FIC, MWO NWS and ASL
(Annex 3, 3.6, 4.8) units, MWOs and Workshop on and VAAC. of Papua New
VAACs. Volcanic Ash See notes below for more information. Guinea
Hazards
(Darwin, 1995)

D-2
 REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE MET FIELD IN THE ASIA/PAC REGION

Identification Deficiencies Corrective action

States/ Date Target Priority
Executing
Requirements Facilities Description first Remarks Description date for for
body
(Index No.) reported completion action *
Provision of SIGMET Papua New Requirements for Dec 2003 Reported by Implement procedures for SIGMET information NWS of Papua TBC U
for volcanic ash Guinea issuance and proper airlines, noted by to be issued by the designated meteorological New Guinea
(Annex 3: Chapter 7) (AP-MET-08) dissemination of Volcanic Ash watch office/s concerning the occurrence or
SIGMET for Advisory Centres expected occurrence of volcanic ash.
volcanic ash have and confirmed See notes below for more information.
not been fully by ICAO
implemented mission

Provision of SIGMET Papua New Lack of SIGMET Sep 2011 IATA deemed Implement procedures for SIGMET information State TBC U
information Guinea issued for the Port this situation to be issued by the designated meteorological designated
(Annex 3, Chapter 7) (AP-MET-22) Moresby FIR. unsafe and watch office/s concerning the occurrence or MET authority
unacceptable to expected occurrence of specified en-route
airline weather and other phenomena in the
operations. atmosphere that may affect the safety of aircraft
operations.
See notes below for more information.
Provision of SIGMET Philippines Requirements for Dec 2003 Reported by Implement procedures for SIGMET information PAGASA TBC U
for volcanic ash (AP-MET-07) issuance and proper airlines, noted by to be issued by the designated meteorological
(Annex 3: Chapter 7) dissemination of Volcanic Ash watch office/s concerning the occurrence or
SIGMET for Advisory Centres expected occurrence of volcanic ash.
volcanic ash have and confirmed MET SG/23 recommended removal of this
not been fully by ICAO deficiency from the open list – See notes
implemented mission below for more information.
Meteorological Solomon Weather 1996 Reported by Equipment to be upgraded and arrangements to Solomon Is. TBC A
observations and Islands information is airlines operating be made for regular observations and reports, MET Service
reports. (AP-MET-01) inadequate and not to Solomon including: training of personnel; maintenance of
(Annex 3: Chapter 4) provided on a Islands equipment; calibration and verification of
regular basis meteorological observations; and proper/secure
transmission of data.
See notes below for more information.

D-3
 REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE MET FIELD IN THE ASIA/PAC REGION

Identification Deficiencies Corrective action

States/ Date Target Priority
Executing
Requirements Facilities Description first Remarks Description date for for
body
(Index No.) reported completion action *
Meteorological Solomon WAFC forecasts 2008 Reported by Implement procedures and systems for the State TBC U
information for Islands not available for TCB CAEMSA- required meteorological information to be designated
operators and flight (AP-MET-20) inclusion in flight SP Technical supplied to operators and flight crew members, MET authority
crew members, briefings and Expert including forecasts generated from the digital
including forecasts documentation forecasts provided by the WAFCs.
provided by the WAFCs See notes below for more information.
(Annex 3: Chapter 9)
Provision of SIGMET Solomon Lack of SIGMET Sep 2011 IATA deemed Implement procedures for SIGMET information State TBC U
information Islands issued for the this situation to be issued by the designated meteorological designated
(Annex 3, Chapter 7) (AP-MET-23) Honiara FIRs. unsafe and watch office/s concerning the occurrence or MET authority
unacceptable to expected occurrence of specified en-route
airline weather and other phenomena in the
operations. atmosphere that may affect the safety of aircraft
operations.
See notes below for more information.
Reporting of Tonga Information on 2008 Reported by Establish arrangements for State volcano MOI and TBC U
information on volcanic (AP-MET-17) volcanic activity TCB CAEMSA- observatories to send the required volcano MEIDECC
eruptions to civil not provided SP technical observation information as quickly as
aviation units. regularly to ATS expert practicable to the associated ACC/FIC, MWO
(Annex 3: 3.6, 4.8) units, MWOs and and VAAC.
VAACs See notes below for more information.

Index No. Update Date NOTES

AP-MET-01 September 2017 APANPIRG/28 noted that Solomon Islands should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
June 2019 MET SG/23 requested the Secretary in conjunction with support from other States to provide Solomon Islands with assistance in preparing the
full report on rectification of the deficiency.

D-4
Index No. Update Date NOTES
AP-MET-02 September 2017 APANPIRG/28 noted that Kiribati should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-03 September 2017 Removed from the open list, APANPIRG/28 Conclusion 28/29 refers.
AP-MET-04 September 2017 APANPIRG/28 noted that Papua New Guinea should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-05 – This Index No. is not used.
AP-MET-06 September 2017 Removed from the open list, APANPIRG/28 Conclusion 28/29 refers.
AP-MET-07 6 June 2016 PAGASA/CAAP advised that:
 Procedures implemented (Ref: PM-WD-AMSS-05-05) for the issuance of SIGMET information (for volcanic ash) for Manila FIR by
the designated MWO in accordance with the ICAO SARPs;
 Conducted ICAO volcanic ash exercises and participated in the ICAO APAC Volcanic ash exercises steering group (VOLCEX/SG);
 Participated in the ICAO Regional SIGMET tests (without errors in SIGMET test messages sent by Philippines);
 Procedures implemented as set forth in the Philippine Regulation, CAR-ANS Part 3 – Aeronautical Meteorological Service, including
other related national documents; and
 Tripartite agreement established between CAAP, PAGASA and PHIVOLCS stipulating the flow of volcanic ash information between
the stakeholder agencies.
30 June 2016 CAAP advised that:
 In addition to the information provided above, and in view of the adherence to national procedures, regulations and other documents
supporting the implementation of ICAO Annex 3 SARPs, CAAP requests ICAO to remove the deficiency from the open list.
September 2017 APANPIRG/28 noted that:
 Removal of the deficiency from the open list is subject to the concurrence of the airlines and VAACs that the deficiency is resolved.
June 2018 MET SG/22 noted that:
 VAAC Tokyo was coordinating with Philippines on the validation of corrective action taken to resolve the deficiency.
March 2018 MET/S WG/9 concurred on:
 a proposal to MET/SG/23 for the removal of the deficiency (Ref: AP-MET-07) in Philippines from the (open) list.
June 2019 MET SG/23 recommended the removal of the deficiency AP-MET-07 from the APANPIRG (open) list [Final report of MET SG/23, para. 4.2
to 4.4, refers]

D-5
Index No. Update Date NOTES
AP-MET-08 September 2017 APANPIRG/28 noted that Papua New Guinea should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-09 September 2018 Removed from the open list, APANPIRG/29 Decision 29/23 refers
AP-MET-10 – This Index No. is not used.
AP-MET-11 September 2018 Removed from the open list, APANPIRG/29 Decision 29/24 refers
AP-MET-13 – This Index No. is not used.
AP-MET-14 September 2017 APANPIRG/28 noted that Nepal should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-15 – This Index No. is not used.
AP-MET-16 September 2017 APANPIRG/28 noted that DPRK should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-17 10 May 2013 Ministry of Infrastructure (MOI), Civil Aviation Division, advised that:
 MOU established between the national authority providing volcano monitoring (Ministry of Lands, Environment, Climate Change and
Natural Resources – MLECCNR) and the national authority providing meteorological service for international air navigation (MOl) for
the reporting of volcanic activity to the associated ACCs, MWOs and VAACs in accordance with the relevant ICAO SARPs.
29 May 2017 MOI, Civil Aviation Division, advised that:
 Relevant operating procedures implemented in the units concerned and case studies of real volcanic events presented as evidence of the
State volcano observatory’s issuance of the required volcano observation information.
September 2017 APANPIRG/28 noted that:
 Removal of the deficiency from the open list is subject to the concurrence of the ATS units, MWOs and VAACs concerned that the
deficiency is resolved.
June 2018 MET SG/22 noted that:
 VAAC Wellington was coordinating with Tonga on the validation of corrective action taken to resolve the deficiency.
AP-MET-18 September 2017 APANPIRG/28 noted that Kiribati should:
 Verify the status of implementation of CAP; and

D-6
Index No. Update Date NOTES
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-19 September 2017 APANPIRG/28 noted that Nauru should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-20 September 2017 APANPIRG/28 noted that Solomon Islands should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
June 2019 MET SG/23 requested the Secretary in conjunction with support from other States to provide Solomon Islands with assistance in preparing the
full report on rectification of the deficiency.
AP-MET-21 September 2017 APANPIRG/28 noted that Nauru should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-22 September 2017 APANPIRG/28 noted that Papua New Guinea should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
AP-MET-23 September 2017 APANPIRG/28 noted that Solomon Islands should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.
June 2019 MET SG/23 requested the Secretary in conjunction with support from other States to provide Solomon Islands with assistance in preparing the
full report on rectification of the deficiency.
AP-MET-24 September 2017 APANPIRG/28 noted that Nauru should:
 Verify the status of implementation of CAP; and
 Work together with ICAO to develop and properly record the remaining steps of the CAP to resolve the deficiency.

Acronyms/Abbreviations/Definitions
ACC — Area control centre
ASL — Air Services Ltd.
ATS — Air traffic services

D-7
 Acronyms/Abbreviations/Definitions
CAEMSA-SP — Cooperative Agreement for the Enhancement of Meteorological Services to Aviation - South Pacific
CAAP — Civil Aviation Authority Philippines
CAP — Corrective action plan
FIC — Flight information centre
FIR — Flight information region
GACA — General Administration of Civil Aviation
IATA — International Air Transport Association
MEIDECC — Ministry of Meteorology, Energy, Information, Disaster Management, Environment, Climate Change and Communication
MET — Meteorological
METAR — Aerodrome routine meteorological report (in meteorological code)
MWO — Meteorological watch office
NWS — National Weather Service
PAGASA — Philippine Atmospheric, Geophysical and Astronomical Services Administration
PHIVOLCS — Philippine Institute of Volcanology and Seismology
SIGMET — Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather and other
phenomena in the atmosphere that may affect the safety of aircraft operations
SPECI — Aerodrome special meteorological report (in meteorological code)
SSCA — State Secretariat of Civil Aviation
TBC — To be confirmed
TCB — Technical Cooperation Bureau (of ICAO)
VAAC — Volcanic ash advisory centre
WAFC — World area forecast centre
WMO — World Meteorological Organization

D-8
 Appendix A to the Report on Agenda Item 6

International Civil Aviation Organization

ELECTRONIC BULLETIN
For information only

EB 2019/43 9 October 2019

REVIEW OF THE REPORTING STRUCTURE AND TERMS OF

REFERENCE, FUNCTIONS AND PARTICIPATION OF THE
PLANNING AND IMPLEMENTATION REGIONAL GROUPS (PIRGs)
AND THE REGIONAL AVIATION SAFETY GROUPS (RASGs)

1. The Council updated the terms of reference (ToR) for the Planning and Implementation
Regional Groups (PIRGs) and the Regional Aviation Safety Groups (RASGs) aimed at improving
efficiency and working methodologies, as well as the involvement of States, international organizations
and industry in the work, meetings and related activities of the regional groups. The generic ToR serves
as a global basis for PIRG and RASG operations and may be further expanded by each PIRG/RASG as
required, to maintain the flexibility and efficiency of its work.

2. The revised ToR not only outlines the changes introduced but also highlights the
important coordination and decision-making roles played by PIRGs and RASGs, in particular, how
RASGs have served as a bridge between Member States the exchange of experiences and by facilitating
best practices, which ultimately contributed to the improvement of safety performance.

3. The Council emphasized the need for Member States to provide the necessary level of
support, technical expertise and participation to their respective PIRGs and RASGs and contributory
bodies.

4. The PIRGs and RASGs ToRs are attached for your information.

Enclosures:
A — Generic ToR of PIRGs
B — Generic ToR of RASGs

Issued under the authority of the Secretary General

999 Robert-Bourassa Boulevard Tel.: +1 514-954-8118 E-mail: PCI@icao.int

Montréal, Quebec Fax: +1 514-954-6077 www.icao.int
Canada H3C 5H7
 ATTACHMENT A TO EB 2019/43

GENERIC TERMS OF REFERENCE OF

PLANNING AND IMPLEMENTATION REGIONAL GROUPS (PIRGs)

1. MEMBERSHIP

1.1 All ICAO Contracting States, and Territories recognized by ICAO, within the area of
accreditation of the ICAO Regional Office(s) concerned shall be members of the planning and
implementation regional group (PIRG) established for that (these) region(s).

2. PARTICIPATION

2.1 In addition to States, the importance of a collaborative and proactive role by airspace
users, international and regional organizations, and industry should be recognized due to their
involvement in the rapid pace of technological development, expertise and other opportunities for sharing
of resources.

2.2 PIRG meetings are open to all members. Each State/Territory member should be
represented by a senior-level delegate nominated by the State/Territory, preferably from the civil aviation
authority (CAA) in order to support related policy-making within the State. A delegate may be supported
by an alternate delegate and/or advisers with the requisite technical knowledge in the subject matters
under consideration.

2.3 The CAAs should be supported by service providers (such as air navigation services
providers, airport, operators, meteorological service providers, etc.) as advisers.

2.4 States located outside the area of accreditation of the ICAO Regional Offices concerned
can be invited on a case-by-case basis and in accordance with the Regional Office Manual to attend
as observers.

2.5 International organizations recognized by the ICAO Council to participate in ICAO

meetings should participate, as observers, in the PIRG meetings, and be encouraged to do so. Other
stakeholders may be invited as observers, when required, to contribute to the work of the PIRG.

2.6 The participation of industry stakeholders should take into account relevant capabilities
such as an involvement in the rapid pace of technological development, specific knowledge and expertise,
and other opportunities including sharing of resources.

2.7 Civil aviation commissions/conferences in particular the Arab Civil Aviation

Organization, African Civil Aviation Commission, European Civil Aviation Conference and Latin
American Civil Aviation Commission, may be invited to participate in the work of the PIRGs.

2.8 The members and observers will serve as partners in PIRGs, and their joint commitment
is fundamental for success in improving implementation and safety worldwide.

2.9 PIRG meetings should be live-streamed, to the extent possible, to enable additional State
participants to follow the proceedings.
 A-2

3. WORKING ARRANGEMENTS

3.1 Structure

3.1.1 PIRGs have the obligation to apply the most effective and efficient organizational
structure and meeting modalities that best suit the characteristics of each region’s implementation work
programme while maintaining to the extent possible, alignment with these Terms of Reference, the
regional work programme and the Global Air Navigation Plan (GANP).

3.1.2 The ICAO Regional Director(s) will serve as the Secretary of the PIRG. Wherever two
Regional Directors are involved, they will periodically rotate between serving as Secretary of the PIRG
and regional aviation safety group (RASG) to balance the Secretariat responsibilities between these two
regional groups. The Secretary of the PIRG, in coordination with the Secretary of the RASG, will
establish the date, methodology and the procedure to be applied for the rotation.

3.1.3 The organization of the PIRG should address global and region-specific air
navigation-related matters, and meetings should be closely coordinated between the PIRG and RASG
chairpersons and the Secretariat. PIRG and RASG meetings should be held back-to-back or combined to
facilitate coordination and to ensure the efficient use of resources.

3.1.4 The PIRG shall be administered by a chairperson and one or two vice-chairpersons
elected from the State-nominated delegates present. The PIRG will establish the cycle of elections.

3.1.5 The PIRG will build on the work already done by States, ICAO Regional Offices and
existing regional and sub-regional organizations to support the development, maintenance and
implementation of an air navigation plan for the region(s).

3.1.6 PIRG contributory bodies may be created by the PIRG to discharge the PIRG work
programme by working on defined subjects requiring detailed technical expertise. A contributory body
shall only be formed when it has been clearly established that it is able to make a substantial contribution
to the required work. A contributory body will be dissolved by the PIRG when it has completed its
assigned tasks or if the tasks cannot be usefully continued.

3.1.7 Invitations to PIRG meetings must be issued at least three months in advance of the
meeting to assist States to plan participation.

3.1.8 The Secretariat will review and update the PIRG Handbook periodically, and as required,
to ensure a result-oriented approach.

3.1.9 Where the meeting is held in more than one ICAO working language, interpretation
services shall be made available to facilitate participation in the deliberations and adoption of the report
by all participants.

3.1.10 States, international organizations and industry are invited to submit working papers,
research works, etc. in order to enhance the work of the PIRG and its contributory bodies. To ensure
proper time for consideration and good decision-making, the Secretary should ensure that all working
papers are available at least fourteen days prior to the start of the meeting for consideration.
 A-3

3.2 Venue

3.2.1 PIRG meetings will be convened in the Regional Offices, to the extent possible, to
facilitate proper access by States. Approval to host PIRG meetings outside of the Regional Office must be
obtained from the President of the Council.

3.2.2 The Secretary General will ensure the allocation of the necessary financial resources to
host PIRG meetings.

3.2.3 PIRG contributory bodies may be convened at a different location, if required, to be

determined by the Secretary and Chairperson of the PIRG, and contributory body. Venues shall be chosen
with the primary aim of facilitating maximum State attendance.

3.3 State role

3.3.1 State CAAs, supported by service providers as necessary, should participate in the work
of the PIRG and its contributory bodies to:

a) ensure the continuous and coherent development and implementation of regional air
navigation plans and report back on the key performance indicators (KPIs);

b) support the regional work programme with participation from the decision-making
authority with the technical expertise necessary for the planning and implementation
mechanism, thus supporting policy decisions at the State level;

c) enable coordination, at the national level, between the CAA, service providers and all
other concerned stakeholders, and harmonization of the national plans with the
regional and global plans;

d) facilitate the implementation of GANP goals and targets;

e) report on the status of implementation, within the State, on a regular basis;

f) plan for basic services to be provided for international civil aviation in accordance
with ICAO Standards, within State national plans;

g) facilitate the development and establishment of Letters of Agreement and bilateral or

multilateral agreements;

h) mitigate deficiencies identified under the uniform methodology for the identification,
assessment and reporting of air navigation deficiencies in a timely manner;

i) embrace a performance-based approach for implementation as highlighted in the

Global Plans; and

j) ensure the inclusion of the regional priorities in the States’ national implementation
plans to the extent possible.
 A-4

3.4 International organization and industry role

3.4.1 Industry, in particular airspace users, professional associations and organizations (such as
Airports Council International, Civil Air Navigation Services Organisation, International Federation of
Air Line Pilots’ Associations, International Federation of Air Traffic Controllers’ Associations,
International Air Transport Association, etc.) should participate in the work of the PIRG and its
contributory bodies, in order to support air navigation implementation and collaborative decision-making
processes, taking into consideration the safety aspects of air navigation services.

3.4.2 Their focus should be on identifying regional requirements and ensuring that their
available resources are adequately allocated.

3.5 Reporting

3.5.1 The PIRG reports outcomes to the ICAO Council through the Air Navigation
Commission (ANC) as facilitated by the ICAO Secretariat.

3.5.2 PIRG meeting reports should be provided in a standardized format to the governing
bodies of ICAO to identify regional and emerging challenges, and shall include as a minimum:

a) a brief history of the meeting (duration and agenda);

b) a list of meeting participants, affiliation and number of attendees;

c) a list of conclusions and decisions with a description of their rationale (what, when,
why and how);

d) common implementation challenges identified amongst PIRG members and possible

solutions, assistance required and estimated timelines to resolve, if applicable, by
sub-region;

e) identification of and recommendations on particular actions or enhancements that

would require consideration by the ANC and Council to address particular
challenges, including the need for amendment proposals to global provisions and
guidance materials submitted by States;

f) a list of issues cross-referenced to actions to be taken by ICAO Headquarters and/or

Regional Offices;

g) based on the GANP, and associated KPIs and tools, report to the extent possible on
the status of implementation of air navigation goals, targets and indicators, including
the priorities set by the region in their regional air navigation plans exploring the use
of regional dashboards to facilitate monitoring regional progress being made;

h) a list of items for coordination with the RASG and a concise summary of the
outcome of related discussions;

i) air navigation deficiencies identified and timelines for mitigation thereof; and

j) the work programme and future actions to be taken by the PIRG.

 A-5

3.5.3 A technical officer from Headquarters (Air Navigation Bureau) will participate and
provide support to the meeting and subsequently arrange for the presentation of reports, in coordination
with the Regional Office(s) and chairpersons of the PIRG, to the ANC and Council for review and
harmonization.

3.5.4 The final PIRG report will be approved at the end of the meeting. Where the report
requires translation, it will be made available within fifteen working days of the meeting closure.

3.5.5 Headquarters will provide feedback to the PIRGs highlighting the actions taken by the
ANC and Council related to their previous meeting outcomes.

3.5.6 When a PIRG does not meet during the annual reporting cycle of the consolidated report
on PIRGs and RASGs to the Council, the Secretary of the regional group must nevertheless report
implementation progress, as well as difficulties experienced, for inclusion in the report.

4. GLOBAL PLANS

4.1 In regard to Global Plans, the PIRG shall:

a) support implementation by States of the Global Air Navigation Plan

(GANP, Doc 9750) taking into account aspects of the Global Aviation Safety Plan
(GASP, Doc 10004) and Global Aviation Security Plan (GASeP) by ensuring
effective coordination and cooperation between all States and stakeholders;

b) monitor and report the progress on the implementation by States of the GANP, and
the regional objectives and priorities;

c) ensure continuous and coherent development of the regional air navigation plan,
Regional Supplementary Procedures (Doc 7030) and other relevant regional
documentation, and propose amendments to reflect the changes in operational
requirements in a manner that is harmonized with adjacent regions, consistent with
ICAO Standards and Recommended Practises (SARPs), Procedures for Air
Navigation Services (PANS) and the GANP;

d) provide feedback on the GANP implementation and propose amendments to the

Global Plans as necessary to keep pace with the latest developments and ensure
harmonization with regional and national plans;

e) in line with the GANP and regional priorities, identify specific deficiencies in the air
navigation field, and propose mitigating actions and timelines to resolve
deficiencies; and

f) verify the provision of air navigation facilities and services in accordance with global
and regional requirements.
 A-6

5. REGIONAL ACTIVITIES

5.1 In regard to regional activities, the PIRG shall:

a) serve as a regional cooperative forum that determines regional priorities, develops

and maintains the regional air navigation plan and associated work programme based
on the GANP and relevant ICAO Provisions;

b) facilitate the development and implementation by States of air navigation systems

and services as identified in the regional air navigation plan and Doc 7030;

c) monitor and report on the status of implementation by States of the required air
navigation facilities, services and procedures in the region, and identify the
associated difficulties and deficiencies to be brought to the attention of the Council;

d) facilitate the development and implementation of corrective action plans by States to

resolve identified deficiencies, where necessary;

e) identify and report on regional and emerging air navigation challenges experienced
that affect implementation of ICAO global provisions by States and measures
undertaken or recommended to effectively address them;

f) facilitate the development and implementation of regional and national air navigation
plans by States; and

g) assist Member States with guidance to implement complex aviation systems.

6. PIRG COORDINATION

6.1 In regard to coordination, the PIRG shall:

a) coordinate safety issues with the respective RASG;

b) foster cooperation, information exchange, sharing of experiences and best practices

among States and stakeholders;

c) provide a platform for regional coordination and cooperation amongst States and
stakeholders for the continuous improvement of air navigation systems in the region
with due consideration to harmonization of developments and deployments, intra-
and interregional coordination, and interoperability;

d) ensure that all air navigation activities at the regional and sub-regional level are
properly coordinated amongst role players to avoid duplication of efforts;

e) identify security, environmental and economic issues that may affect the operation of
the air navigation system, and inform ICAO Secretariat accordingly for action; and

f) through the PIRG Secretary, inform the Directors General of Civil Aviation and
related civil aviation commission/conferences of PIRG meeting results.
 A-7

7. INTERREGIONAL COORDINATION

7.1 The PIRG shall:

a) ensure interregional coordination through formal and informal mechanisms,

including the participation in meetings established for the purpose of coordinating
PIRG and RASG activities, the GANP, regional air navigation plans and regional
supplementary procedures; and

b) ensure coordination with informal groups, such as the South Atlantic Group, Informal
South Pacific ATS Coordination Group and Informal Pacific ATS Coordination
Group, to assure harmonized planning and smooth transition through regional
interface areas.

7.2 ICAO Headquarters shall arrange a global coordination meeting between all PIRG and
RASG chairpersons and secretaries on a biennial basis.

8. EXPANSION OF TERMS OF REFERENCE

8.1 The Terms of Reference above serve as a global basis for PIRG operations and may be
further expanded by each PIRG, as required, to maintain the flexibility and efficiency of their work.
Additional terms of reference adopted by a PIRG must be approved by the President of the Council and
be included in the relevant PIRG Handbooks as a PIRG specific supplement.

— END —
 ATTACHMENT B TO EB 2019/43

GENERIC TERMS OF REFERENCE OF

REGIONAL AVIATION SAFETY GROUPS (RASGs)

1. MEMBERSHIP

1.1 All ICAO Contracting States, and Territories recognized by ICAO, within the area of
accreditation of the ICAO Regional Office(s) concerned shall be members of the regional aviation safety
group (RASG) established for that (these) region(s).

2. PARTICIPATION

2.1 In addition to States, the importance of a collaborative and proactive role by airspace
users, international and regional organizations, and industry should be recognized due to their
involvement in the rapid pace of technological development, expertise and other opportunities for sharing
of resources.

2.2 RASG meetings are open to all members. Each State/Territory member should be
represented by a senior-level delegate nominated by the State/Territory, preferably from the civil aviation
authority (CAA) in order to support related policy-making within the State. A delegate may be supported
by an alternate delegate and/or advisers with the requisite technical knowledge in the subject matters
under consideration.

2.3 The CAAs should be supported by representatives from service providers and industry.

2.4 States located outside the area of accreditation of the ICAO Regional Offices concerned
can be invited on a case-by-case basis and in accordance with the Regional Office Manual to attend as
observers.

2.5 International organizations recognized by the ICAO Council to participate in ICAO

meetings should participate, as observers, in the RASG meetings, and be encouraged to do so. Other
stakeholders may be invited as observers, when required, to contribute to the work of the RASG.

2.6 The participation of industry stakeholders should take into account relevant capabilities
such as an involvement in the rapid pace of technological development, specific knowledge and expertise,
and other opportunities including sharing of resources.

2.7 Civil aviation commissions/conferences in particular the Arab Civil Aviation

Organization, African Civil Aviation Commission, European Civil Aviation Conference and Latin
American Civil Aviation Commission, may be invited to participate in the work of the RASGs.

2.8 The members and observers will serve as partners in RASGs, and their joint commitment
is fundamental for success in improving safety worldwide.

2.9 RASG meetings should be live-streamed, to the extent possible, to enable additional State
participants to follow the proceedings.
 B-2

3. WORKING ARRANGEMENTS

3.1 Structure

3.1.1 RASGs have the obligation to apply the most effective and efficient organizational
structure and meeting modalities that best suit the characteristics of each region’s implementation work
programme while maintaining to the extent possible, alignment with these Terms of Reference, the
regional work programme and the Global Aviation Safety Plan (GASP).

3.1.2 The ICAO Regional Director(s) will serve as the Secretary of the RASG. Wherever two
Regional Directors are involved, they will periodically rotate between serving as Secretary of the RASG
and planning and implementation regional group (PIRG) to balance the Secretariat responsibilities
between these two regional groups. The Secretary of the RASG, in coordination with the Secretary of the
PIRG, will establish the date, methodology and the procedure to be applied for the rotation.

3.1.3 The organization of the RASG should address global and region-specific safety-related
matters, and meetings should be closely coordinated between the RASG and PIRG chairpersons and the
Secretariat. RASG and PIRG meetings should be held back-to-back or combined to facilitate coordination
and to ensure the efficient use of resources.

3.1.4 The RASGs shall be administered by a chairperson and one or two vice-chairpersons
elected from the State-nominated delegates present. The RASGs will establish the cycle of elections.
Exceptionally, at the discretion of each RASG, vice-chairpersons or a co-chairperson may be elected from
the international and regional organizations, and/or industry present.

3.1.5 The RASG will build on the work already done by States, ICAO Regional Offices and
existing regional and sub-regional organizations (such as the cooperative development of operational
safety and continuing airworthiness programmes, regional safety oversight organizations (RSOOs),
regional accident and incident investigation organizations (RAIOs) and industry) to support the
establishment and operation of safety management processes for the region(s).

3.1.6 RASGs contributory bodies may be created by the RASG to discharge the RASG work
programme by working on defined subjects requiring detailed technical expertise. A contributory body
shall only be formed when it has been clearly established that it is able to make a substantial contribution
to the required work. A contributory body will be dissolved by the RASG when it has completed its
assigned tasks or if the tasks cannot be usefully continued.

3.1.7 Invitations to RASG meetings must be issued at least three months in advance of the
meeting to assist States to plan participation.

3.1.8 The Secretariat will review and update the RASG Handbook periodically, and as
required, to ensure a result-oriented approach.

3.1.9 Where the meeting is held in more than one ICAO working language, interpretation
services shall be made available to facilitate participation in the deliberations and adoption of the report
by all participants.

3.1.10 States, international organizations and industry are invited to submit working papers,
research works, etc. in order to enhance the work of the RASG and its contributory bodies. To ensure
proper time for consideration and good decision-making, the Secretary should ensure that all working
papers are available at least fourteen days prior to the start of the meeting for consideration.
 B-3

3.2 Venue

3.2.1 RASG meetings will be convened in the Regional Offices, to the extent possible, to
facilitate proper access by States. Approval to host RASG meetings outside of the Regional Office must
be obtained from the President of the Council.

3.2.2 The Secretary General will ensure the allocation of the necessary financial resources to
host RASG meetings.

3.2.3 RASG contributory bodies may be convened at a different location, if required, to be

determined by the Secretary and Chairpersons of the RASG, and contributory body. Venues shall be
chosen with the primary aim of facilitating maximum State attendance.

3.3 State role

3.3.1 State CAAs, supported by service providers as necessary, should participate in the work
of the RASG and its contributory bodies to:

a) ensure the continuous and coherent development and implementation of regional

safety plans and report back on the key performance indicators (KPIs);

b) support the regional work programme with participation from the decision-making
authority with the technical expertise necessary for the planning and implementation
mechanism, thus supporting policy decisions at the State level;

c) support the implementation of effective safety management and collaborative

decision-making processes to mitigate aviation safety risks, thus supporting policy
decisions at the State level;

d) contribute information on safety risk, including State safety programme (SSP) safety
performance indicators (SPIs, in accordance with the GASP as part of their safety
risk management activities;

e) ensure coordination, at the national level, between the CAA, service providers and all
other concerned stakeholders, and harmonization of the national plans with the
regional and global plans;

f) facilitate the development and establishment of Letters of Agreement and bilateral or

multilateral agreements;

g) ensure the implementation of the GASP goals and targets; and

h) embrace a performance-based approach for implementation as highlighted in the

Global Plans.
 B-4

3.4 International organization and industry role

3.4.1 Industry stakeholders/partners should participate in the work of the RASG and its
contributory bodies in order to support the implementation of safety oversight activities, safety
management and collaborative decision-making processes, as well as to identify regional requirements,
mitigate aviation safety risks, provide technical expertise, as required, and ensure adequate resources.

3.4.2 Their focus should be on identifying regional requirements and ensuring that their
available resources are adequately allocated.

3.5 Reporting

3.5.1 The RASG reports outcomes to the ICAO Council through the Air Navigation
Commission (ANC) as facilitated by the ICAO Secretariat.

3.5.2 RASG meeting reports should reflect the structure of the GASP (organizational
challenges, operational safety risks, infrastructure and safety performance measurement) and RASG
deliverables should map the expected GASP goals and targets.

3.5.3 RASG meeting reports should be provided in a standardized format to the governing
bodies of ICAO to identify regional and emerging challenges, and shall include as a minimum:

a) a brief history of the meeting (duration and agenda);

b) a list of meeting participants, affiliation and number of attendees;

c) a list of conclusions and decisions with a description of their rationale (what, when,
why and how);

d) a list of safety enhancement initiatives (SEIs) linked to the associated GASP targets
and indicators, and the appropriate mechanism used to measure their effectiveness;

e) common implementation challenges identified amongst RASG members and possible

solutions, assistance required and estimated timelines to resolve, if applicable, by
sub-region;

f) identification of and recommendations on particular actions or enhancements that

would require consideration by the ANC and Council to address particular
challenges;

g) a list of issues cross-referenced to actions to be taken by ICAO Headquarters and/or

Regional Offices;

h) based on the GASP, and associated SPIs and tools, report to the extent possible on
the status of implementation of safety goals, targets and indicators, including the
priorities set by the region in their regional safety plans exploring the use of regional
dashboards to facilitate monitoring regional progress being made;

i) a list of items for coordination with the PIRG and a concise summary of the outcome
of related discussions;
 B-5

j) feedback on implementation issues and actionable recommendations to the ICAO

Council to continually improve future editions of the GASP that identify regional
safety objectives and priorities to ensure proper focus on emerging safety
concerns; and

k) the work programme and future actions to be taken by the RASG.

3.5.4 A technical officer from Headquarters (Air Navigation Bureau) will participate and
provide support to the meeting and subsequently arrange for the presentation of reports, in coordination
with the Regional Office(s) and chairpersons of the RASG, to the ANC and Council for review and
harmonization.

3.5.5 The final RASG report will be approved at the end of the meeting. Where the report
requires translation, it will be made available within fifteen working days of the meeting closure.

3.5.6 Headquarters will provide feedback to the RASGs highlighting the actions taken by the
ANC and Council related to their previous meeting outcomes.

3.5.7 When a RASG does not meet during the annual reporting cycle of the consolidated report
on PIRGs and RASGs to the Council, the Secretary of the regional group must, nevertheless, report
implementation progress, as well as difficulties experienced, for inclusion in the report.

4. GLOBAL PLANS

4.1 In regard to Global Plans, the RASG shall:

a) support implementation by States of the Global Aviation Safety Plan

(GASP, Doc 10004) taking into account aspects of the Global Air Navigation Plan
(GANP, Doc 9750) and Global Aviation Security Plan (GASeP) by ensuring
effective coordination and cooperation between all States and stakeholders;

b) monitor and report the progress on the implementation by States of the GASP and
the regional objectives and priorities;

c) provide feedback on the GASP implementation and propose amendments to the

Global Plans as necessary to keep pace with the latest developments and ensure
harmonization with regional and national plans;

d) in line with the GASP and regional priorities, identify specific aviation safety risks
and propose mitigating actions using the mechanisms defined by Annex 19 — Safety
Management and the Safety Management Manual (Doc 9859), with timelines to
resolve deficiencies; and

e) verify the provision of services in accordance with global and regional requirements.
 B-6

5. REGIONAL ACTIVITIES

5.1 In regard to regional activities, the RASG shall:

a) serve as a regional cooperative forum that determines regional priorities, develops

and maintains the regional aviation safety plan and associated work programme
based on the GASP and relevant ICAO Provisions, integrating global, regional,
sub-regional, national and industry efforts in continuing to enhance aviation safety
worldwide;

b) facilitate the development and implementation of safety risk mitigation action plans
by States, taking into consideration States’ level of effective implementation of the
critical elements of safety oversight systems and progress being made to improve the
level;

c) monitor and report, using a data driven approach, the region’s main aviation safety
risks, and determine regional priorities and associated work programme based on the
GASP;

d) analyze safety information and hazards to civil aviation at the regional level and
review the action plans developed within the region to address identified hazards;

e) identify and report on regional and emerging safety challenges experienced that
affect implementation of ICAO global provisions by States and measures undertaken
or recommended to effectively address them; and

f) facilitate the development and implementation of regional and national aviation

safety plans by States.

6. RASG COORDINATION

6.1 In regard to coordination, the RASG shall:

a) coordinate safety issues with the respective PIRG;

b) foster cooperation, information exchange, sharing of experiences and best practices

among States and stakeholders;

c) provide a platform for regional coordination and cooperation amongst States and
stakeholders for the continuous improvement of safety in the region with due
consideration to harmonization of developments and deployments, and intra- and
interregional coordination;

d) ensure that all safety activities at the regional and sub-regional level are properly
coordinated amongst role players to avoid duplication of efforts;

e) identify security, environmental and economic issues that may affect aviation safety,
and inform ICAO Secretariat accordingly for action;

f) identify practical examples and tools to support effective safety management

implementation; and
 B-7

g) through the RASG Secretary, inform the Directors General of Civil Aviation and
related civil aviation commission/conferences of RASG meeting results.

7. INTERREGIONAL COORDINATION

7.1 The RASG shall:

a) ensure interregional coordination through formal and informal mechanisms,

including the participation in meetings established for the purpose of coordinating
RASG and PIRG activities, the GASP and regional aviation safety plans; and

b) identify stakeholders that could be impacted by RASG SEIs within and outside the
region, and develop an effective communication and coordination strategy with
stakeholders.

7.2 ICAO Headquarters shall arrange a global coordination meeting between all RASG and
PIRG chairpersons and secretaries on a biennial basis.

8. EXPANSION OF TERMS OF REFERENCE

8.1 The Terms of Reference above serve as a global basis for RASG operations and may be
further expanded by each RASG, as required, to maintain the flexibility and efficiency of their work.
Additional terms of reference adopted by a RASG must be approved by the President of the Council and
be included in the relevant RASG Handbooks as a RASG specific supplement.

— END —
 Appendix B to the Report on Agenda Item 6

GENERIC TERMS OF REFERENCE OF ASIA PACIFIC AIR NAVIGATION

PLANNING AND IMPLEMENTATION REGIONAL GROUPS (PIRGsAPANPIRG)

(Subject to the approval of the President of the ICAO Council)

Note: Black text are from Generic ToR and text stroked through and in red font are proposal for
amendment to suit Asia Pacific Region requirements.

1. MEMBERSHIP

1.1 All ICAO Contracting States, and Territories recognized by ICAO, within the area of
accreditation of the ICAO Asia Pacific Regional Office(s) concerned and States of service providers in
this air navigation region and part of this region’s Air Navigation Plan, shall be members of the planning
and implementation regional group (PIRG) established for that (these) region(s) Asia Pacific Region.

2. PARTICIPATION

2.1 In addition to States, the importance of a collaborative and proactive role by airspace
users, international and regional organizations, and industry should be recognized due to their
involvement in the rapid pace of technological development, expertise and other opportunities for sharing
of resources.

2.2 PIRG meetings are open to all members. Each State/Territory member should be
represented by a senior-level delegate nominated by the State/Territory, preferably from the civil aviation
authority (CAA) in order to support related policy-making within the State. A delegate may be supported
by an alternate delegate and/or advisers with the requisite technical knowledge in the subject matters
under consideration.

2.3 The CAAs should be supported by service providers (such as air navigation services
providers, airport, operators, meteorological service providers, etc.) as advisers.

2.4 States located outside the area of accreditation of the ICAO Regional Offices concerned
can be invited on a case-by-case basis and in accordance with the Regional Office Manual to attend
as observers.

2.5 International organizations recognized by the ICAO Council to participate in ICAO

meetings should participate, as observers, in the PIRG meetings, and be encouraged to do so. Other
stakeholders may be invited as observers, when required, to contribute to the work of the PIRG.

2.6 The participation of industry stakeholders should take into account relevant capabilities
such as an involvement in the rapid pace of technological development, specific knowledge and expertise,
and other opportunities including sharing of resources.

2.7 Civil aviation commissions/conferences in particular the Arab Civil Aviation

Organization, African Civil Aviation Commission, European Civil Aviation Conference and Latin
American Civil Aviation Commission, may be invited to participate in the work of the PIRGs.
 -2-

2.8 The members and observers will serve as partners in PIRGs, and their joint commitment
is fundamental for success in improving implementation and safety worldwide.

2.9 PIRG meetings should be live-streamed, to the extent possible, to enable additional State
participants to follow the proceedings.

3. WORKING ARRANGEMENTS

3.1 Structure

3.1.1 PIRGs have the obligation to apply the most effective and efficient organizational
structure and meeting modalities that best suit the characteristics of each region’s implementation work
programme while maintaining to the extent possible, alignment with these Terms of Reference, the
regional work programme and the Global Air Navigation Plan (GANP).

3.1.2 The ICAO Regional Director(s) will serve as the Secretary of the PIRG. Wherever two
Regional Directors are involved, they will periodically rotate between serving as Secretary of the PIRG
and regional aviation safety group (RASG) to balance the Secretariat responsibilities between these two
regional groups. The Secretary of the PIRG, in coordination with the Secretary of the RASG, will
establish the date, methodology and the procedure to be applied for the rotation.

3.1.3 The organization of the PIRG should address global and region-specific air
navigation-related matters, and meetings should be closely coordinated between the PIRG and RASG
chairpersons and the Secretariat. PIRG and RASG meetings should be held back-to-back or combined to
facilitate coordination and to ensure the efficient use of resources.

3.1.4 The PIRG shall be administered by a chairperson and one or two vice-chairpersons
elected from the State-nominated delegates present. The PIRG will establish the cycle of elections.

3.1.5 The PIRG will build on the work already done by States, ICAO Regional Offices and
existing regional and sub-regional organizations to support the development, maintenance and
implementation of an air navigation plan for the region(s).

3.1.6 PIRG contributory bodies may be created by the PIRG to discharge the PIRG work
programme by working on defined subjects requiring detailed technical expertise. A contributory body
shall only be formed when it has been clearly established that it is able to make a substantial contribution
to the required work. A contributory body will be dissolved by the PIRG when it has completed its
assigned tasks or if the tasks cannot be usefully continued.

3.1.7 Invitations to PIRG meetings must be issued at least three months in advance of the
meeting to assist States to plan participation.

3.1.8 The Secretariat will review and update the PIRG Handbook periodically, and as required,
to ensure a result-oriented approach.

3.1.9 Where the meeting is held in more than one ICAO working language, interpretation
services shall be made available to facilitate participation in the deliberations and adoption of the report
by all participants.

3.1.10 States, international organizations and industry are invited to submit working papers,
research works, etc. in order to enhance the work of the PIRG and its contributory bodies. To ensure
 -3-

proper time for consideration and good decision-making, the Secretary should ensure that all working
papers are available at least fourteen days prior to the start of the meeting for consideration.

3.2 Venue

3.2.1 PIRG meetings will be convened in the Regional Offices, to the extent possible, to
facilitate proper access by States. Approval to host PIRG meetings outside of the Regional Office must be
obtained from the President of the Council.

3.2.2 The Secretary General will ensure the allocation of the necessary financial resources to
host PIRG meetings.

3.2.3 PIRG contributory bodies may be convened at a different location, if required, to be

determined by the Secretary and Chairperson of the PIRG, and contributory body. Venues shall be chosen
with the primary aim of facilitating maximum State attendance.

3.3 State role

3.3.1 State CAAs, supported by service providers as necessary, should participate in the work
of the PIRG and its contributory bodies to:

a) ensure the continuous and coherent development and implementation of regional air
navigation plans and report back on the key performance indicators (KPIs);

b) support the regional work programme with participation from the decision-making
authority with the technical expertise necessary for the planning and implementation
mechanism, thus supporting policy decisions at the State level;

c) enable coordination, at the national level, between the CAA, service providers and all
other concerned stakeholders, and harmonization of the national plans with the
regional and global plans;

d) facilitate the implementation of GANP goals and targets;

e) report on the status of implementation, within the State, on a regular basis;

f) plan for basic services to be provided for international civil aviation in accordance
with ICAO Standards, within State national plans;

g) facilitate the development and establishment of Letters of Agreement and bilateral or

multilateral agreements;

h) mitigate deficiencies identified under the uniform methodology for the identification,
assessment and reporting of air navigation deficiencies in a timely manner;

i) embrace a performance-based approach for implementation as highlighted in the

Global Plans; and

j) ensure the inclusion of the regional priorities in the States’ national implementation
plans to the extent possible.
 -4-

3.4 International organization and industry role

3.4.1 Industry, in particular airspace users, professional associations and organizations (such as
Airports Council International, Civil Air Navigation Services Organisation, International Federation of
Air Line Pilots’ Associations, International Federation of Air Traffic Controllers’ Associations,
International Air Transport Association, etc.) should participate in the work of the PIRG and its
contributory bodies, in order to support air navigation implementation and collaborative decision-making
processes, taking into consideration the safety aspects of air navigation services.

3.4.2 Their focus should be on identifying regional requirements and ensuring that their
available resources are adequately allocated.

3.5 Reporting

3.5.1 The PIRG reports outcomes to the ICAO Council through the Air Navigation
Commission (ANC) as facilitated by the ICAO Secretariat.

3.5.2 PIRG meeting reports should be provided in a standardized format to the governing
bodies of ICAO to identify regional and emerging challenges, and shall include as a minimum:

a) a brief history of the meeting (duration and agenda);

b) a list of meeting participants, affiliation and number of attendees;

c) a list of conclusions and decisions with a description of their rationale (what, when,
why and how);

d) common implementation challenges identified amongst PIRG members and possible

solutions, assistance required and estimated timelines to resolve, if applicable, by
sub-region;

e) identification of and recommendations on particular actions or enhancements that

would require consideration by the ANC and Council to address particular
challenges, including the need for amendment proposals to global provisions and
guidance materials submitted by States;

f) a list of issues cross-referenced to actions to be taken by ICAO Headquarters and/or

Regional Offices;

g) based on the GANP, and associated KPIs and tools, report to the extent possible on
the status of implementation of air navigation goals, targets and indicators, including
the priorities set by the region in their regional air navigation plans exploring the use
of regional dashboards to facilitate monitoring regional progress being made;

h) a list of items for coordination with the RASG and a concise summary of the
outcome of related discussions;

i) air navigation deficiencies identified and timelines for mitigation thereof; and

j) the work programme and future actions to be taken by the PIRG.

 -5-

3.5.3 A technical officer from Headquarters (Air Navigation Bureau) will participate and
provide support to the meeting and subsequently arrange for the presentation of reports, in coordination
with the Regional Office(s) and chairpersons of the PIRG, to the ANC and Council for review and
harmonization.

3.5.4 The final PIRG report will be approved at the end of the meeting. Where the report
requires translation, it will be made available within fifteen working days of the meeting closure.

3.5.5 Headquarters will provide feedback to the PIRGs highlighting the actions taken by the
ANC and Council related to their previous meeting outcomes.

3.5.6 When a PIRG does not meet during the annual reporting cycle of the consolidated report
on PIRGs and RASGs to the Council, the Secretary of the regional group must nevertheless report
implementation progress, as well as difficulties experienced, for inclusion in the report.

4. GLOBAL PLANS

4.1 In regard to Global Plans, the PIRG shall:

a) support implementation by States of the Global Air Navigation Plan

(GANP, Doc 9750) taking into account aspects of the Global Aviation Safety Plan
(GASP, Doc 10004) and Global Aviation Security Plan (GASeP) by ensuring
effective coordination and cooperation between all States and stakeholders;

b) monitor and report the progress on the implementation by States of the GANP, and
the regional objectives and priorities;

c) ensure continuous and coherent development of the regional air navigation plan,
Regional Supplementary Procedures (Doc 7030) and other relevant regional
documentation, and propose amendments to reflect the changes in operational
requirements in a manner that is harmonized with adjacent regions, consistent with
ICAO Standards and Recommended Practises (SARPs), Procedures for Air
Navigation Services (PANS) and the GANP;

d) provide feedback on the GANP implementation and propose amendments to the

Global Plans as necessary to keep pace with the latest developments and ensure
harmonization with regional and national plans;

e) in line with the GANP and regional priorities, identify specific deficiencies in the air
navigation field, and propose mitigating actions and timelines to resolve
deficiencies; and

f) verify the provision of air navigation facilities and services in accordance with global
and regional requirements.
 -6-

5. REGIONAL ACTIVITIES

5.1 In regard to regional activities, the PIRG shall:

a) serve as a regional cooperative forum that determines regional priorities, develops

and maintains the regional air navigation plan and associated work programme based
on the GANP and relevant ICAO Provisions;

b) facilitate the development and implementation by States of air navigation systems

and services as identified in the regional air navigation plan and Doc 7030;

c) monitor and report on the status of implementation by States of the required air
navigation facilities, services and procedures in the region, and identify the
associated difficulties and deficiencies to be brought to the attention of the Council;

d) facilitate the development and implementation of corrective action plans by States to

resolve identified deficiencies, where necessary;

e) identify and report on regional and emerging air navigation challenges experienced
that affect implementation of ICAO global provisions by States and measures
undertaken or recommended to effectively address them;

f) facilitate the development and implementation of regional and national air navigation
plans by States; and

g) assist Member States with guidance to implement complex aviation systems.

6. PIRG COORDINATION

6.1 In regard to coordination, the PIRG shall:

a) coordinate safety issues with the respective RASG;

b) foster cooperation, information exchange, sharing of experiences and best practices

among States and stakeholders;

c) provide a platform for regional coordination and cooperation amongst States and
stakeholders for the continuous improvement of air navigation systems in the region
with due consideration to harmonization of developments and deployments, intra-
and interregional coordination, and interoperability;

d) ensure that all air navigation activities at the regional and sub-regional level are
properly coordinated amongst role players to avoid duplication of efforts;

e) identify security, environmental and economic issues that may affect the operation of
the air navigation system, and inform ICAO Secretariat accordingly for action; and

f) through the PIRG Secretary, inform the Directors General of Civil Aviation and
related civil aviation commission/conferences of PIRG meeting results.
 -7-

7. INTERREGIONAL COORDINATION

7.1 The PIRG shall:

a) ensure interregional coordination through formal and informal mechanisms,

including the participation in meetings established for the purpose of coordinating
PIRG and RASG activities, the GANP, regional air navigation plans and regional
supplementary procedures; and

b) ensure coordination with informal groups, such as the South Atlantic Group, Informal
South Pacific ATS Coordination Group and Informal Pacific ATS Coordination
Group, to assure harmonized planning and smooth transition through regional
interface areas.

7.2 ICAO Headquarters shall arrange a global coordination meeting between all PIRG and
RASG chairpersons and secretaries on a biennial basis.

8. EXPANSION OF TERMS OF REFERENCE

8.1 The Terms of Reference above serve as a global basis for PIRG APANPIRG operations
and may be further expanded by each PIRGAPANPIRG, as required, to maintain the flexibility and
efficiency of their APANPIRG work. Additional terms of reference adopted by a APANPIRG must be
approved by the President of the Council and be included in the relevant PIRG APANPIRG Handbooks
as a PIRG specific supplement.

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 Appendix C to the Report on Agenda Item 6

ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG)

PROCEDURAL HANDBOOK

FIFTH SIXTH EDITION — SEPTEMBER NOVEMBER 20162019

APANPIRG Procedural Handbook
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RECORD OF AMENDMENT

A/L No DATE ENTERED BY A/L No DATE ENTERED BY

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FOREWORD

1. Introduction

1.1 The Asia/Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG)
Procedural Handbook is an informal publication prepared by the Secretariat, intended to provide, for easy
reference of interested parties, a consolidation of material, particularly of a procedural nature, about the work
of the APANPIRG and its contributory bodies1. It contains the Terms of Reference of the APANPIRG
recommended by the Air Navigation Commission and approved by the Council of ICAO. It also contains the
working arrangements and internal instructions developed by the Group for the practical application of its
Terms of Reference.

1.2 The document describes; Terms of Reference; Composition; Position within ICAO; Working
Arrangements; Rules of Procedure and Practices governing the Conduct of Business.

1.3 The framework of Part and Sections headings in addition to the page numbering has been
devised to provide flexibility and the facilitation of the revision of additional or new material. Each Part
includes an Introduction giving its purpose and status. A Table of Contents is also provided which serves also
as a subject index and as a check list for the current pages.

1.4 All pages bear the date of issuance. Replacement pages will be issued as necessary and any
portion of a page that has been revised will be identified by a vertical line in the margin. Additional material
will be incorporated in the existing Sections or will be the subject of new Sections, as required.

1.5 For practical reasons, this shall not be applied to title pages or to the routine insertion and
deletion of Conclusions and Decisions. The absence of change bars, when data or page numbers have
changed, will signify reissue of the section concerned or rearrangement of text (e.g., following an insertion or
deletion with no other changes).

1.6 The Procedural Handbook will be distributed to Members and Observers of APANPIRG, the
ICAO Secretariat, and to other States and international organizations participating in meetings, contributing to,
or having interest in the work of the APANPIRG and/or its contributory bodies.

1 Refer to paragraph 4 of Part I for additional information

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TABLE OF CONTENTS

Page
INTRODUCTION

Record of Amendment 2

Foreword 3

PART I – TERMS OF REFERENCE, COMPOSITION AND

POSITION IN ICAO OF THE APANPIRG

1. Background 10

2. Terms of Reference of the APANPIRG 10

3. Composition of the APANPIRG 11

4. Creation and dissolution of Contributory Bodies 11

5. Position within ICAO 12

PART II – WORKING ARRANGEMENTS

1. Relations with States and State Role 16

2. Relations with other Bodies and Organizations 16

3. Administration of the APANPIRG 17

4. Meetings of the APANPIRG 17

5. Establishment of Sub-Groups 17

6. Working Groups, Steering Groups,

Coordination Groups, Task Forces 18

7. Role of designated Members 18

8. Status of Observers 18

9. Co-ordination and reporting lines 18

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Page

PART III – RULES OF PROCEDURE FOR THE CONDUCT OF

MEETINGS OF THE APANPIRG

1. General 23

2. Participation 23

3. Convening of Meetings 23

4. Establishment of the Agenda 24

5. Languages 24

6. Officers and Secretariat of the APANPIRG 24

7. Meeting Documentation 25

8. Conclusions and Decisions of the Meetings 26

9. Conduct of Business 27

10. Reports 27

PART IV – RULES OF PROCEDURES FOR THE CONDUCT OF

MEETINGS OF THE CONTRIBUTORY BODIES

1. General 32

2. Participation 32

3. Convening of Meetings 32

4. Establishment of the Agenda 32

5. Languages 33

6. Officers and Secretariat of contributory bodies 33

of the APANPIRG

7. Meeting Documentation 33

8. Conclusions/Decisions and draft Conclusions/ Decisions 33

9. Conduct of Business 34

10. Reports of Meetings 34

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Page

PART V – 1 PROCEDURE FOR THE ENDORSEMENT AND APPLICATION

OFASIA/PACIFIC REGIONAL GUIDANCE MATERIALS IN
VARIOUS AIR NAVIGATION FIELDS

1. Procedure 39

2. UNIFORM METHODOLOGY FOR THE IDENTIFICATION,

ASSESSMENT AND REPORTING OF AIR NAVIGATION
DEFICIENCIES

1. Introduction 40

2. Collection of Information 40

3. Reporting of Information on Deficiencies 41

4. Assessment and Prioritization 42

5. Model Reporting Table for use 43

in the Reports of PIRGs

6. Action by the Regional Offices 43

3. ASIA/PACIFIC SUPPLEMENT TO THE UNIFORM

METHODOLOGY FOR THE IDENTIFICATION, ASSESSMENT
AND REPORTING OF AIR NAVIGATION DEFICIENCIES

1. Introduction 45

2. Background 45

3. Objective 46

4. Regional Procedures 46

5. Responsibilities 48

6. Other Mechanisms 50

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Page

PART VI – ASIA/PACIFIC PROVIDER AND USER STATES

1. Purpose and Status 56

2. ASIA/PAC Provider States 56

PART VII – OTHER ASIA and/or PACIFIC REGIONAL BODIES AND

INTERNATIONAL ORGANISATIONS DEALING WITH
CIVIL AVIATION MATTERS IN THE ASIA/PAC REGIONS

a)1. Regional Economic Commissions 59

2. International Organizations 59

3. United Nations Specialized Agencies 59

Appendices

Appendix 1 – Generic Terms of Reference of PIRGs xx

Appendix 2 - Terms of Reference of APANPIRG xx

Attachments

Attachment A – New Structure of APANPIRG 61

Attachment B – ToR of APANPIRG Sub Groups 62

Attachment C – Project Management Principles 67

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ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG)

PROCEDURAL HANDBOOK

PART I

TERMS OF REFERENCE,
COMPOSITION AND POSITION IN ICAO OF THE APANPIRG

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1. Background

1.1 The Asia/Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG)
has been established by the ICAO Council in 1991 [C-MIN.133/18, 26 June 1991].

1.2 This Section sets out the Terms of Reference of the APANPIRG and its position with in
ICAO. These guidelines will govern the APANPIRG’s working arrangements including relation with States,
International Organizations and ICAO specialized regional bodies, the Rules of Procedure for the conduct of its
meetings and those of its contributory bodies.

2. Terms of Reference of the APANPIRG

2.1 The Terms of Reference of APANPIRG was approved by the Council of ICAO in 6th Meeting
st
of its 171 Session on 27 February 2004 and revised consequent to the decision of the Council [C-DEC 183/9,
March/April 2008 and C-WP/13558, C190/4 25 May 2010]. The Membership and Terms of Reference are as
follows: .

2.2 The Council of ICAO in Sixth Meeting of its 217th Session on 31 May 2019 [C DEC 217/6,
31 May 2019 and C-WP/14903] updated the Terms of Reference (ToR) for the Planning and Implementation
Regional Groups (PIRGs) and the Regional Aviation Safety Groups (RASGs) aimed at improving efficiency
and working methodologies, as well as the involvement of States, international organizations and industry in
the work, meetings and related activities of the regional groups.

2.3 The Generic ToR serves as a global basis for PIRG operations and may be further expanded by
the APANPIRG as required, to maintain the flexibility and efficiency of its work as per the provision provided
in Paragraph 8.1. The Generic ToR of PIRGs is placed in Appendix 1 and the ToR of APANPIRG customized
to suit the requirements of the Asia Pacific Region is provided in Appendix 2.

2.1.13. Membership[SPR1]

All ICAO Contracting States, who are service providers in an air navigation region and part of
that region’s Air Navigation Plan, should be included in the membership of that region’s PIRG. Furthermore
user States are entitled to participate in any other PIRG Meetings as a non-member. International
Organisations recognised by the Council may be invited as necessary to attend PIRG meetings as observers. All
ICAO Contracting States, and Territories recognized by ICAO, within the area of accreditation of the ICAO
Asia Pacific Regional Office and States of service providers in this air navigation region and part of this
region’s Air Navigation Plan, shall be members of the planning and implementation regional group (PIRG)
established for Asia Pacific Region.

2.1.2 Terms of Reference of APANPIRG

The objectives of the Group are to:

a) to ensure continuous and coherent development of the Asia/Pacific Regional Air

Navigation Plan and other relevant regional documentation in a manner that is
harmonized with adjacent regions, consistent with ICAO SARPs and Global Air
Navigation Plan (DOC 9750) and reflecting global requirements;
b) to facilitate the implementation of air navigation systems and services as identified in the
Asia/Pacific Regional Air Navigation Plan with due observance to the primacy of air
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safety, regularity and efficiency; and

c) to identify and address specific deficiencies in the air navigation field.

2.1.3 In order to meet the Terms of Reference, the Group shall:

1 review, and propose when necessary, the target dates for implementation of facilities,
services and procedures to facilitate the coordinated development of the Air Navigation
Systems in the Asia/Pacific Region;
b) assist the ICAO Asia/Pacific Regional Office in fostering the implementation of the
Asia/Pacific Regional Air Navigation Plan;
a) in line with the Global Aviation Safety Plan (GASP), facilitate the conduct of any
necessary systems performance monitoring, identify specific deficiencies in the air
navigation field, especially in the context of safety, and propose corrective action;
d) facilitate the development and implementation of action plans by States to resolve
identified deficiencies, where necessary;
e) develop amendment proposals to update the Asia/Pacific Regional Air Navigation Plan
to reflect changes in the operational requirements;
f) monitor implementation of air navigation facilities and services and where necessary,
ensure interregional harmonization, taking due account of organizational aspects,
economic issues (including financial aspects, cost/benefit analyses and business case
studies) and environmental matters;
g) examine human resource planning and training issues and propose where necessary
human resource development capabilities in the region that are compatible with the
Asia/Pacific Regional Air Navigation Plan;
h) review the Statement of Basic Operational Requirements and Planning Criteria and
recommend to the Air Navigation Commission such changes as may be required in the
light of new developments in the air navigation field;
i) request financial institutions, on a consultative basis as appropriate to provide advice in
the planning process;
j) maintain close cooperation with relevant organizations and State grouping to optimize the
use of available expertise and resources;
k) conduct the above activities in the most efficient manner possible with a minimum of
formality and documentation and call meetings of the APANPIRG when deemed
necessary to do so; and
l) coordinate with RASG APAC on safety issues.

Note: With regard to item h) of the APANPIRG Terms of Reference secretariat informed that AN 186-6 confirmed that the BORPC was no longer used.
The Council on 18th June 2014 approved the format of the new e ANP without a BORPC. Therefore, the need to review the BORPC was no longer
required as part of the TOR of PIRGs

3. Composition of the APANPIRG

3.1 The APANPIRG is composed of all APAC Member States providing air navigation services in
the Asia and Pacific Regions.

3.2 The Group shall invite representatives of international organizations recognized by the Council
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as representing important civil aviation interests to participate in its work in a consultative capacity.

3.3 User States may participate as non-members in APANPIRG Meetings. Also other APAC
International Organizations and/or bodies may also participate when invited specifically by the APANPIRG as
observers.

3.4 States should ensure that their representatives to be designated as members of APANPIRG
have knowledge and good experience in the provision of the full range of international air navigation systems
and serve for a sufficiently lengthy period to maintain continuity in the activities of APANPIRG. The
designated representative can be assisted, when required, by technical advisers during meetings of the
APANPIRG.

3.1 In addition to States, the importance of a collaborative and proactive role by airspace users,
international and regional organizations, and industry should be recognized due to their involvement in the
rapid pace of technological development, expertise and other opportunities for sharing of resources.

3.2 PIRG meetings are open to all members. Each State/Territory member should be represented
by a senior-level delegate nominated by the State/Territory, preferably from the civil aviation authority (CAA)
in order to support related policy-making within the State. A delegate may be supported by an alternate
delegate and/or advisers with the requisite technical knowledge in the subject matters under consideration.

3.3 The CAAs should be supported by service providers (such as air navigation services providers,
airport, operators, meteorological service providers, etc.) as advisers.

3.4 States located outside the area of accreditation of the ICAO Regional Offices concerned can be
invited on a case-by-case basis and in accordance with the Regional Office Manual to attend as observers.

3.5 International organizations recognized by the ICAO Council to participate in ICAO meetings
should participate, as observers, in the PIRG meetings, and be encouraged to do so. Other stakeholders may be
invited as observers, when required, to contribute to the work of the PIRG.

3.6 The participation of industry stakeholders should take into account relevant capabilities such
as an involvement in the rapid pace of technological development, specific knowledge and expertise, and other
opportunities including sharing of resources.

3.7 Civil aviation commissions/conferences in particular the Arab Civil Aviation Organization,
African Civil Aviation Commission, European Civil Aviation Conference and Latin American Civil Aviation
Commission, may be invited to participate in the work of the PIRGs.

3.8 The members and observers will serve as partners in PIRGs, and their joint commitment is
fundamental for success in improving implementation and safety worldwide.

3.9 PIRG meetings should be live-streamed, to the extent possible, to enable additional State
participants to follow the proceedings. [SPR2]

4. Creation and dissolution of contributory bodies

4.1 To assist in its planning and implementation work, APANPIRG may create contributory
bodies (sub groups, working groups, steering groups, coordination groups, task forces, etc.), charged with
preparatory work on specifically defined problems requiring expert advice for their resolution. To facilitate the
coordination and reporting structure of the contributory bodies, a sub-group may be appointed as the ‘parent’
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group for other contributory bodies working towards the same area of technical expertise for APANPIRG.
Representation in APANPIRG contributory bodies should be by specialists in the subjects concerned and
familiar with the area under consideration. The establishment of the contributory bodies shall be governed by
the following considerations:

a) a contributory body shall be formed when it is clearly established that it can make a
substantial contribution to the resolution of the problem(s) in question;

b) it shall be given clear and concise terms of reference describing not only its task but
also an expected target date for its completion;

c) its composition shall be such that, while being kept as small as possible, all States
and organizations which can make valid contributions are given the opportunity to
participate in it;

d) its work progress and co-ordination requirements shall be subject to review by

APANPIRG to avoid duplication of effort in fields already covered by other
activities; and

e) a contributory body shall be dissolved when it has either completed its assigned task
or it has become apparent that work on the subject in question cannot be usefully
continued.

4.2 The structure of the contributory bodies created by APANPIRG, including their terms of
reference, shall be kept under regular review by APANPIRG to optimize the assistance provided to
APANPIRG. The current structure of APANPIRG and the current Terms of reference of the sub groups are
placed at Attachment A and B respectively.

4.3 Where appropriate, the contributory bodies should adopt a project-management-driven

approach to regional air navigation planning and implementation, which is guided by, and aligned with agreed
regional priorities and the Global Air Navigation Plan (GANP)/Aviation System Block Upgrade (ASBU)
strategy and framework. APANPIRG 26 adopted the ‘Project Management Principles’, placed at Attachment
C, as additional guidance in this respect.

5. Position within ICAO

5.1 APANPIRG shall be the guiding and co-ordinating organ for all activities conducted within
ICAO concerning the Air Navigation System for the Asia/Pacific Region. However it shall not assume
authority vested in other ICAO bodies, except where such bodies have specifically delegated their authority to
the APANPIRG. The activities of APANPIRG shall be subject to review by the Council.

5.2 The work of groups established and meetings held within the framework of ICAO, concerned
with the Asia/Pacific air navigation system shall be coordinated with the APANPIRG to ensure full
harmonization with all regional activities regarding the development and operation of the Asia/Pacific air
navigation system.

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ASIA/PACIFIC AIR NAVIGATION PLANNING AND

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PROCEDURAL HANDBOOK

PART II

WORKING ARRANGEMENTS

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1. Relations with States and State role

1.1 States located geographically in the Asia/Pacific Region, States having dependent territories in
the Region, and States having aircraft on their register that operate in the Region, shall be kept fully informed
of activities of the APANPIRG. To achieve this objective, States should receive, regularly:

a) Proposed agenda for meetings of the Group;

b) The reports on meetings of the Group; and as appropriate; and

c) The summaries or reports on meetings of its contributory bodies.

1.2 States should ensure necessary co-ordination and follow-up of the APANPIRG activities
within their Administrations.

1.3 APANPIRG may obtain information from Asia/Pacific provider States on specific questions
and offer them advice on specific proposals for action.

State Role

1.4 State CAAs, supported by service providers as necessary, should participate in the work of the
PIRG and its contributory bodies to:

a) ensure the continuous and coherent development and implementation of regional air
navigation plans and report back on the key performance indicators (KPIs);

b) support the regional work programme with participation from the decision-making
authority with the technical expertise necessary for the planning and implementation
mechanism, thus supporting policy decisions at the State level;

c) enable coordination, at the national level, between the CAA, service providers and all
other concerned stakeholders, and harmonization of the national plans with the
regional and global plans;

d) facilitate the implementation of GANP goals and targets;

e) report on the status of implementation, within the State, on a regular basis;

f) plan for basic services to be provided for international civil aviation in accordance
with ICAO Standards, within State national plans;

g) facilitate the development and establishment of Letters of Agreement and bilateral or

multilateral agreements;

h) mitigate deficiencies identified under the uniform methodology for the identification,
assessment and reporting of air navigation deficiencies in a timely manner;

i) embrace a performance-based approach for implementation as highlighted in the

Global Plans; and

j) ensure the inclusion of the regional priorities in the States’ national implementation
plans to the extent possible.[SPR3]
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2. Relations with other Bodies and Organizations

2.1 APANPIRG shall keep itself informed of the activities of other bodies and organizations to the
extent that such activities are likely to have an impact on the planning and operations of the Asia/Pacific air
navigation system.

2.2 When necessary, the APANPIRG shall provide information and advice to such bodies and
organizations, if this is required, to:

a) avoid duplication of studies and/or effort; and

b) engage their assistance in matters that, while having a bearing on the air navigation
system, are outside the competence of ICAO and/or the Terms of Reference of the
Group.

International organization and industry role[SPR4]

2.3 Industry, in particular airspace users, professional associations and organizations (such as
Airports Council International, Civil Air Navigation Services Organisation, International Federation of Air
Line Pilots’ Associations, International Federation of Air Traffic Controllers’ Associations, International Air
Transport Association, etc.) should participate in the work of the PIRG and its contributory bodies, in order to
support air navigation implementation and collaborative decision-making processes, taking into consideration
the safety aspects of air navigation services.[SPR5]

2.4 Their focus should be on identifying regional requirements and ensuring that their available
resources are adequately allocated.[SPR6]

PIRG and RASG Coordination

2.3 2.5 In the special case of APANPIRG coordination with the APAC Regional Aviation Safety
Group (RASG-APAC), the following principles shall apply:

a) APANPIRG and RASG-APAC shall coordinate and provide mutual support with
respect to meeting the targets related to the regional priorities and implementation
plans endorsed by each group;

b) APANPIRG and RASG-APAC work programmes shall be coordinated specifically to

avoid both the duplication of effort and the presence of gaps, as well as to ensure
alignment and harmonization of the two groups’ priorities, plans and activities;

c) APANPIRG and RASG-APAC coordination activities shall be reported to both the

respective plenary meetings as well as to key contributory bodies of the groups, if
necessary;

d) APANPIRG and RASG-APAC special coordination meetings should be conducted

annually by the Chairs with supplementary tele- or web- meetings, if necessary;

e) APANPIRG and RASG-APAC shall be mutually responsible for assigning the ‘lead’
group to work on each of the coordinated activities of the groups and for ensuring
that the lead group effectively coordinates with, shares information and cross-reports
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to the other group, taking special care to identify and highlight any implications of
the work on the activities of the other group. The Chairs shall ensure the smooth
transition of the assigned ‘lead’ group for a coordinated work activity whenever a
change is necessary; and

f) Details of the coordinated work activities assigned to each group as the ‘lead’ shall
be reviewed and recorded at the APANPIRG and RASG-APAC special coordination
meetings and reported to the respective plenary meetings of the groups.

Interregional Coordination

2.6 The PIRG shall ensure:

a) interregional coordination through formal and informal mechanisms, including the

participation in meetings established for the purpose of coordinating PIRG and
RASG activities, the GANP, regional air navigation plans and regional
supplementary procedures; and

b) coordination with informal groups, such as the South Atlantic Group, Informal South
Pacific ATS Coordination Group and Informal Pacific ATS Coordination Group, to
assure harmonized planning and smooth transition through regional interface areas.

2.7 ICAO Headquarters shall arrange a global coordination meeting between all PIRG and RASG
chairpersons and secretaries on a biennial basis.[SPR7]

3. Administration of the APANPIRG

3.1 The APANPIRG shall be administered as follows:

a) by a Chairperson, elected from the Representatives designated by Member States of

the Group. A First and Second Vice-Chairperson shall be elected from the said
representatives; and

b) by ICAO Regional Director, Asia Pacific Regional Office designated as Secretary

APANPIRG by the Secretary General of ICAO. In the execution of duties the
Secretary will be supported by the Asia Pacific Regional Office.

3.2 The Chairperson, in close co-ordination with the Secretary, shall arrange for the most efficient
working of the Group. The Group shall always work with a minimum of formality and paperwork.

3.3 Between meetings of the APANPIRG or its contributory bodies, some subjects may be dealt
with by correspondence among appointed Representatives of Member States through the Secretary of the
APANPIRG or the Secretary of the sub-group concerned. However, if States are to be consulted this should be
done through the ICAO Regional Director, Asia Pacific Regional Office.

4. Meetings of the APANPIRG

4.1 Based on the advice of the designated representatives and Secretary, the Chairperson shall
decide the date and duration of meetings of the Group.

4.2 Meetings are normally convened at the location of the ICAO Asia Pacific Regional Office in
Bangkok. If a State offers to host a meeting it shall be responsible for providing a venue, services and all costs
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of travel and subsistence allowance for secretariat attendees.

4.3 Members may be accompanied by their advisers. Total attendance should be kept to a
minimum consistent with the topics to be discussed to maintain the desired informality of proceedings.

4.4 The ICAO Asia Pacific Regional Office in Bangkok shall provide the requisite secretariat
services to APANPIRG.

5. Establishment of Sub-Groups

5.1 To assist it in its work, APANPIRG may create sub-groups, charged with preparatory work on
specific problems requiring expert advice for their resolution.

5.2 The establishment and the work of sub-groups shall be governed by the procedures in Part I,
paragraph 4.1.

5.3 Participation in sub-groups should be by specialists in the subjects under consideration. Such
specialists should be provided by States, and international organizations having relevant experience in the field
concerned.

5.4 Secretaries of sub-groups established by APANPIRG will be appointed by the Secretary of

APANPIRG.

6. Working Groups, Steering Groups, Coordination Groups, Task Forces, etc.

6.1 The APANPIRG or its sub-groups may appoint working groups, steering groups, coordination
groups, task forces, etc., as necessary, composed of experts from APANPIRG or its sub-groups to perform
studies or tasks, or prepare supporting documentation on defined subjects, for consideration by APANPIRG or
its sub-groups as a whole. User States and other international organizations may also be invited to provide
experts to participate, as required, and the Chairpersons of working groups, steering groups, coordination
groups, task forces, etc., may authorize co-opting of experts as advisors to provide technical inputs.

7. Role of Designated Members

7.1 Representatives of States designated as Members of APANPIRG shall assume the duties and
responsibilities of ensuring the normal conduct of business of APANPIRG. Members should attend regularly
all the meetings of APANPIRG and maintain the continuity of APANPIRG's work in the interval between
meetings. This may take the form of assignment of specific tasks to selected individual Members and/or
participation in the contributory bodies of APANPIRG.

8. Status of Observers

8.1 According to the provision of Part I, paragraph 3.3 3.4, States that are neither located nor have
aircraft on their register operating in the Asia Pacific Region will have the status of Observer at APANPIRG
meetings.

8.2 According to the provisions of Part I, paragraph 3.2 3.5, International Organizations invited to
participate at Meetings of APANPIRG will have the status of Observer.

9. Co-ordination and Reporting Lines

9.1 APANPIRG reports to the ICAO Council through its Secretary and the ICAO Secretariat as
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follows:

a) proposals for amendment of the APAC Regional Air Navigation Plan and proposals
for amendment of the Regional Supplementary Procedures (SUPPs) originated by the
APANPIRG will be processed according to the approved amendment procedures;
b) suggestions by the APANPIRG calling for amendment or modification of the ICAO
world-wide provisions (Annexes and PANS) will be submitted to the Air Navigation
Commission (ANC) for consideration and action as appropriate;
c) items concerning serious shortcomings in implementation of the Asia Pacific
Regional Air Navigation Plans will be reported to the States concerned, and, after all
possible efforts for implementation have been exhausted to the attention of the ANC;
d) specific policy issues emanating from the work of the APANPIRG and matters which
impact other regions will be submitted to the Council;
e) matters concerning the Group's terms of reference, its composition, position in ICAO
and working arrangements, will be submitted to the Council.

9.1 The PIRG reports outcomes to the ICAO Council through the Air Navigation Commission
(ANC) as facilitated by the ICAO Secretariat.[SPR8]

9.2 PIRG meeting reports should be provided in a standardized format to the governing bodies of
ICAO to identify regional and emerging challenges, and shall include as a minimum:
a) a brief history of the meeting (duration and agenda);

b) a list of meeting participants, affiliation and number of attendees;

c) a list of conclusions and decisions with a description of their rationale (what, when,
why and how);

d) common implementation challenges identified amongst PIRG members and possible

solutions, assistance required and estimated timelines to resolve, if applicable, by
sub-region;

e) identification of and recommendations on particular actions or enhancements that

would require consideration by the ANC and Council to address particular
challenges, including the need for amendment proposals to global provisions and
guidance materials submitted by States;

f) a list of issues cross-referenced to actions to be taken by ICAO Headquarters and/or

Regional Offices;

g) based on the GANP, and associated KPIs and tools, report to the extent possible on
the status of implementation of air navigation goals, targets and indicators, including
the priorities set by the region in their regional air navigation plans exploring the use
of regional dashboards to facilitate monitoring regional progress being made;

h) a list of items for coordination with the RASG and a concise summary of the
outcome of related discussions;
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i) air navigation deficiencies identified and timelines for mitigation thereof; and

j) the work programme and future actions to be taken by the PIRG.[SPR9]

9.29.3 Sub-groups report to APANPIRG. Co-ordination among sub-groups will primarily be ensured
by APANPIRG when establishing the terms of reference and work programme or taking action on the reports
of the sub-groups. In addition, the work of the contributory bodies should be co-ordinated through their
respective Chairperson and Secretaries, assisted, as required, by the ICAO Secretariat, in the Asia Pacific
Regional Office.

9.39.4 Routine relations between the APANPIRG or its contributory bodies and other ICAO groups
and meetings concerning the Asia Pacific Region shall be conducted through the respective Secretaries and/or
the ICAO Regional Director of the Asia Pacific Regional Office.

9.49.5 Relations with representatives of States designated as Members of APANPIRG and

representatives of International Organizations regularly attending the meetings of the APANPIRG shall be
conducted through the Secretary of APANPIRG. Other ICAO Regional Offices shall be kept informed of
correspondence whenever it may have an impact on their work.

9.59.6 Relations with States and International Organizations whether represented in the Group and
relations with Asia or Pacific bodies and Organizations will normally be conducted through the ICAO
Regional Director of the Asia Pacific Regional Office.

9.69.7 Relations with the experts provided by States as Members of APANPIRG or sub-groups shall
be conducted by the Secretary of the sub-group concerned.

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ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG)

PROCEDURAL HANDBOOK

PART III

RULES OF PROCEDURES FOR THE CONDUCT OF

MEETINGS OF THE APANPIRG

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1. General

1.1 The APANPIRG shall always work with a minimum of formality and paper work. To achieve
this aim, the rules of procedure for the conduct of meetings should be as flexible and simple as possible. The
Group is expected to conduct its business by general consensus of interested parties. The following provisions
do not therefore include any procedures for handling motions or voting.

1.2 There shall be no minutes for the meetings of the Group. Reports on meetings should not
include formal Statements by members, non-members or observers. However, where consensus was achieved
after specific divergent views were expressed in relation to the decisions taken or the conclusions reached,
those views shall be recorded as an integral part of the Report.

2. Participation

Note: The following rules of procedure are based on the provisions contained in paragraphs 3
of Part I and in paragraphs 2, 7 and 8 of Part II.

2.1 Representatives of ICAO Member States designated as Members of the APANPIRG should
participate regularly in all meetings of the Group.

2.2 APANPIRG shall normally invite International Organizations recognized by the Council as
representing important civil aviation interests to participate in the work of the APANPIRG in a consultative
capacity. Among the international organizations, ACI, CANSO, IBAC, IATA, ICCAIA, IFALPA and
IFATCA should be invited on a regular basis. Other international organizations and/or Asia/Pacific bodies and
organizations may participate when specifically invited by the Group.

2.3 The ICAO Regional Director, the Asia Pacific Regional Office should endeavour to ensure
representation by States, International Organizations, Asia/Pacific bodies and organizations invited by the
Group to participate in its meetings.

Note: The Secretary of the APANPIRG, in consultation with the Chairperson, shall
undertake to keep the total number of participants to a level consistent with the required
efficiency and informality of the proceedings.

3. Convening of Meetings

Note: Besides the working arrangements set forth in paragraph 4 of Part II, the rules of
procedure below should be followed in convening meetings of the Group.

3.1 At each of its meeting APANPIRG should endeavour to agree on the date and duration of its
next meeting.

3.2 According to its objectives the APANPIRG shall;

a) ensure the continuous and coherent development of the Asia Pacific Regional Plan
as a whole and in relation to that of adjacent Regions; and

b) identify specific problems in the air navigation field concerning the Asia Pacific
Region and propose, in appropriate form, resolving action addressed to parties
concerned.
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Note: To achieve these objectives the convening of one meeting per year would generally
suffice. Still, to safeguard coherent and orderly air navigation planning in the interest of
States and airspace users in the Asia Pacific Region, the Group may determine the need for an
additional meeting in any given year.

3.3 A letter for convening a meeting shall be addressed by the APANPIRG Secretary normally 90
days prior to the meeting, to representatives of:

a) States designated as members;

b) States not designated as Members, that have decided to attend regularly the meetings
of the APANPIRG;
c) International Organizations invited to participate regularly in the activities of the
Group.

3.4 The convening letter should include the agenda, with explanatory notes to assist participants in
preparing for the meeting.

3.5 The ICAO Regional Director, the Asia Pacific Regional Office, shall ensure that States and
International Organizations concerned are informed of the convening of APANPIRG meeting and the subjects
planned for discussion. This should be done by a State Letter.

4. Establishment of the Agenda

4.1 The Secretary, in consultation with the Chairperson of APANPIRG, shall establish a draft
agenda based on the work programme adopted.

4.2 The draft agenda shall be circulated with the convening letter, as specified in sub-paragraph
3.3 above, for comments.

4.3 Comments in relation to the draft agenda or the work of the Group received up to 10 days prior
to the meeting will be presented to the meeting as a Working Paper.

4.4 At the opening of the meeting any State or international organization may propose the
inclusion of additional items on the agenda, and this shall be accepted if most States attending so agree.

5. Languages

5.1 The language of the meeting of the APANPIRG shall be English.

5.2 The report on meetings and supporting documentation for meetings of the Group will be
prepared in English.

6. Officers and Secretariat of the APANPIRG

Note: The following rules of procedure are supplementary to the working arrangements for
the administration of the APANPIRG contained in paragraph 3 of Part II.

6.1 APANPIRG/20 approved the Terms of Reference of Chairperson, First Vice Chairperson and
Second Vice Chairperson as below:
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 The Chairperson/First Vice Chairperson/Second Vice Chairperson shall be a serving

official of their State Administration, holding position of progressive responsibilities.
He/she should have vast experience in the administration and management related to
international civil aviation matters.

 The term of the Chairperson, First Vice Chairperson and Second Vice Chairperson shall
be for a maximum period of three years. If an elected Chairperson is due for retirement or
resigns from his organization during this period, the Group may elect a new Chairperson.

6.2 To ensure the necessary continuity in the work of the Group and unless otherwise determined
by special circumstances, the Chairperson, the First Vice-Chairperson and Second Vice-Chairperson of the
APANPIRG should assume their functions at the end of the meeting at which they are elected.

6.3 Designated Members of the Group may request that the election of the Chairperson and/or
Vice-Chairpersons be included on the agenda.

6.4 The Secretary of the APANPIRG will serve as Secretary of the meetings of the Group and will
be assisted by Officers of the ICAO Asia Pacific Regional Office.

6.5 Presentation of reports of sub-groups or of other ICAO regional planning groups or meetings
should normally be made by the Secretary of the respective sub-group, regional planning group or meeting, as
the case may be. Exceptionally, and in particular, when reports raise questions of principle or of a policy
nature, the Group may request that their presentation be made by the Chairperson of the body concerned.

7. Meeting Documentation

7.1 Documentation for meetings of the APANPIRG will be prepared by the ICAO Secretariat,
Member States and International Organizations participating regularly in the activities of the Group.
Distribution of the supporting documentation of APANPIRG, as well as the reports of the meetings will be
posted on the ICAO APAC website www.icao.int/apac under the APANPIRG meeting page.

7.2 Any State, International Organization and Asia/Pacific body or Organization, attending or not,
may submit material for consideration by APANPIRG. In cases where the material submitted is as supporting
documentation on a specific subject, the originator is expected to attend the meeting to which it is presented, at
least during the discussions on the subject concerned.

7.3 Supporting documentation shall be presented as:

a) Working Papers

b) Discussion Papers and Flimsies
c) Information Papers

7.4 Working Papers are the main basis of the discussion on the various items of the agenda.

7.5 Working Papers shall be presented in a standardized format, based on a template provided on
the ICAO APAC website. Each paper should be limited to one agenda item or sub-items and contain, as
appropriate, introduction of the matter, brief discussion and conclusions with specific proposals for action.

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7.6 Working Papers should be made available to the ICAO Secretariat as early as practicable
(14 days), before the meeting at which they are intended to be considered.

7.7 Working Papers shall be posted on the ICAO APAC website by the Secretariat.

7.8 Discussion Papers and Flimsies are papers prepared on an ad hoc basis during a meeting, with
the purpose of assisting participants in their discussions on a specific matter or in the development of
conclusions for the draft report of the meeting. Whenever practicable, Discussion Papers and Flimsies shall be
posted on the ICAO APAC website by the Secretariat.

7.9 Information Papers are intended solely to provide participants at a meeting with information
on developments of technical or administrative matters of interest to the Group. Information Papers shall be
posted on the ICAO APAC website by the Secretariat.

7.10 In order to conduct APANPIRG meetings in a paperless meeting environment, printed copies
of Working Papers, Discussion Papers, Flimsies and Information Papers shall not normally be distributed at
meetings. The participants are expected to download Working Papers and Information Papers from the ICAO
APAC website prior to the meeting.

7.11 To facilitate effective coordination on technical matters, papers of a technical nature shall not
be accepted by APANPIRG and shall be referred to the appropriate sub-group (Chair/Secretary) for further
consideration unless the paper is provided specifically to support a Conclusion or Decision already adopted by
a sub-group.

8. Conclusions and Decisions of the Meetings

8.1 Action to be taken by the APANPIRG shall be recorded as:

a) Conclusions; and
b) Decisions

8.2 Conclusions deal with matters that, according to the APANPIRG’s Terms of Reference, merit
directly the attention of States, or on which further action is required to be initiated by the Secretary according
to established procedures.

8.2.1 Conclusions are mainly aimed at the furtherance of studies and programmes being undertaken
by the APANPIRG, its contributory bodies and other ICAO groups or meetings. For the implementation of
Conclusions, the Secretary shall:

a) initiate the required action; or

b) through the relevant ICAO Regional Office, invite States and international
organizations or other bodies as appropriate to undertake the tasks called for by the
Conclusion concerned; or
c) refer them to Council and the Air Navigation Commission for appropriate action.

8.2.2 The Secretary will ensure that Conclusions are transmitted to the States concerned through the
relevant ICAO Regional Office and will take whatever action may be required to monitor their implementation.

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8.3 Decisions relate solely to matters dealing with the internal working arrangements of the
APANPIRG and its contributory bodies.

8.4 In general, the Conclusions and Decisions recorded by APANPIRG shall be based on the
actions proposed by the contributory bodies of APANPIRG, which have already been reviewed and adopted at
the sub-group level and recorded as draft Conclusions and draft Decisions in the reports submitted to
APANPIRG by the sub-groups (cf. sub-paragraph 8.4.1 of Part IV).

8.5 A template to guide the formulation of Conclusions and Decisions, which requires the
indication of why, who, when and what with respect to the action proposed, and whether it requires additional
political, economic or environmental consideration and follow-up by States, is provided below:

Conclusion/Decision XX/XX - TITLE

What: thatThat:, Expected impact:

☒ Political / Global
☐ Inter -Regional
☐ Economic
☐ Environmental
☐ Ops/Technical

Why: Follow-up: ☐ Required from States

Status: Draft to be adopted by xx
When:
Who: ☐ Sub Groups ☐ RASG-APAC ☐ APAC States ☐ ICAO APAC RO ☐ ICAO HQ
☐ Other: XXXX

9. Conduct of Business

9.1 The meetings of the APANPIRG shall be conducted by the Chairperson or, in their absence,
by the First or Second Vice-chairman of the Group, in that order.

9.2 At the first sitting of each meeting, following the opening by the Chairperson, the Secretary
shall inform participants of the arrangements made for the conduct of the meeting, its organization, and of the
documentation available for consideration of the different items on the agenda.

9.3 Every meeting of the APANPIRG will consider, as required:

a) reports by its sub-groups;

b) reports by regional bodies;
c) specific implementation matters; and
d) review and up-date of the Work Programme.

9.4 At each of its meetings, the Group shall establish a tentative meeting programme (including
meetings of its contributory bodies) for, at least, the following two calendar years (cf. sub-paragraph 3.2 Part
IV).

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9.5 The Group shall at each of its meetings review its outstanding Conclusions and Decisions to
keep them current and their number at a minimum consistent with the progress achieved in implementation.

10. Reports

10.1 Reports on meetings shall be of a simple layout and as concise as possible and shall include:
a) a brief history of the meeting (duration, attendance, agenda and list of Conclusions
and Decisions);
b) a summary of the discussions by the Group on the different items of the agenda
including, for each of them, the relevant Conclusion(s) and/or Decision(s);
c) the work programme and future action by the Group; and
d) the tentative programme of future meetings of the Group and of its sub-groups.

10.2 A draft report will be prepared by the Secretariat for approval by the Group before the closing
of each meeting.

10.3 The approved Meeting Report shall be circulated by the Secretary to:

a) Members of the Group; and

b) Other States and international organizations and Asia/Pacific bodies and
organizations having attended the relevant meeting.

10.4 The report shall also be posted on the ICAO APAC website.

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ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG)

PROCEDURAL HANDBOOK

PART IV

RULES OF PROCEDURE FOR THE

CONDUCT OF MEETINGS OF THE CONTRIBUTORY
BODIES OF THE APANPIRG

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1. General

1.1 Contributory bodies of the APANPIRG shall work with a minimum of formality and
paperwork. There shall be no minutes kept for the meetings.

2. Participation

Note: The following rules of procedure are based on the provisions contained in paragraph 5
of Part II.

2.1 Contributory bodies of the APANPIRG shall be composed of experts to be provided by States,
whether Members or not of the APANPIRG, International Organizations and/or bodies and Organizations
having experience in the relevant field.

2.2 When deciding the creation and establishing the mandate and Terms of Reference of any of its
contributory bodies, APANPIRG or the parent sub-group of APANPIRG shall indicate the States, International
Organizations and/or bodies and Organizations that are to be invited to provide experts for that body. The
composition of contributory bodies shall be kept as small as possible to ensure the efficiency of their work and
the informality of proceedings.

2.3 States other than those specified by APANPIRG which can make valid contributions to the
work of an APANPIRG contributory body are entitled to provide experts for that body if they so wish. To this
effect, they should notify the ICAO Regional Director, the Asia Pacific Regional Office of their intention to
participate and of the name and title of the expert(s) designated.

2.4 States and international organizations and/or Asia/Pacific bodies and organizations should
ensure that the experts they provide in contributory bodies of the APANPIRG have the required qualifications
and experience to contribute to the work of the body concerned.

3. Convening of Meetings

3.1 The date and duration of meetings of the contributory bodies of the APANPIRG shall be
decided by the Chairperson, in consultation with Members and the Secretary of that body.

3.2 As a rule, contributory bodies should agree, at each meeting, on the date and duration of the
next meeting and on a tentative schedule of future meetings to assist the APANPIRG in establishing its meeting
programme (cf. sub-paragraph 9.4 of Part III).

3.3 For every meeting of a contributory body of the APANPIRG, a convening letter shall be
addressed by the respective Secretary to the Members of that body. This convening letter should include the
agenda, with explanatory notes as required, to assist participants in preparing for the meeting.

4. Establishment of the Agenda

4.1 The Secretary of a contributory body of the APANPIRG, after co-ordination with the ICAO
Asia Pacific Regional Office and in consultation with the Chairperson, shall establish a draft agenda based on
the work programme adopted and the documentation available.

4.2 The draft Agenda shall be circulated with the convening letter and submitted to the meeting to
which it refers, for approval.
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5. Languages

5.1 The language of, and supporting documentation for, meetings of contributory bodies of the
APANPIRG shall be English.

Note: Documentation prepared by States and international organizations should be forwarded

to the Secretary of the contributory body, if possible, at least 14 days before the meeting
preferably as an ‘MS Word’ attachment via e mail to apac@icao.int for which it is intended,
to permit timely processing.

5.2 The reports of meetings of the contributory bodies of APANPIRG shall be in English.

6. Officers and Secretariat of contributory bodies of the APANPIRG

6.1 Each contributory body of the APANPIRG shall at its first meeting elect, from the experts
provided by States as Members of the body, a Chairperson. A Vice-Chairperson may also be elected if needed.

6.2 Based on the Decision 22/53 of APANPIRG 22, the term of the Chairperson and Vice
Chairperson of the contributory bodies shall be for a maximum period of four years. The incumbent may stand
for re-election.

6.3 Members of a contributory body may request that the election of the Chairperson and/or Vice-
Chairperson be included in its meeting agenda.

7. Meeting Documentation

7.1 Documentation for meetings of the contributory bodies of APANPIRG should be prepared
based on the provisions in paragraph 7 of Part III, and in keeping with the general principles provided in
paragraph 1 of Part III and Part IV.

8. Conclusions/Decisions and draft Conclusions/Decisions

8.1 Action proposed by a contributory body of APANPIRG shall be recorded in the report of the
contributory body as either draft Conclusions or draft Decisions (of APANPIRG). Additionally, Sub Groups
are empowered to adopt Conclusions and Decisions on technical matters (especially those concerning guidance
to States in the implementation of ICAO SARPs, GANP, RANP, Seamless ATM Plan) that do not have
additional economic, environmental inter-regional or political effects, which should be considered at a higher
level at APANPIRG.

8.2 The general principles for determining whether proposed action is categorized as either a
Conclusion or Decision, and guidance on the formulation of Conclusions and Decisions, are provided under
paragraph 8 of Part III.

8.3 Proposals for action which are intended to be submitted to a contributory body of APANPIRG
for further consideration and adoption (either as Conclusions, Decisions, draft Conclusions or draft Decisions)
should normally be checked for consistency with the provisions of this Handbook and coordinated, as
necessary, with other sub-groups of APANPIRG.

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8.4 Action proposed by a contributory body that requires the prior agreement of the APANPIRG
before it can be implemented or otherwise shall be recorded in the report of the contributory body as draft
Conclusions or draft Decisions (of APANPIRG). In general, action proposed shall be recorded as draft
Conclusions or draft Decisions when:
a) the attention of the ICAO Air Navigation Commission is required (such as the need
for changes to ICAO SARPs); or

b) additional economic, environmental or political consideration is required, over and

above that already established by ICAO SARPs or already agreed by existing regional
policies and procedures; or

c) there is any doubt as to whether the action proposed requires additional economic,
environmental or political consideration; or

d) amendment to TOR, including an extension of time, of Working Group / Task Force

formed under TOR approved by the APANPIRG is proposed; or

e) amendment to the APANPIRG Air Navigation Deficiencies List2 is proposed; or

c)f) report on slow progress by States in implementation aspects is made..[SPR10]

8.4.1 All such proposed actions shall be submitted to, and considered by the APANPIRG at its next
meeting after the issue of the contributory body's report. Normally, draft Conclusions and draft Decisions
recorded by the contributory bodies of APANPIRG shall be reviewed, and adopted as necessary by the parent
sub-groups prior to consideration by APANPIRG (cf. sub-paragraph 8.4 of Part III).

8.5 Action adopted by the sub groups that does not require the prior agreement of the APANPIRG
before it can be implemented or otherwise shall be recorded in the report of the sub groups as Conclusions or
Decisions (of the sub groups). In general, action proposed shall be recorded as Conclusions or Decisions (of the
sub groups) when the action:

a) relates solely to the ICAO regional office (e.g., seminars and workshops) and does
not need to be elevated to APANPIRG; or

b) is of a purely technical and/or operatonal nature related solely to the work programme
of the sub groups of APANPIRG (e.g., especially action concerning regional
guidance material to States on the implementation of ICAO SARPs, policies, plans
and procedures, and its promulgation through ICAO APAC website); or[SPR11]

b)c) relates solely to amendment to TOR, including an extension of time, of Working

Group / Task Force formed under relevant sub groups..[SPR12]

8.5.1 All sub-group adopted Conclusions or Decisions shall be reported to APANPIRG in the sub-
group reports (note: this may result in the review of, and subsequent amendment to the action proposed
following consultation between the APANPIRG and the sub-group Chair concerned).

2
Note: In case States provide satisfactory evidence to the APAC Office for the resolution of the
deficiencies, the APAC Office in consultation with the Chair of respective Sub Group and subsequent
approval from Chairman of APANPIRG may take action to remove the deficiency from APANPIRG open
deficiency list.
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8.5.2 All sub-group adopted Conclusions or Decisions must be labelled as such, and not as an
APANPIRG Conclusion or Decision.

8.5.3 ICAO Secretariat would indicate clearly in the report of the Sub-group meeting on how the
cross Sub-group Conclusions/Decisions to be coordinated and endorsed.[SPR13]

9. Conduct of business

9.1 In general, the meetings of a contributory body of APANPIRG shall be conducted in a similar
manner to the provisions at paragraph 9 of Part III.

10. Reports of Meetings

10.1 Proceedings of meetings of contributory bodies of APANPIRG should be recorded in the form
of a Report or a Summary.

10.2 A contributory body shall decide for each of its meetings whether a Report is required or
whether a Summary will be sufficient. A summary would normally suffice when there is no meeting of the
APANPIRG before the next scheduled meeting of the body. A consolidated Report may be prepared covering
more than one meeting.

10.3 A meeting of a contributory body will submit a Report whenever, it has:

a) completed action on any part of its work programme; or

b) found that it needs further directives or guidance from the APANPIRG to proceed in
its work.

10.4 For all other meetings, the Secretary of that body will prepare a summary on the business
conducted by the meeting to keep the APANPIRG and States informed of development in its activities.

10.5 Reports on meetings of Contributory bodies of APANPIRG shall be of a simple layout and as
concise as practicable. To the extent feasible the reports should be presented in a summary format setting aside
reporting on non-essential proceedings and on matters of solely internal interest to the Contributory bodies
themselves. They should normally cover:

a) short introduction (brief history of the meeting, agenda, tasks at hand);

b) in the sequence of the agenda, summary of findings on different tasks or specific

elements of it including, as appropriate, draft conclusions and/or decisions; and

c) the work programme and future meetings.

10.6 Reports or Summaries on meetings of contributory bodies of APANPIRG shall be posted on

ICAO APAC website.

10.7 In general, Reports or Summaries on meetings of contributory bodies shall be submitted to the
APANPIRG for review and action. Normally, the Reports or Summaries on meetings of a contributory body of
APANPIRG shall be reviewed by the parent sub-group, and action initiated as necessary, prior to the regular
meetings of APANPIRG. Then, at each of its meetings, the APANPIRG shall review the reports or summaries
on all meetings of its sub-groups having taken place since its last meeting, including reports on earlier meetings
of sub-groups or other contributory bodies still requiring action by APANPIRG.

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10.8 Action taken by the APANPIRG on reports of its contributory bodies shall be the object of a
Supplement to the Report concerned. This Supplement shall be circulated by the Secretary of the contributory
body concerned to the Members of that body and by the ICAO Regional Director, ICAO Asia Pacific Regional
Office to the interested States, international and national Organizations and bodies concerned.

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ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG)

PROCEDURAL HANDBOOK

PART V

PROCEDURE FOR THE ENDORSEMENT AND APPLICATION OF

ASIA/PACIFIC REGIONAL GUIDANCE MATERIALS IN
VARIOUS AIR NAVIGATION FIELDS

UNIFORM METHODOLOGY FOR THE IDENTIFICATION,

ASSESSMENT AND REPORTING OF AIR NAVIGATION
SHORTCOMINGS AND DEFICIENCIES

AND

ASIA/PACIFIC SUPPLEMENT TO THE UNIFORM METHODOLOGY

FOR THE IDENTIFICATION, ASSESSMENT AND REPORTING OF
AIR NAVIGATION DEFICIENCIES

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(a)1. PROCEDURE FOR THE ENDORSEMENT AND APPLICATION OF ASIA/PACIFIC

REGIONAL GUIDANCE MATERIALS IN VARIOUS AIR NAVIGATION FIELDS

1. Procedure

The following procedure suggested by APANPIRG/7 (Conclusion 7/39) for the processing of
the ASIA/PAC regional guidance materials was noted by the ICAO Council (150/18) for inclusion in the
Procedural Handbook.

- APANPIRG and its contributory bodies, as well as States of the ASIA/PAC Regions
in a position to do so, are encouraged to develop uniform guidance material for
facilitating the implementation of international air navigation systems in the
Asia/Pacific Region.

- Such guidance material should not conflict with ICAO Provisions.

- Such guidance material should be examined by the APANPIRG States and included
in APANPIRG Reports.

- With regard to cases where regional guidance material prepared by APANPIRG

contributory bodies needs to be dealt more speedily, the material may be circulated to
States for appropriate action following consultation with the APANPIRG
Chairperson and examination by ICAO Headquarters.

- The material resulting from the above should be forwarded to States by the ICAO
Regional Office recommending States to use/adopt the material to facilitate their
work.

- Regional guidance material developed by the APANPIRG ‘s Contributory bodies

should be published in ICAO APAC Website [Conclusion
APANPIRG/29/28].[SPR14]

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o2. UNIFORM METHODOLOGY FOR THE IDENTIFICATION, ASSESSMENT AND

REPORTING OF AIR NAVIGATION DEFICIENCIES

(Approved by the Council on 30 November 2001)

1. Introduction

1.1 Based on the information resulting from the assessment carried out by ICAO on the input
received from various regions regarding shortcomings and deficiencies in the air navigation field, it became
evident that improvements were necessary in the following areas:
a) collection of information;
b) safety assessment of reported problems;
c) identification of suitable corrective actions
(technical/operational/financial/organizational), both short-term and long-term; and
d) method of reporting in the reports of ICAO planning and implementation regional
groups (PIRGs).

1.2 This methodology is therefore prepared with the assistance of ICAO PIRGs and is approved
by the ICAO Council for the efficient identification, assessment and clear reporting of air navigation
deficiencies. It may be further updated by the Air Navigation Commission in the light of the experience gained
in its utilization.

1.3 For the purpose of this methodology, the definition of deficiencies is as follows:
A deficiency is a situation where a facility, service or procedure does not
comply with a regional air navigation plan approved by the Council, or with
related ICAO Standards and Recommended Practices, and which situation
has a negative impact on the safety, regularity and/or efficiency of
international civil aviation.

2. Collection of Information

Regional Office sources

2.1 As a routine function, the Regional Offices are expected to maintain a list of specific
deficiencies, if any, in their regions. To ensure that this list is as clear and as complete as possible, it is
understood that the Regional Offices take the following steps:
a) compare the status of implementation of the air navigation facilities and services with
the regional air navigation plan documents and identify facilities, services and
procedures not implemented;
b) review mission reports with a view to detecting deficiencies that affect safety,
regularity and efficiency of international civil aviation;
c) make a systematic analysis of the differences with ICAO Standards and
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Recommended Practices filed by States to determine the reason for their existence
and their impact, if any, on safety;
d) review aircraft accident and incident reports with a view to detect possible systems or
procedures deficiencies;
e) review inputs, provided to the Regional Office by the users of air navigation services
on the basis of Assembly Resolution A33-14, Appendix M;
f) assess and prioritize the result of a) to e) according to paragraph 4;
g) report the outcome to the State(s) concerned for resolution; and
h) report the result of g) above to the related PIRG for further examination, advice and
report to the ICAO Council, as appropriate through PIRG reports.

States sources

2.2 To collect information from all sources, States should, in addition to complying with the
Assembly Resolution A31-10, establish reporting systems in accordance with the requirements in Annex 13,
paragraph 7.3. These reporting systems should be non-punitive in order to capture the maximum number of
deficiencies.

Users sources

2.3 Appropriate International Organizations, including the International Air Transport Association
(IATA) and the International Federation of Air Line Pilots’ Associations (IFALPA) are valuable sources of
information on deficiencies, especially those that are safety related. In their capacity as users of air navigation
facilities they should identify facilities, services and procedures that are not implemented or are unserviceable
for prolonged periods or are not fully operational. In this context it should be noted that Assembly Resolution
A33-14, Appendix M and several decisions of the Council obligate users of air navigation facilities and
services to report any serious problems encountered due to the lack of implementation of air navigation
facilities or services required by regional plans. It is emphasized that this procedure, together with the terms
of reference of the PIRGs should form a solid basis for the identification, reporting and assisting in the
resolution of non-implementation matters.

3. Reporting of Information on Deficiencies

3.1 In order to enable the ICAO PIRGs to make detailed assessments of shortcomings and
deficiencies, States and appropriate international organizations including IATA and IFALPA, are expected to
provide the information they have to the ICAO Regional Office for action as appropriate, including action at
PIRG meetings.

3.2 The information should at least include: description of the deficiency, risk assessment,
possible solution, time-lines, responsible party, agreed action to be taken and action already taken.

3.3 The agenda of each PIRG meeting should include an item on air navigation deficiencies,
including information reported by States, IATA and IFALPA in addition to those identified by the Regional
Office according to paragraph 2.1 above. Review of the deficiencies should be a top priority for each meeting.
The PIRGs, in reviewing lists of deficiencies, should make an assessment of the safety impact for subsequent
review by the ICAO Air Navigation Commission.

3.4 In line with the above, and keeping in mind the need to eventually make use of this
information in the planning and implementation process, it is necessary that once a deficiency has been
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identified and validated, the following fields of information should be provided in the reports on deficiencies in
the air navigation systems. These fields are as follows and are set out in the reporting form attached hereto.

a) Identification of the requirements

As per ICAO procedures, Regional Air Navigation Plans detail inter alia air
navigation requirements including facilities, services and procedures required to
support international civil aviation operations in a given region. Therefore,
deficiencies would relate to a requirement identified in the regional air navigation
plan documents. As a first item in the deficiency list, the requirements along with the
name of the meeting and the related recommendation number should be included. In
addition, the name of the State or States involved and/or the name of the facilities
such as name of airport, FIR, ACC, TWR, etc. should be included.

b) Identification of the deficiency

This item identifies deficiency and would be composed of the following elements.
i) a brief description of the deficiency;
ii) date deficiency was first reported;
iii) appropriate important references (Meetings, Reports, Missions, etc)

c) Identification of the corrective actions

In the identification of the corrective actions, this item would be composed of:
i) a brief description of the corrective actions to be undertaken;
ii) identification of the executing body;
iii) expected completion date of the corrective action*; and
iv) when appropriate or available, an indication of the cost involved.

* It should be noted that a longer implementation period could be assigned in those cases in
which the expansion or development of a facility was aimed at serving less frequent operations or entailed
excessive expenditures.

4. Assessment and Prioritization

4.1 A general guideline would be to have three levels of priority organized on the basis of safety,
regularity and efficiency assessment as follows:

“U” priority = Urgent requirements having a direct impact on safety and requiring
immediate corrective actions.

Urgent requirement consisting of any physical, configuration, material,

performance, personnel or procedures specification, the application of which
is urgently required for air navigation safety

“A” priority = Top priority requirements necessary for air navigation safety.

Top priority requirement consisting of any physical, configuration, material,

performance, personnel or procedures specification, the application of which
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is considered necessary for air navigation safety.

“B” priority = Intermediate requirements necessary for air navigation regularity and
efficiency.

Intermediate priority requirement consisting of any physical, configuration,

material, performance, personnel or procedures specification, the application
of which is considered necessary for air navigation regularity and efficiency.

5. Model Reporting Table for use in the Reports of PIRGs

5.1 Taking the foregoing into account, the model table at the Appendix is for use by PIRGs for the
identification, assessment, prioritization etc. of deficiencies. It might be preferred that a different table would
be produced for each of the different topics i.e. AGA, ATM, SAR, CNS, AIS/MAP, MET. However, all tables
should be uniform.

6. Action by the Regional Offices

6.1 Before each PIRG meeting, the Regional Office concerned will provide advance
documentation concerning the latest status of deficiencies.

6.2 It is noted that the Regional Offices should document serious cases of deficiencies to the Air
Navigation Commission (through ICAO Headquarters) as a matter of priority, rather than waiting to report the
matter to the next PIRG meeting and that the Air Navigation Commission will report to the Council.

------------------------

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REPORTING FORM ON AIR NAVIGATION DEFICIENCIES IN THE .... FIELD IN THE .... REGION

Identification Deficiencies Corrective action

Requirements States/facilities Description Date first Remarks Description Executing Date of Priority
reported body completion for action*

Requirement of Terra X Speech circuits 12/12/2..X Co-ordination Implementation Terra X 20/8/2..X A

Part .., Terra Y not meeting of direct speech
paragraph implemented between Terra circuit via
(table) .. of the Villa X - Villa X and Terra Y satellite
air navigation Y on 16/07/9X to
plan finalize
arrangements to
implementation
circuit via
satellite

* Priority for action to remedy a deficiency is based on the following safety assessments:

“U” priority = Urgent requirements having a direct impact on safety and requiring immediate corrective actions.

Urgent requirement consisting of any physical, configuration, material, performance, personnel or procedures specification, the application
of which is urgently required for air navigation safety.

“A” priority = Top priority requirements necessary for air navigation safety.

Top priority requirement consisting of any physical, configuration, material, performance, personnel or procedures specification, the
application of which is considered necessary for air navigation safety.

“B” priority = Intermediate requirements necessary for air navigation regularity and efficiency.

Intermediate priority requirement consisting of any physical, configuration, material, performance, personnel or procedures specification, the
application of which is considered necessary for air navigation regularity and efficiency.

-END-

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3. ASIA/PACIFIC SUPPLEMENT TO THE UNIFORM METHODOLOGY FOR THE

IDENTIFICATION, ASSESSMENT AND REPORTING OF AIR NAVIGATION
DEFICIENCIES
 (APANPIRG Conclusion 18/60)

1. INTRODUCTION

1.1. Considerable attention is being given by ICAO to eradicate deficiencies in the air navigation
field. On 30 November 2001, the Council of ICAO approved the Uniform Methodology for the Identification,
Assessment and Reporting of Air Navigation Deficiencies (hereinafter referred to as “Uniform Methodology”)
for the efficient identification, assessment and clear reporting of air navigation deficiencies. A copy of the
Uniform Methodology contained in the APANPIRG Procedural Handbook is available on the ICAO website:
www.icao.int/apac . This Asia/Pacific Supplement to the Uniform Methodology provides more detailed
procedures and a management tool to assist the APANPIRG in applying the Methodology.

1.2. The Uniform Methodology contains the following definition of a deficiency.

A deficiency is a situation where a facility, service or procedure does not comply

with a regional air navigation plan approved by the Council, or with related
ICAO Standards and Recommended Practices (SARPs), and which situation has
a negative impact on safety, regularity and/or efficiency of international civil
aviation.

1.3. In certain areas, there may be deficiencies related to the organization, management and
institutional aspects which affect the operation of civil aviation organizations. This could have a direct impact
on the provision of air navigation facilities, services and procedures, which are elements listed in the ICAO
Regional Air Navigation Plan. Deficiencies related to the primary national legislation and regulations and
related to States’ safety oversight functions are dealt with by the ICAO Universal Safety Oversight Audit
Programme (USOAP).

2. BACKGROUND

2.1 States, in recognition of their responsibilities under Article 28 of the Convention on

International Civil Aviation for the provision of safe air navigation services, undertake to accord highest
priority to the rectification and elimination of all identified air navigation deficiencies.

2.2 As required by APANPIRG, the ICAO Asia/Pacific Regional Office maintains an on-line
database of deficiencies that exist in the Asia/Pacific Region and adopts the necessary procedures for the
collection of information in order to identify, evaluate and classify deficiencies and priorities in accordance
with the Uniform Methodology.

2.3 The purpose of this database of deficiencies is to share among States information about
deficiencies in a transparent manner, to assist States to define their implementation priorities and to indicate
remedial action required. Information on deficiencies from the database is provided to APANPIRG meetings
for review under its terms of reference, inter alia, make detailed assessment of the safety impact of the
deficiencies as shown and propose remedial action required by States for subsequent review by the Air
Navigation Commission and Council.

2.4 The format of reporting of resolution of deficiencies by provider States is in accordance with
the Uniform Methodology. States are required to provide to the Regional Office, in a timely manner, an action

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plan comprising a detailed description of the actions to be taken for the expeditious rectification of the listed
deficiencies.

2.5 The Regional Office submits the updated information to APANPIRG for further actions as
deemed necessary, and coordinates with the provider States concerned on decisions taken by APANPIRG, the
Council and Air Navigation Commission on the deficiencies.

2.6 APANPIRG and its respective Sub-Groups, as part of their TORs are intensifying their efforts
in dealing with deficiencies, with a greater focus on prioritization and monitoring of corrective action taken by
States and other responsible bodies.

3. OBJECTIVE

3.1 The main objective of this Supplement to the Uniform Methodology is to provide for a
systematic approach to the management of deficiencies in the Asia/Pacific Region by detailing the procedures
to be followed by the Users, States and the Asia/Pacific Regional Office in implementing the Uniform
Methodology.

3.2 In addition, an objective of this Supplement is to provide clear definition of the responsibilities
and obligations of the parties involved in the management of the deficiencies.

4. REGIONAL PROCEDURES

4.1 The process of dealing with deficiencies involves a number of stages as follows:

 Identification
 Assessment, prioritization and verification against ICAO documents
 States’ validation of deficiencies reported
 Development of action plans for rectification and elimination
 Monitoring of follow-up actions
 Rectification of deficiency and removal from the list of Open deficiencies

4.2 The purpose of this section is to outline the procedures to be followed by the parties involved
at each of the above stages to deal with the deficiencies. These procedures are presented in the form of a
structured flow chart attached to this Supplement aimed at facilitating the actions required to eliminate the
deficiencies.

Identification

4.3 In Appendix M to Assembly Resolution A35-14, Users of air navigation facilities and services
are urged to report any serious problems encountered due to lack of implementation or unsatisfactory operation
of air navigation facilities or services required by the air navigation plans. States should act on such reports to
resolve the problem and when remedial action is not taken, Users should inform ICAO, through the medium of
an international organization where appropriate.

Notification/Sources

 Users

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 States
 Regional Office (information from missions, meetings, accident/incident reports)

4.4 The deficiencies identified shall follow the SMART concept where the description of a
deficiency will be:

 Specific – clear task on what needs to be done

 Measurable – precise requirements
 Achievable – task sensible in scope
 Realistic – task has deadlines and completion requirements
 Time-bounded – sensible guide for completion and imposes a schedule

Assessment, Prioritization and Verification against ICAO documents

4.5 An assessment is made by the Regional Office to determine whether the reported deficiency is
non-compliant with the ASIA/PAC ANP or relevant SARPs. If a deficiency exits, it is evaluated as to its effect
on safety, efficiency and regularity, and under the Uniform Methodology, prioritized as follows:

U - Urgent requirements having a direct impact on safety and requiring immediate

corrective actions
A - Top priority requirements necessary for air navigation safety
B - Intermediate requirements necessary for air navigation regularity and efficiency

4.6 To facilitate the prioritization process, the Regional Office is guided by the principal that a
deficiency with respect to an ICAO Standard is accorded a “U” status, while a non-compliance with a
Recommended Practice or a PANS is considered as “A” or “B” subject to additional expert evaluation. The
final prioritization of the deficiencies is the prerogative of APANPIRG.

Validation by States

4.7 The Regional Office, on determining that a reported deficiency exists and after initial
assessment and prioritization, informs the State(s) concerned of the full details of the report and results of the
assessment and advises that the deficiency will be recorded in the APANPIRG Deficiencies Database. The
State(s) are requested to acknowledge and validate the deficiency, and to develop a Corrective Action Plan
(CAP) to resolve the deficiency.

4.8 In the event of deficiencies which impose immediate large scale safety risks and their
resolution by the State(s) concerned is not feasible in an acceptable timeframe, the Regional Office will notify
the Air Navigation Commission as a matter of priority.

Development of CAPs

4.9 States are required to develop CAPs to rectify deficiencies in consultation with appropriate
bodies with defined target dates based on the prioritization determined by the Regional Office. The following
factors should be taken into account:

1. deficiencies with “U” priority must be dealt with on a high priority basis;

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2. in developing the CAP, advice may be sought from the Regional Office, in particular,
when international assistance (via the ICAO Technical Cooperation Programme or other
means) is required;
3. the CAP should be submitted to the Regional Office not later than one month after
receiving the notification from the Regional Office;
4. CAPs should in a concise and concrete format for inclusion in the Deficiency Database;
if more detailed information is necessary, it should be provided as an Attachment;
5. The CAPs are reviewed by the relevant APANPIRG contributing bodies where an
assessment of the Plan is done at expert level and, if necessary, feed-back is provided to
the State(s) concerned to optimize the Plan.
6. APANPIRG at its regular meetings reviews the status of progress of all CAPs and
provides advice to States as necessary.

Monitoring of follow-up actions

4.10 States should keep the Regional Office informed on progress with action taken to rectify
deficiencies. The Regional Office may request updates as necessary to keep APANPIRG and its contributory
bodies informed. Periodic annual updates should be made to the Regional Office no later than April each year.

4.11 The Regional Office will maintain regular contact with States and before the holding of
APANPIRG and Sub-Group meetings, updates will be requested. An agenda item on deficiencies will be
included on the Agenda of APANPIRG Sub-Groups and afforded a high priority by the meetings.

4.12 Users who reported deficiencies will be kept informed of progress and contacted before
APANPIRG and Sub-Group meetings to seek their views on the status of deficiencies and any changes in
circumstances.

Rectification of Deficiency & Removal from the Open List

4.13 States, on reporting that a deficiency recorded on the APANPIRG Deficiency Database has
been rectified, will submit in writing an official report to the Regional Office providing full details of the action
taken. On receipt of a report, the Regional Office will validate the action taken with the User who made the
report. In the event that the User does not agree with the action taken, the deficiency will remain open until
confirmation has been gained by all concerned. Once confirmation is made, APANPIRG will be informed, the
status of the deficiency reviewed and removed from the Open List.

4.14 In case States provide satisfactory evidence to the APAC Office for the resolution of the
deficiencies, the APAC Office in consultation with the Chair of respective Sub Group and subsequent approval
from Chairman of APANPIRG may take action to remove the deficiency from APANPIRG open deficiency list
(Note of the Conclusion APANPIRG/29/28).[SPR15]

5. RESPONSIBILITIES

Regional Office

5.1 The Regional Office, as a primary party in the management of deficiencies, will keep under
review and record the implementation by States of the requirements of the ASIA/PAC Air Navigation Plan.
This information will also be used to identify possible non-compliance that should be further assessed against
the definition of deficiency. Records will also be kept on the differences to SARPs filed by States and follow-
up actions taken as appropriate.
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5.2 The main tool for managing the deficiency identification and resolution process is the
APANPIRG Deficiency Database established and maintained by the Regional Office. Description of the
database structure and functionality is provided in Attachment A. Secure access to the database is controlled
by the Regional Office through a username and password.

5.3 When missions to States are conducted by the Officers, the mission reports should include a
section on the status of existing deficiencies and identification of new deficiencies.

5.4 In line with its primary function of assisting States to which it is accredited to implement
SARPs and Regional procedures, the Regional Office provides assistance to States in developing adequate
remedial actions to correct air navigation deficiencies. This is done through regular correspondence and, when
necessary, through missions to States for on-site evaluation and assistance in the development and
implementation of CAPs.

States

5.5 For each deficiency that has been identified, evaluated and prioritized, the State(s) concerned
need to establish a CAP for resolving the deficiency. Normally, a recommended action concerning the
implementation of the respective ICAO SARP or regional procedure for which the deficiency is filed would be
provided by the APANPIRG or the Regional Office. States are required to allocate sufficient resources for the
timely elimination of deficiencies in order to reduce the negative impact on safety and/or efficiency.

5.6 Sufficient notification will be provided to States regarding the deficiencies as a first step
towards establishing the corresponding CAP. This will be achieved primarily through such mechanisms as
correspondence, review by APANPIRG contributory bodies and other regional and sub-regional meetings. The
Regional Office and States should use email where available for communications about deficiencies, including
the provision of datasheets to States and corresponding CAPs from States.

5.7 States, upon receipt of the notification of identified deficiencies, should review, validate and
comment upon the deficiency. Where actions have already been taken, the State should provide detailed
information to the Regional Office in order to evaluate whether the deficiency has already been resolved.

5.8 States are required to keep deficiencies confirmed and included in the Database under review
through the on-line facilities and provide updates as necessary to identify the progress on the action plan. The
Regional Office may use periodic automated messages generated by the database to remind States to provide
input to the Database.

5.9 States are required to respond promptly to regular correspondence sent by the Regional Office
with an attached list of deficiencies as retrieved from the Database for each individual State. States should fill-
in the necessary details in the datasheet forms in order to provide APANPIRG and its contributory bodies with
up-to-date material for review and consideration of the status of deficiencies and any further actions necessary
to be taken by States to expedite eliminate the deficiencies. An updated Status of deficiencies working
document will be presented as core material to every APANPIRG meeting in accordance with the Terms of
Reference of APANPIRG.

5.10 States’ CAPs should include the corrective measures to be taken by the State and a target date
by which the identified deficiencies will be resolved. The information provided through this formal
coordination process will include:

c) a description of the deficiency

d) risk assessment
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e) evaluation of possible solutions and selection of the optimum solution

f) Description of agreed action to be taken
g) time-line including a firm target date for completion of the planned action
h) responsible body in the State to undertake the corrective action including contact details
of a designated person/position
i) financing source (if applicable) or an indication of the international assistance required if
the State is unable to resolve the deficiency on its own due to a lack of resources
j) progress report as per the established timeline.
th
5.11 In accordance with the 11 Air Navigation Conference Recommendation 4/8, States are urged
to identify areas of air navigation facilities and services where the establishment of multinational agreements or
informal coordination groups may contribute to the resolution of deficiencies. This may be especially
applicable to deficiencies which are region wide in nature and affecting a group of States, thus leading to
general resolution at a regional or wider level.

Users

5.12 Appropriate international organizations, in their capacity as Users of air navigation facilities,
should provide and update information on deficiencies on a regular basis to the Regional Office for validation
and action in accordance with Assembly Resolution A35-14 Appendix M. In addition to this, the Users should
notify the Regional Office as soon as a new deficiency is identified.

5.13 International Organizations should provide assistance in the independent verification of

remedial actions taken by State(s). The 11th Air Navigation Conference Recommendation 4/8 encouraged
Users of air navigation facilities and services to report to the Regional Office once they note that the remedial
action on the deficiency they had reported has been taken.

APANPIRG

5.14 APANPIRG, as the primary coordinating body in the Asia/Pacific Region for all activities
conducted within ICAO concerning the planning and implementation of the regional air navigation systems,
meets at regular intervals. Its terms of reference includes inter alia, to identify specific problems in the air
navigation field and propose in appropriate form, actions aimed at solving these problems. The List of
Deficiencies in the air navigation field form part of the core material reviewed by APANPIRG meetings and
recommendations for remedial actions are developed.

5.15 In order to ensure that a support mechanism is in place to deal with deficiencies, States must
be fully committed to taking follow-up actions on the outcome of APANPIRG meetings. A person or position
should be nominated with sufficient decision-making authority to coordinate and oversee the States’ CAP for
the elimination of deficiencies.

6. OTHER MECHANISMS

6.1 The Regional Office, in coordination with States, will utilize other mechanisms for
establishing measures for the resolution of deficiencies.

6.2 The various APANPIRG contributory bodies and other regional and sub-regional meetings
and Special Implementation Projects (SIPs) will be utilized to discuss the implementation of ICAO SARPs and
the requirements of the ASIA/PAC ANP in order to eliminate deficiencies.

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6.3 The Annual Conference of Directors General of Civil Aviation is attended by State
representatives in civil aviation at the highest level. Every opportunity should be taken at these conferences to
address the need for political will to instill awareness and allocate appropriate and sufficient resources through
effective plans of action that will eliminate deficiencies in a timely manner.

6.4 The International Financial Facility for Aviation Safety (IFFAS) has been established by the
ICAO Council to assist States in financing aviation safety-related projects identified primarily through the
ICAO Universal Safety Oversight Audit Programme (USOAP). The purpose of IFFAS is to provide financial
assistance to States that need to apply corrective measures flowing from the USOAP audits but are unable to
obtain the necessary funding through traditional means of financing. IFFAS will be operated in complete
independence from ICAO’s programme budget and is to be funded through voluntary contributions. The
IFFAS mechanism will complement existing ICAO fund-raising mechanisms.

6.5 Other ICAO tools that may be used to address deficiencies include ICAO technical
cooperation programmes (including COSCAPs), Special Implementation Projects (SIP), seminars, workshops
and training programmes.

6.6 Deficiencies identified during the USOAP audits will be dealt with under a separate
programme in accordance with the Memorandum of Understanding between the Contracting State and ICAO.
Until such time an appropriate mechanism is developed for the management of such deficiencies by the
planning body, they shall not be included in this procedure.

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ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG)

PROCEDURAL HANDBOOK

PART VI

ASIA/PACIFIC PROVIDER AND USER STATES

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1. Purpose and Status

1.1 According to the APANPIRG working arrangements, all States concerned with the work of the
Group shall be kept fully informed of its activities. To this effect, ICAO Regional Director shall:

1.a) keep States informed of the convening of APANPIRG meetings and the subjects planned
to be discussed (cf. Part III, paragraph 3.5); and

2.b) post the reports on meetings of the Group and sub-groups (cf. Part II, paragraph 1.1) on
ICAO APAC web site.

1.2 Asia/Pacific States are as follows:

ASIA/PAC PROVIDER STATES

Afghanistan Japan Philippines

Australia Kiribati Republic of Korea
Bangladesh Lao PDR Samoa
Bhutan Malaysia Singapore
Brunei Darussalam Maldives Solomon Islands
Cambodia Marshall Islands Sri Lanka
China Micronesia, F.S. Of Timor Leste
1) Hong Kong China Mongolia Thailand
2) Macao China Myanmar Tonga
Cook Islands Nauru Tuvalu*
DPR Korea Nepal United States
Fiji New Zealand Vanuatu
France Pakistan Viet Nam
India Palau
Indonesia Papua New Guinea

------------------
* Non ICAO Member State

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ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG)

PROCEDURAL HANDBOOK

PART VII

OTHER ASIA and/or PACIFIC REGIONAL BODIES

AND INTERNATIONAL ORGANIZATIONS
DEALING WITH CIVIL AVIATION MATTERS IN THE ASIA/PAC REGIONS

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INTERNATIONAL ORGANIZATIONS

REGIONAL ECONOMIC COMMISSIONS

ECONOMIC AND SOCIAL COMMISSION FOR ASIA AND THE PACIFIC

INTERNATIONAL ORGANIZATIONS

AIRPORTS COUNCIL INTERNATIONAL (ACI)

ASIA-PACIFIC TELECOMMUNITY (APT)
INTERNATIONAL AIR TRANSPORT ASSOCIATION (IATA)
INTERNATIONAL COUNCIL OF AIRCRAFT OWNER AND PILOT ASSOCIATIONS (IAOPA)
INTERNATIONAL COORDINATING COUNCIL OF AEROSPACE INDUSTRIES ASSOCIATIONS (ICCAIA)
INTERNATIONAL FEDERATION OF AERONAUTICAL INFORMATION MANAGEMENT ASSOCIATIONS (IFAIMA)
INTERNATIONAL FEDERATION OF AIR LINE PILOTS' ASSOCIATIONS (IFALPA)
INTERNATIONAL FEDERATION OF AIR TRAFFIC CONTROLLERS' ASSOCIATIONS (IFATCA)
WORLD BANK
CIVIL AIR NAVIGATION SERVICES ORGANIZATION (CANSO)
INTERNATIONAL BUSINESS AVIATION COUNCIL (IBAC)
SOCIETE INTERNATIONALE DETELECOMMUNICATIONS AERONAUTIQUES (SITA)
AERONAUTICAL RADIO INC (ARINC)

UNITED NATIONS SPECIALIZED AGENCIES

INTERNATIONAL TELECOMMUNICATIONS UNION (ITU)

WORLD METEOROLOGICAL ORGANIZATION (WMO)

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APPENDIX 1

GENERIC TERMS OF REFERENCE OF

PLANNING AND IMPLEMENTATION REGIONAL GROUPS (PIRGs)

1. MEMBERSHIP

1.1 All ICAO Contracting States, and Territories recognized by ICAO, within the area of
accreditation of the ICAO Regional Office(s) concerned shall be members of the planning and implementation
regional group (PIRG) established for that (these) region(s).

2. PARTICIPATION

2.1 In addition to States, the importance of a collaborative and proactive role by airspace users,
international and regional organizations, and industry should be recognized due to their involvement in the
rapid pace of technological development, expertise and other opportunities for sharing of resources.

2.2 PIRG meetings are open to all members. Each State/Territory member should be represented
by a senior-level delegate nominated by the State/Territory, preferably from the civil aviation authority (CAA)
in order to support related policy-making within the State. A delegate may be supported by an alternate
delegate and/or advisers with the requisite technical knowledge in the subject matters under consideration.

2.3 The CAAs should be supported by service providers (such as air navigation services
providers, airport, operators, meteorological service providers, etc.) as advisers.

2.4 States located outside the area of accreditation of the ICAO Regional Offices concerned can
be invited on a case-by-case basis and in accordance with the Regional Office Manual to attend as observers.

2.5 International organizations recognized by the ICAO Council to participate in ICAO meetings
should participate, as observers, in the PIRG meetings, and be encouraged to do so. Other stakeholders may be
invited as observers, when required, to contribute to the work of the PIRG.

2.6 The participation of industry stakeholders should take into account relevant capabilities such
as an involvement in the rapid pace of technological development, specific knowledge and expertise, and other
opportunities including sharing of resources.

2.7 Civil aviation commissions/conferences in particular the Arab Civil Aviation Organization,
African Civil Aviation Commission, European Civil Aviation Conference and Latin American Civil Aviation
Commission, may be invited to participate in the work of the PIRGs.

2.8 The members and observers will serve as partners in PIRGs, and their joint commitment is
fundamental for success in improving implementation and safety worldwide.

2.9 PIRG meetings should be live-streamed, to the extent possible, to enable additional State
participants to follow the proceedings.

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3. WORKING ARRANGEMENTS

3.1 Structure

3.1.1 PIRGs have the obligation to apply the most effective and efficient organizational structure
and meeting modalities that best suit the characteristics of each region’s implementation work programme
while maintaining to the extent possible, alignment with these Terms of Reference, the regional work
programme and the Global Air Navigation Plan (GANP).

3.1.2 The ICAO Regional Director(s) will serve as the Secretary of the PIRG. Wherever two
Regional Directors are involved, they will periodically rotate between serving as Secretary of the PIRG and
regional aviation safety group (RASG) to balance the Secretariat responsibilities between these two regional
groups. The Secretary of the PIRG, in coordination with the Secretary of the RASG, will establish the date,
methodology and the procedure to be applied for the rotation.

3.1.3 The organization of the PIRG should address global and region-specific air navigation-
related matters, and meetings should be closely coordinated between the PIRG and RASG chairpersons and
the Secretariat. PIRG and RASG meetings should be held back-to-back or combined to facilitate
coordination and to ensure the efficient use of resources.

3.1.4 The PIRG shall be administered by a chairperson and one or two vice-chairpersons elected
from the State-nominated delegates present. The PIRG will establish the cycle of elections.

3.1.5 The PIRG will build on the work already done by States, ICAO Regional Offices and
existing regional and sub-regional organizations to support the development, maintenance and
implementation of an air navigation plan for the region(s).

3.1.6 PIRG contributory bodies may be created by the PIRG to discharge the PIRG work
programme by working on defined subjects requiring detailed technical expertise. A contributory body shall
only be formed when it has been clearly established that it is able to make a substantial contribution to the
required work. A contributory body will be dissolved by the PIRG when it has completed its assigned tasks
or if the tasks cannot be usefully continued.

3.1.7 Invitations to PIRG meetings must be issued at least three months in advance of the
meeting to assist States to plan participation.

3.1.8 The Secretariat will review and update the PIRG Handbook periodically, and as required, to
ensure a result-oriented approach.

3.1.9 Where the meeting is held in more than one ICAO working language, interpretation
services shall be made available to facilitate participation in the deliberations and adoption of the report by
all participants.

3.1.10 States, international organizations and industry are invited to submit working papers,
research works, etc. in order to enhance the work of the PIRG and its contributory bodies. To ensure proper
time for consideration and good decision-making, the Secretary should ensure that all working papers are
available at least fourteen days prior to the start of the meeting for consideration.

3.2 Venue

3.2.1 PIRG meetings will be convened in the Regional Offices, to the extent possible, to facilitate

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proper access by States. Approval to host PIRG meetings outside of the Regional Office must be obtained
from the President of the Council.

3.2.2 The Secretary General will ensure the allocation of the necessary financial resources to host
PIRG meetings.

3.2.3 PIRG contributory bodies may be convened at a different location, if required, to be

determined by the Secretary and Chairperson of the PIRG, and contributory body. Venues shall be chosen
with the primary aim of facilitating maximum State attendance.

3.3 State role

3.3.1 State CAAs, supported by service providers as necessary, should participate in the work of
the PIRG and its contributory bodies to:

a) ensure the continuous and coherent development and implementation of regional air
navigation plans and report back on the key performance indicators (KPIs);

b) support the regional work programme with participation from the decision-making
authority with the technical expertise necessary for the planning and implementation
mechanism, thus supporting policy decisions at the State level;

c) enable coordination, at the national level, between the CAA, service providers and all
other concerned stakeholders, and harmonization of the national plans with the regional
and global plans;

d) facilitate the implementation of GANP goals and targets;

e) report on the status of implementation, within the State, on a regular basis;

f) plan for basic services to be provided for international civil aviation in accordance
with ICAO Standards, within State national plans;

g) facilitate the development and establishment of Letters of Agreement and bilateral or

multilateral agreements;

h) mitigate deficiencies identified under the uniform methodology for the identification,
assessment and reporting of air navigation deficiencies in a timely manner;

i) embrace a performance-based approach for implementation as highlighted in the

Global Plans; and

j) ensure the inclusion of the regional priorities in the States’ national implementation
plans to the extent possible.

3.4 International organization and industry role

3.4.1 Industry, in particular airspace users, professional associations and organizations (such as
Airports Council International, Civil Air Navigation Services Organisation, International Federation of Air
Line Pilots’ Associations, International Federation of Air Traffic Controllers’ Associations, International Air
Transport Association, etc.) should participate in the work of the PIRG and its contributory bodies, in order to

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support air navigation implementation and collaborative decision-making processes, taking into consideration
the safety aspects of air navigation services.

3.4.2 Their focus should be on identifying regional requirements and ensuring that their available
resources are adequately allocated.

3.5 Reporting

3.5.1 The PIRG reports outcomes to the ICAO Council through the Air Navigation Commission
(ANC) as facilitated by the ICAO Secretariat.

3.5.2 PIRG meeting reports should be provided in a standardized format to the governing
bodies of ICAO to identify regional and emerging challenges, and shall include as a minimum:

a) a brief history of the meeting (duration and agenda);

b) a list of meeting participants, affiliation and number of attendees;

c) a list of conclusions and decisions with a description of their rationale (what, when, why
and how);

d) common implementation challenges identified amongst PIRG members and possible

solutions, assistance required and estimated timelines to resolve, if applicable, by sub-
region;

e) identification of and recommendations on particular actions or enhancements that would

require consideration by the ANC and Council to address particular challenges, including
the need for amendment proposals to global provisions and guidance materials submitted
by States;

f) a list of issues cross-referenced to actions to be taken by ICAO Headquarters and/or

Regional Offices;

g) based on the GANP, and associated KPIs and tools, report to the extent possible on the
status of implementation of air navigation goals, targets and indicators, including the
priorities set by the region in their regional air navigation plans exploring the use of
regional dashboards to facilitate monitoring regional progress being made;

h) a list of items for coordination with the RASG and a concise summary of the outcome of
related discussions;

i) air navigation deficiencies identified and timelines for mitigation thereof; and

j) the work programme and future actions to be taken by the PIRG.

3.5.3 A technical officer from Headquarters (Air Navigation Bureau) will participate and provide
support to the meeting and subsequently arrange for the presentation of reports, in coordination with the
Regional Office(s) and chairpersons of the PIRG, to the ANC and Council for review and harmonization.

3.5.4 The final PIRG report will be approved at the end of the meeting. Where the report requires
translation, it will be made available within fifteen working days of the meeting closure.

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3.5.5 Headquarters will provide feedback to the PIRGs highlighting the actions taken by the
ANC and Council related to their previous meeting outcomes.

3.5.6 When a PIRG does not meet during the annual reporting cycle of the consolidated report on
PIRGs and RASGs to the Council, the Secretary of the regional group must nevertheless report
implementation progress, as well as difficulties experienced, for inclusion in the report.

4. GLOBAL PLANS

4.1 In regard to Global Plans, the PIRG shall:

a) support implementation by States of the Global Air Navigation Plan (GANP, Doc 9750)
taking into account aspects of the Global Aviation Safety Plan (GASP, Doc 10004)
and Global Aviation Security Plan (GASeP) by ensuring effective coordination and
cooperation between all States and stakeholders;

b) monitor and report the progress on the implementation by States of the GANP, and the
regional objectives and priorities;

c) ensure continuous and coherent development of the regional air navigation plan,
Regional Supplementary Procedures (Doc 7030) and other relevant regional
documentation, and propose amendments to reflect the changes in operational
requirements in a manner that is harmonized with adjacent regions, consistent with ICAO
Standards and Recommended Practises (SARPs), Procedures for Air Navigation Services
(PANS) and the GANP;

d) provide feedback on the GANP implementation and propose amendments to the Global
Plans as necessary to keep pace with the latest developments and ensure harmonization
with regional and national plans;

e) in line with the GANP and regional priorities, identify specific deficiencies in the air
navigation field, and propose mitigating actions and timelines to resolve deficiencies; and

f) verify the provision of air navigation facilities and services in accordance with global and
regional requirements.

5. REGIONAL ACTIVITIES

5.1 In regard to regional activities, the PIRG shall:

a) serve as a regional cooperative forum that determines regional priorities, develops and
maintains the regional air navigation plan and associated work programme based on the
GANP and relevant ICAO Provisions;

b) facilitate the development and implementation by States of air navigation systems and
services as identified in the regional air navigation plan and Doc 7030;

c) monitor and report on the status of implementation by States of the required air
navigation facilities, services and procedures in the region, and identify the associated
difficulties and deficiencies to be brought to the attention of the Council;
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d) facilitate the development and implementation of corrective action plans by States to

resolve identified deficiencies, where necessary;

e) identify and report on regional and emerging air navigation challenges experienced that
affect implementation of ICAO global provisions by States and measures undertaken or
recommended to effectively address them;

f) facilitate the development and implementation of regional and national air navigation
plans by States; and

g) assist Member States with guidance to implement complex aviation systems.

6. PIRG COORDINATION

6.1 In regard to coordination, the PIRG shall:

a) coordinate safety issues with the respective RASG;

b) foster cooperation, information exchange, sharing of experiences and best practices

among States and stakeholders;

c) provide a platform for regional coordination and cooperation amongst States and
stakeholders for the continuous improvement of air navigation systems in the region with
due consideration to harmonization of developments and deployments, intra- and
interregional coordination, and interoperability;

d) ensure that all air navigation activities at the regional and sub-regional level are properly
coordinated amongst role players to avoid duplication of efforts;

e) identify security, environmental and economic issues that may affect the operation of the
air navigation system, and inform ICAO Secretariat accordingly for action; and

f) through the PIRG Secretary, inform the Directors General of Civil Aviation and related
civil aviation commission/conferences of PIRG meeting results.

7. INTERREGIONAL COORDINATION

7.1 The PIRG shall:

a) ensure interregional coordination through formal and informal mechanisms, including the
participation in meetings established for the purpose of coordinating PIRG and RASG
activities, the GANP, regional air navigation plans and regional supplementary
procedures; and

b) ensure coordination with informal groups, such as the South Atlantic Group, Informal
South Pacific ATS Coordination Group and Informal Pacific ATS Coordination Group,
to assure harmonized planning and smooth transition through regional interface
areas.

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7.2 ICAO Headquarters shall arrange a global coordination meeting between all PIRG and
RASG chairpersons and secretaries on a biennial basis.

8. EXPANSION OF TERMS OF REFERENCE

8.1 The Terms of Reference above serve as a global basis for PIRG operations and may be
further expanded by each PIRG, as required, to maintain the flexibility and efficiency of their work. Additional
terms of reference adopted by a PIRG must be approved by the President of the Council and be included in
the relevant PIRG Handbooks as a PIRG specific supplement.

— END —

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APPENDIX 2
GENERIC TERMS OF REFERENCE OF ASIA PACIFIC AIR NAVIGATION
PLANNING AND IMPLEMENTATION REGIONAL GROUPS (PIRGsAPANPIRG)
(This ToR will be included here as Appendix 2, subject to the approval of the President of ICAO
Council)

Note: Black text are from Generic ToR and text stroked through and in red font are proposal for
amendment to suit Asia Pacific Region requirements.

1. MEMBERSHIP

1.1 All ICAO Contracting States, and Territories recognized by ICAO, within the area of
accreditation of the ICAO Asia Pacific Regional Office(s) concerned and States of service providers in this air
navigation region and part of this region’s Air Navigation Plan, shall be members of the planning and
implementation regional group (PIRG) established for that (these) region(s) Asia Pacific Region.

2. PARTICIPATION

2.1 In addition to States, the importance of a collaborative and proactive role by airspace users,
international and regional organizations, and industry should be recognized due to their involvement in the
rapid pace of technological development, expertise and other opportunities for sharing of resources.

2.2 PIRG meetings are open to all members. Each State/Territory member should be represented
by a senior-level delegate nominated by the State/Territory, preferably from the civil aviation authority (CAA)
in order to support related policy-making within the State. A delegate may be supported by an alternate
delegate and/or advisers with the requisite technical knowledge in the subject matters under consideration.

2.3 The CAAs should be supported by service providers (such as air navigation services providers,
airport, operators, meteorological service providers, etc.) as advisers.

2.4 States located outside the area of accreditation of the ICAO Regional Offices concerned can be
invited on a case-by-case basis and in accordance with the Regional Office Manual to attend as observers.

2.5 International organizations recognized by the ICAO Council to participate in ICAO meetings
should participate, as observers, in the PIRG meetings, and be encouraged to do so. Other stakeholders may be
invited as observers, when required, to contribute to the work of the PIRG.

2.6 The participation of industry stakeholders should take into account relevant capabilities such as
an involvement in the rapid pace of technological development, specific knowledge and expertise, and other
opportunities including sharing of resources.

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2.7 Civil aviation commissions/conferences in particular the Arab Civil Aviation Organization,
African Civil Aviation Commission, European Civil Aviation Conference and Latin American Civil Aviation
Commission, may be invited to participate in the work of the PIRGs.

2.8 The members and observers will serve as partners in PIRGs, and their joint commitment is
fundamental for success in improving implementation and safety worldwide.

2.9 PIRG meetings should be live-streamed, to the extent possible, to enable additional State
participants to follow the proceedings.

3. WORKING ARRANGEMENTS

3.1 Structure

3.1.1 PIRGs have the obligation to apply the most effective and efficient organizational structure and
meeting modalities that best suit the characteristics of each region’s implementation work programme while
maintaining to the extent possible, alignment with these Terms of Reference, the regional work programme and
the Global Air Navigation Plan (GANP).

3.1.2 The ICAO Regional Director(s) will serve as the Secretary of the PIRG. Wherever two
Regional Directors are involved, they will periodically rotate between serving as Secretary of the PIRG and
regional aviation safety group (RASG) to balance the Secretariat responsibilities between these two regional
groups. The Secretary of the PIRG, in coordination with the Secretary of the RASG, will establish the date,
methodology and the procedure to be applied for the rotation.

3.1.3 The organization of the PIRG should address global and region-specific air navigation-related
matters, and meetings should be closely coordinated between the PIRG and RASG chairpersons and the
Secretariat. PIRG and RASG meetings should be held back-to-back or combined to facilitate coordination and
to ensure the efficient use of resources.

3.1.4 The PIRG shall be administered by a chairperson and one or two vice-chairpersons elected
from the State-nominated delegates present. The PIRG will establish the cycle of elections.

3.1.5 The PIRG will build on the work already done by States, ICAO Regional Offices and existing
regional and sub-regional organizations to support the development, maintenance and implementation of an air
navigation plan for the region(s).

3.1.6 PIRG contributory bodies may be created by the PIRG to discharge the PIRG work programme
by working on defined subjects requiring detailed technical expertise. A contributory body shall only be formed
when it has been clearly established that it is able to make a substantial contribution to the required work. A
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contributory body will be dissolved by the PIRG when it has completed its assigned tasks or if the tasks cannot
be usefully continued.

3.1.7 Invitations to PIRG meetings must be issued at least three months in advance of the meeting to
assist States to plan participation.

3.1.8 The Secretariat will review and update the PIRG Handbook periodically, and as required, to
ensure a result-oriented approach.

3.1.9 Where the meeting is held in more than one ICAO working language, interpretation services
shall be made available to facilitate participation in the deliberations and adoption of the report by all
participants.

3.1.10 States, international organizations and industry are invited to submit working papers, research
works, etc. in order to enhance the work of the PIRG and its contributory bodies. To ensure proper time for
consideration and good decision-making, the Secretary should ensure that all working papers are available at
least fourteen days prior to the start of the meeting for consideration.

3.2 Venue

3.2.1 PIRG meetings will be convened in the Regional Offices, to the extent possible, to facilitate
proper access by States. Approval to host PIRG meetings outside of the Regional Office must be obtained from
the President of the Council.

3.2.2 The Secretary General will ensure the allocation of the necessary financial resources to host
PIRG meetings.

3.2.3 PIRG contributory bodies may be convened at a different location, if required, to be

determined by the Secretary and Chairperson of the PIRG, and contributory body. Venues shall be chosen with
the primary aim of facilitating maximum State attendance.

3.3 State role

3.3.1 State CAAs, supported by service providers as necessary, should participate in the work of the
PIRG and its contributory bodies to:

a) ensure the continuous and coherent development and implementation of regional air
navigation plans and report back on the key performance indicators (KPIs);

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b) support the regional work programme with participation from the decision-making
authority with the technical expertise necessary for the planning and implementation
mechanism, thus supporting policy decisions at the State level;

c) enable coordination, at the national level, between the CAA, service providers and all
other concerned stakeholders, and harmonization of the national plans with the regional
and global plans;

d) facilitate the implementation of GANP goals and targets;

e) report on the status of implementation, within the State, on a regular basis;

f) plan for basic services to be provided for international civil aviation in accordance
with ICAO Standards, within State national plans;

g) facilitate the development and establishment of Letters of Agreement and bilateral or

multilateral agreements;

h) mitigate deficiencies identified under the uniform methodology for the identification,
assessment and reporting of air navigation deficiencies in a timely manner;

i) embrace a performance-based approach for implementation as highlighted in the

Global Plans; and

j) ensure the inclusion of the regional priorities in the States’ national implementation
plans to the extent possible.

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3.4 International organization and industry role

3.4.1 Industry, in particular airspace users, professional associations and organizations (such as
Airports Council International, Civil Air Navigation Services Organisation, International Federation of Air
Line Pilots’ Associations, International Federation of Air Traffic Controllers’ Associations, International Air
Transport Association, etc.) should participate in the work of the PIRG and its contributory bodies, in order to
support air navigation implementation and collaborative decision-making processes, taking into consideration
the safety aspects of air navigation services.

3.4.2 Their focus should be on identifying regional requirements and ensuring that their available
resources are adequately allocated.

3.5 Reporting

3.5.1 The PIRG reports outcomes to the ICAO Council through the Air Navigation Commission
(ANC) as facilitated by the ICAO Secretariat.

3.5.2 PIRG meeting reports should be provided in a standardized format to the governing bodies of
ICAO to identify regional and emerging challenges, and shall include as a minimum:

a) a brief history of the meeting (duration and agenda);

k)b) a list of meeting participants, affiliation and number of attendees;

l)c) a list of conclusions and decisions with a description of their rationale (what, when,
why and how);

m)d) common implementation challenges identified amongst PIRG members and possible
solutions, assistance required and estimated timelines to resolve, if applicable, by sub-
region;

n)e) identification of and recommendations on particular actions or enhancements that

would require consideration by the ANC and Council to address particular challenges,
including the need for amendment proposals to global provisions and guidance materials
submitted by States;

o)f) a list of issues cross-referenced to actions to be taken by ICAO Headquarters and/or

Regional Offices;
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p)g) based on the GANP, and associated KPIs and tools, report to the extent possible on
the status of implementation of air navigation goals, targets and indicators, including the
priorities set by the region in their regional air navigation plans exploring the use of
regional dashboards to facilitate monitoring regional progress being made;

q)h) a list of items for coordination with the RASG and a concise summary of the outcome
of related discussions;

r)i) air navigation deficiencies identified and timelines for mitigation thereof; and

s)j) the work programme and future actions to be taken by the PIRG.

3.5.3 A technical officer from Headquarters (Air Navigation Bureau) will participate and provide
support to the meeting and subsequently arrange for the presentation of reports, in coordination with the
Regional Office(s) and chairpersons of the PIRG, to the ANC and Council for review and harmonization.

3.5.4 The final PIRG report will be approved at the end of the meeting. Where the report requires
translation, it will be made available within fifteen working days of the meeting closure.

3.5.5 Headquarters will provide feedback to the PIRGs highlighting the actions taken by the ANC
and Council related to their previous meeting outcomes.

3.5.6 When a PIRG does not meet during the annual reporting cycle of the consolidated report on
PIRGs and RASGs to the Council, the Secretary of the regional group must nevertheless report implementation
progress, as well as difficulties experienced, for inclusion in the report.

4. GLOBAL PLANS

4.1 In regard to Global Plans, the PIRG shall:

a) support implementation by States of the Global Air Navigation Plan

(GANP, Doc 9750) taking into account aspects of the Global Aviation Safety Plan
(GASP, Doc 10004) and Global Aviation Security Plan (GASeP) by ensuring effective
coordination and cooperation between all States and stakeholders;

t)b) monitor and report the progress on the implementation by States of the GANP, and
the regional objectives and priorities;

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u)c) ensure continuous and coherent development of the regional air navigation plan,
Regional Supplementary Procedures (Doc 7030) and other relevant regional
documentation, and propose amendments to reflect the changes in operational
requirements in a manner that is harmonized with adjacent regions, consistent with ICAO
Standards and Recommended Practises (SARPs), Procedures for Air Navigation Services
(PANS) and the GANP;

v)d) provide feedback on the GANP implementation and propose amendments to the
Global Plans as necessary to keep pace with the latest developments and ensure
harmonization with regional and national plans;

w)e) in line with the GANP and regional priorities, identify specific deficiencies in the air
navigation field, and propose mitigating actions and timelines to resolve deficiencies; and

x)f) verify the provision of air navigation facilities and services in accordance with global
and regional requirements.

5. REGIONAL ACTIVITIES

5.1 In regard to regional activities, the PIRG shall:

a) serve as a regional cooperative forum that determines regional priorities, develops and
maintains the regional air navigation plan and associated work programme based on the
GANP and relevant ICAO Provisions;

y)b) facilitate the development and implementation by States of air navigation systems and
services as identified in the regional air navigation plan and Doc 7030;

z)c) monitor and report on the status of implementation by States of the required air
navigation facilities, services and procedures in the region, and identify the associated
difficulties and deficiencies to be brought to the attention of the Council;

aa)d) facilitate the development and implementation of corrective action plans by States to
resolve identified deficiencies, where necessary;

bb)e) identify and report on regional and emerging air navigation challenges experienced
that affect implementation of ICAO global provisions by States and measures undertaken
or recommended to effectively address them;

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cc)f) facilitate the development and implementation of regional and national air navigation
plans by States; and

dd)g) assist Member States with guidance to implement complex aviation systems.

6. PIRG COORDINATION

6.1 In regard to coordination, the PIRG shall:

a) coordinate safety issues with the respective RASG;

ee)b) foster cooperation, information exchange, sharing of experiences and best practices
among States and stakeholders;

ff)c) provide a platform for regional coordination and cooperation amongst States and
stakeholders for the continuous improvement of air navigation systems in the region with
due consideration to harmonization of developments and deployments, intra- and
interregional coordination, and interoperability;

gg)d) ensure that all air navigation activities at the regional and sub-regional level are
properly coordinated amongst role players to avoid duplication of efforts;

hh)e) identify security, environmental and economic issues that may affect the operation of
the air navigation system, and inform ICAO Secretariat accordingly for action; and

ii)f) through the PIRG Secretary, inform the Directors General of Civil Aviation and
related civil aviation commission/conferences of PIRG meeting results.

7. INTERREGIONAL COORDINATION

7.1 The PIRG shall:

a) ensure interregional coordination through formal and informal mechanisms, including

the participation in meetings established for the purpose of coordinating PIRG and RASG
activities, the GANP, regional air navigation plans and regional supplementary
procedures; and

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jj)b) ensure coordination with informal groups, such as the South Atlantic Group, Informal
South Pacific ATS Coordination Group and Informal Pacific ATS Coordination Group, to
assure harmonized planning and smooth transition through regional interface areas.

7.2 ICAO Headquarters shall arrange a global coordination meeting between all PIRG and RASG
chairpersons and secretaries on a biennial basis.

8. EXPANSION OF TERMS OF REFERENCE

8.1 The Terms of Reference above serve as a global basis for PIRG APANPIRG operations and
may be further expanded by each PIRGAPANPIRG, as required, to maintain the flexibility and efficiency of
their APANPIRG work. Additional terms of reference adopted by a APANPIRG must be approved by the
President of the Council and be included in the relevant PIRG APANPIRG Handbooks as a PIRG specific
supplement.

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ATTACHMENT A

NEW STRUCTURE OF APANPIRG [APANPIRG DECISION 26/65]

1) AOP SG: Aerodrome Operations and Planning Sub Group

2) ATM SG: Air Traffic Management Sub Group

3) CNS SG: Communications, Navigation and Surveillance Sub Group

4) MET SG: Meteorology Sub Group

5) RASMAG: Regional Airspace Safety Monitoring Advisory Group

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ATTACHMENT B

Terms of Reference of Aerodromes Operations and Planning Sub-Group of APANPIRG (AOP/SG)

The Objectives of the AOP/SG are to:

1) ensure the continuous and coherent development of the AOP parts of the Asia/Pacific Regional Air
Navigation Plan (APAC ANP) in a manner that is consistent with ICAO SARPs, the Global Air
Navigation Plan and the Global Aviation Safety Plan;

2) facilitate the implementation of AOPservices identified in the APAC ANP, Aviation System Block
Upgrade (ASBU) priority modules and Asia/Pacific Seamless ATM Plan elements using the project
management principles where appropriate;

3) review, identify and address deficiencies that impede the implementation or provision of efficient AOP
services in the Asia and Pacific Regions.

Deliverables to meet the Objectives:

1) Progress report to be submitted to APANPIRG addressing the AOP SG deliverables (listed in 2-6
below);

2) AOP parts of the ASIA/PAC ANP to be reviewed and, as necessary, amendment proposals prepared
to update the APAC ANP to reflect changes in the operational and global requirements;

3) Level of implementation of AOP service to be monitored and, as necessary, facilitated to support the
effective implementation of ASBU priority modules and Asia/Pacific Seamless ATM Plan elements;

4) Air navigation deficiencies in the field of AOP to be identified and, where necessary, appropriate
corrective action proposed and the development and implementation of action plans by States to
resolve identified deficiencies facilitated;

5) Air navigation deficiencies in the field of AOP (as listed in the APANPIRG database) to be reviewed
and, as necessary, updated to reflect the current situation;

6) AOP environmental initiatives are consistently identified and progressed; and report outcomes from
AOP environmental initiatives;

7) Draft Conclusions and Decisions to be formulated relating to matters in the field of AOP that come
within the scope of the APANPIRG work plan.

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Terms of Reference of Air Traffic Management Sub-Group of APANPIRG (ATMSG)

The Objectives of the ATM/SG are to:

1) ensure the continuous and coherent development of the ATM/AIM/SAR parts of the Asia/Pacific
Regional Air Navigation Plan (APAC ANP) in a manner that is harmonized with adjacent regions,
consistent with ICAO SARPs, the Global Air Navigation Plan and the Global Aviation Safety Plan;

2) facilitate the implementation of ATM systems, procedures and services identified in the APAC ANP,
Aviation System Block Upgrade (ASBU) priority modules and Asia/Pacific Seamless ATM Plan
elements using the project management principles where appropriate;

3) review, identify and address deficiencies that impede the implementation or provision of efficient
ATM services in the Asia and Pacific Regions.

Deliverables to meet the Objectives:

1) Progress report to be submitted to APANPIRG addressing the ATM SG deliverables (listed in 2 to 9

below);

2) ATM parts of the ASIA/PAC ANP to be reviewed and, as necessary, amendment proposals prepared
to update the APAC ANP to reflect changes in the operational and global requirements;

3) Level of implementation of ATM services to be monitored and, as necessary, facilitated to support

the effective implementation of ASBU priority modules and the Asia/Pacific Seamless ATM Plan
elements;

4) Air navigation deficiencies in the field of ATM to be identified (which may require any necessary
systems performance monitoring to be facilitated) and, where necessary, appropriate corrective action
proposed and the development and implementation of action plans by States to resolve identified
deficiencies facilitated;

5) Air navigation deficiencies in the field of ATM (as listed in the APANPIRG database) to be reviewed
and, as necessary, updated to reflect the current situation;

6) Research and development, trials and demonstrations in the field of ATM and other relevant areas to
be monitored and, as necessary, the transfer of this information and expertise between States
facilitated;

7) Specific recommendations to be made, and guidance materials developed, aimed at improving

aeronautical meteorological services by the use of existing and/or new procedures, facilities and
technologies;

8) Inter-regional and intra-regional co-ordination issues in the field of ATM to be reviewed and
identified and, as necessary, actions recommended addressing those issues;

9) ATS environmental initiatives are consistently identified and progressed; and report outcomes from
ATM environmental initiatives;

10) Draft Conclusions and Decisions to be formulated relating to matters in the field of ATM that come
within the scope of the APANPIRG work plan.

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Terms of Reference for APANPIRG Communications, Navigation and

Surveillance/Sub Group (CNS/SG)

The Objectives of the CNS/SG are to:

1) ensure continuous and coherent development of the CNS parts of the Asia/Pacific Regional Air
Navigation Plan (APAC ANP) in a manner that is harmonized with adjacent regions, consistent with
ICAO SARPs, the Global Air Navigation Plan and the Global Aviation Safety Plan;

2) facilitate the implementation of CNS systems and services identified in the APAC ANP, Aviation
System Block Upgrade (ASBU) priority modules and Asia/Pacific Seamless ATM Plan elements using
the project management principles where appropriate;

3) review, identify and address deficiencies that impede the implementation or provision of efficient
CNS services in the Asia & Pacific Regions.

Deliverables to meet the Objectives:

1) Progress report to be submitted to APANPIRG addressing the CNS SG deliverables (listed in 2 to 9

below);

2) CNS parts of the APAC ANP to be reviewed and, as necessary, amendment proposals prepared to
update the APAC ANP to reflect changes in the operational and global requirements;

3) Level of implementation of CNS systems and services to be monitored and, as necessary, facilitated
to support the effective implementation of ASBU priority modules and the Asia/Pacific Seamless
ATM Plan elements;

4) Air navigation deficiencies in the field of CNS to be `identified (which may require any necessary
systems performance monitoring to be facilitated) and, where necessary, appropriate corrective action
proposed and the development and implementation of action plans by States to resolve identified
deficiencies facilitated;

5) Air navigation deficiencies in the field of CNS (as listed in the APANPIRG database) to be reviewed
and, as necessary, updated to reflect the current situation;

6) Research and development, trials and demonstrations in the field of CNS and other relevant areas to be
monitored and, as necessary, the transfer of this information and expertise between States facilitated;

7) Specific recommendations to be made, and guidance materials developed, aimed at improving CNS
services by the use of existing and/or new procedures, facilities and technologies;

8) Inter-regional and intra-regional co-ordination issues in the field of CNS to be reviewed and identified
and, as necessary, actions recommended addressing those issues;

9) CNS environmental initiatives are consistently identified and progressed; and report outcomes from
CNS environmental initiatives;

10) Draft Conclusions and Decisions to be formulated relating to matters in the field of CNS that come
within the scope of the APANPIRG work plan.

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Terms of Reference for APANPIRG Meteorology Sub-Group (MET SG)

[Updated based on Decision APANPIRG/29/26]

1. Objectives of the MET SG

a) Ensure the continuous and coherent development of the MET parts of the Asia/Pacific Regional
Air Navigation Plan (APAC ANP) and other relevant regional documentation in a manner that is
harmonized with adjacent regions, consistent with ICAO standards and recommended practices
(SARPs), the Global Air Navigation Plan and the Global Aviation Safety Plan and reflects global
requirements;

b) Facilitate the implementation of aeronautical meteorological systems and services, as identified in

the APAC ANP, Aviation System Block Upgrade (ASBU) priority modules and Asia/Pacific
Seamless ATM Plan elements, with due observance to the primacy of air safety, regularity and
efficiency; and

c) Identify and address specific air navigation deficiencies in the field of aeronautical meteorological
(MET) services.

2. Functions of the MET SG:

a) Review MET parts of the APAC ANP and prepare amendment proposals as necessary to reflect
updates and changes in the operational and global requirements;

b) Monitor the level of and, as necessary, facilitate the implementation of aeronautical meteorological
services to support the effective implementation of ASBU priority modules and the Asia/Pacific
Seamless ATM Plan elements;

c) Identify air navigation deficiencies in the field of aeronautical meteorology (e.g., through systems
performance monitoring) and, where necessary, propose appropriate corrective action and facilitate
the development and implementation of action plans by States to resolve identified deficiencies;

d) Review and update the APANPIRG list of air navigation deficiencies in the field of aeronautical
meteorology, as necessary, to reflect the current situation;

e) Monitor research and development and trials and demonstrations in the field of aeronautical
meteorology and other relevant areas and facilitate the transfer of this information and expertise, as
necessary, between States;

f) Make specific recommendations and develop guidance materials aimed at improving aeronautical
meteorological services through the use of existing and/or new procedures, facilities and
technologies;

g) Review and identify inter-regional and intra-regional co-ordination issues in the field of
aeronautical meteorology and, as necessary, recommend actions to address those issues; and

h) Identify and progress environmental initiatives related to aeronautical meteorology.

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3. Establishment of the MET SG

3.1. The Asia/Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG)
established the MET SG to assist in its planning and implementation work, charging MET SG with preparatory
work on specifically defined problems in the field of aeronautical meteorology requiring expert advice for their
resolution. APANPIRG also appointed MET SG as the ‘parent’ group for other contributory bodies working in
the field of aeronautical meteorology for APANPIRG (ICAO, 2015, p. 5-2, 5-3 and ICAO, 2016, p. 11).

4. Membership of the MET SG

4.1. Membership of the MET SG comprises experts provided by States, whether Members or not of the
APANPIRG, International Organizations and bodies having experience in the provision of aeronautical
meteorological information and services (ICAO, 2016, p. 32).

5. Chairing and Secretary of the MET SG

5.1. The MET SG shall elect a Chairperson, and Vice-Chairperson if needed, from the experts provided by
States. The maximum term of the Chairperson and Vice Chairperson is four years. The Secretary of
APANPIRG will appoint the Secretary of the MET SG (ICAO, 2016, p. 33).

6. Meetings of the MET SG

6.1. The Chairperson of the MET SG, in consultation with Members and the Secretary, shall decide the
date and duration of meetings. As a rule, the MET SG should agree, at each meeting, on the date and duration
of the next meeting and on a tentative schedule of future meetings (ICAO, 2016, p. 32).

7. Record of Meetings of the MET SG

7.1. The MET SG shall record the proceedings of its meetings in the form of a Report or a Summary and
submit the Report or Summary for review and consideration by APANPIRG. A meeting Report should cover
completed action on any part of the MET SG work plan and outline the needs of MET SG for further directives
or guidance from the APANPIRG to proceed in its work. Reports on meetings shall be of a simple layout and
as concise as practicable and should normally cover:

a) Short introduction;

b) Summary of findings (presented in the order of discussion of the agenda items, including any
proposals for action); and

c) Work plan and schedule for future meetings (ICAO, 2016, p. 34-35).

8. Delegated authority of the MET SG

8.1. The MET SG may propose actions for further consideration by APANPIRG and record these in the
MET SG Report as either draft Conclusions or draft Decisions of APANPIRG (ICAO, 2016, p. 33-34).

8.2. Additionally, APANPIRG has empowered MET SG to adopt proposals for action on technical matters
(especially those concerning guidance to States in the implementation of ICAO SARPs and global and regional
plans) that do not have additional economic, environmental, inter-regional or political effects, which should be

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considered by APANPIRG. The MET SG shall record these in its meeting Report as Conclusions or Decisions
of MET SG (ICAO, 2016, p. 33-34).

Bibliography:

ICAO, 2015. Report of the Twenty-Sixth Meeting of the Asia/Pacific Air Navigation Planning and
Implementation Regional Group (APANPIRG/26), Bangkok, Thailand, 7 to 10 September 2015.

ICAO, 2016. Asia/Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG) –
Procedural Handbook, Fifth Edition – September 2016.

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The Objectives of the MET/SG are to:

a) ensure the continuous and coherent development of the MET parts of the Asia/Pacific Regional Air
Navigation Plan (APAC ANP) in a manner that is harmonized with adjacent regions, consistent with
ICAO SARPs, the Global Air Navigation Plan and the Global Aviation Safety Plan;

b) facilitate the implementation of aeronautical meteorological services identified in the APAC ANP,
Aviation System Block Upgrade (ASBU) priority modules and the Asia/Pacific Seamless ATM Plan
elements using the project management principles where appropriate;

c) review, identify and address deficiencies that impede the implementation or provision of efficient
aeronautical meteorological services in the Asia and Pacific Regions.

Deliverables to meet the Objectives:

a) Progress report to be submitted to APANPIRG addressing the MET SG deliverables (listed in 2 to 9

below).

b) MET parts of the ASIA/PAC ANP to be reviewed and, as necessary, amendment proposals prepared
to update the APAC ANP to reflect changes in the operational and global requirements.

c) Level of implementation of aeronautical meteorological services to be monitored and, as necessary,

facilitated to support the effective implementation of ASBU priority modules and the Asia/Pacific
Seamless ATM Plan elements;

d) Air navigation deficiencies in the field of MET to be identified (which may require any necessary
systems performance monitoring to be facilitated) and, where necessary, appropriate corrective action
proposed and the development and implementation of action plans by States to resolve identified
deficiencies facilitated.

e) Air navigation deficiencies in the field of MET (as listed in the APANPIRG database) to be reviewed
and, as necessary, updated to reflect the current situation.

f) Research and development, trials and demonstrations in the field of MET and other relevant areas to
be monitored and, as necessary, the transfer of this information and expertise between States
facilitated.

g) Specific recommendations to be made, and guidance materials developed, aimed at improving

aeronautical meteorological services by the use of existing and/or new procedures, facilities and
technologies.

h) Inter-regional and intra-regional co-ordination issues in the field of MET to be reviewed and
identified and, as necessary, actions recommended addressing those issues;

i) MET environmental initiatives are consistently identified and progressed

j) Draft Conclusions and Decisions to be formulated relating to matters in the field of MET that come
within the scope of the APANPIRG work plan.

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REGIONAL AIRSPACE SAFETY MONITORING ADVISORY GROUP (RASMAG)

TERMS OF REFERENCE OF THE RASMAG

The objectives of the Group are to:

a) facilitate the safe implementation of reduced separation minima and CNS/ATM applications
within the Asia and Pacific Regions in regard to airspace safety monitoring; and
b) assist States to achieve the established levels of airspace safety for international airspace within
the Asia and Pacific Regions.

To meet these objectives the Group shall:

a) review airspace safety performance in the Asia and Pacific Regions at the regional level and
within international airspace;
b) review and develop as necessary, guidance material for airspace safety monitoring, assessment
and reporting activities, including the duties, responsibilities and scope of regional monitoring
entities;
c) recommend, and facilitate as necessary, the implementation of airspace safety monitoring and
performance assessment services;
d) review and recommend on the competency and compatibility of monitoring organizations and
recommend to APANPIRG specific airspace responsibility for individual regional monitoring
entities;
e) review, coordinate and harmonize regional and inter-regional airspace safety monitoring
activities;
f) review regional and global airspace planning and developments in order to anticipate
requirements for airspace safety monitoring and assessment activities;
g) address other airspace safety related issues as necessary;
h) facilitate the distribution of safety related information to States; and
i) provide to APANPIRG comprehensive reports on regional airspace safety and coordinate with
other contributory bodies of APANPIRG as appropriate.

Task List
j) to review the safety monitoring programmes in the Asia and Pacific Regions for implementation
and operation of:
k) reduced vertical separation minimum (RVSM);
l) reduced horizontal (lateral and longitudinal) separation minima using RNP;
m) aircraft separation applications using data link, e.g. ADS and CPDLC; and
n) ATS Unit to ATS Unit operational messaging using AIDC.

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ATTACHMENT C

Project Management Principles [APANPIRG DECISION 26/65]

1 In the context of a project management approach, projects will be identified primarily from
ASBU Modules adopted by APANPIRG, agreed regional targets and objectives and existing initiatives. Any
ANS operational improvement is conducted through a project3. The Seamless ATM implementation guidance
published and maintained by the ICAO Regional Office would apply for structuring the project and providing
the necessary technical guidance (standards etc). However the level of documentation required would be
commensurate with the project objectives and scale (see below).

2 Where it is not the case, a project team will be nominated by States and concerned
international organizations in coordination with SG. The Task Force Chair and/or the ICAO Secretariat will act
as Project Managers.

3 In this regard it is proposed that the ToR of the Sub Groups should be reviewed to better
support the ICAO performance framework, in particular implementation activities to align with ASBUs and
regional priorities. It is also proposed to empower the Sub Groups/Task Forces to make decisions on internal
matters and take corrective actions. The Sub Groups would have the ability to agree, without further
APANPIRG endorsement, any Conclusion or Decision (especially those concerning guidance to States in the
implementation of ICAO SARPs) that does not have significant additional economic, environmental or political
effects, which should be considered at a higher level at APANPIRG.

Scale of projects

4 The scale of the project will be defined as experience shows that coordination and control
activities vary accordingly:
a) interregional (example: definition of an interregional AIDC standard)
b) regional (examples: Common Regional VPN (CRV), ATFM projects)
c) sub-regional (example: Implementation of new PBN routes between States in a sub region)
d) a collection of national projects driven by a State/Administration

Types of project

5 Depending on the objective of the project, 2 types of projects could be defined:

Project: according to ISO 10006, unique process consisting of a set of co-ordinated and controlled activities with
start and finish dates, undertaken to achieve an objective conforming to specific requirements, including constraints
of time, cost and resources.
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Documents and tools

6 TORs of the Project should define timelines from start to completion. These timelines should
be consistent with eANP Volume III main planning table, stating all deadlines for ASBU and regional
objectives and related ANRF.

7 TORs will record also the project manager(s), the project team, the reporting lines (SG and
APANPIRG) and scale (interregional, regional, sub-regional, or national) of the project.

8 Projects should be conducted using standardised and simple documents for which templates
would be proposed on ICAO APAC RO website:

a) Statements of work for the definition of tasks inside a project

b) Action list for the allocation and follow-up of actions inside the project and outside the project
(dependencies)
c) Basic Risk table for the identification and mitigation of risks inside a project
d) Project report (1 slide) to report to the SG(s)
e) Summary of discussions of the meeting

9 At the creation of the project, the set of applicable documents would be proposed by the
Project Manager according to the scale and type of project, endorsed by the SG, and recorded in the TOR.

10 The use of ICAO portal and teleconferences should be generalized to control and coordinate
the activities conducted under a project.

Safety management

11 For inter-regional, regional and sub-regional projects undertaking major changes to the air
navigation system in Asia Pacific Region, a safety analysis may have to be conducted4 in the framework of the
project. For national projects, the analysis would more probably be conducted inside the State/organizations
involved. Such analyses have to comply with ICAO Doc 9859, Safety Management Manual, particularly the
Safety risk probability table and the Safety risk severity table.

12 If no other process is available or preferred, the analysis could be based on:

f) A Concept of Operations (CONOPS) and/or OSED identifying the new operational
services/environments being envisaged;
g) Operational Hazard Analysis (OHA) identifying hazards brought by the new operational services;
h) Preliminary System Safety Assessment (PSSA) as per ARP 4761 identifying and mitigating the causes
of hazards (people, equipment, procedures);
i) System Safety Assessment (SSA) as per ARP 4761 establishing that the risk is acceptable according to
ICAO Doc 9859.

A criterion could be that if an initial Hazard Analysis identifies hazards with severity being major or more severe
(significant reduction in safety margins, a reduction in the ability of the operators to cope with adverse operating
conditions as a result of an increase in workload or as a result of conditions impairing their efficiency, Serious incident,
Injury to persons) then an extensive process would have to be conducted. Otherwise a lighter process would be
conducted.
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Checking/Reporting

13 It is proposed that interregional, regional and sub-regional projects report to their SG through a
one page slide on their progress, issues and top risks. National projects would be tracked through the seamless
ATM plan on-line reporting process.

14 In order to track the progress of implementation, data collection will be done through the
seamless ATM plan on-line reporting process using the metrics defined.

15 A regional picture could be developed to graphically illustrate the progress by seamless ATM
plan implementation item. The project was started but is frozen. ICAO’s resources would need to be mobilized
to support the regional picture.

Acting/correcting

16 A SG would have an overview of all its projects: objectives, achievements, issues, top risks. It
will take action on issues escalated by any project supervised or identified between projects supervised.
APANPIRG would have an overview of all the projects and will take corrective actions on issues escalated
from SGs or identified between SGs.

17 SGs would monitor dependencies between projects. APANPIRG would monitor dependencies
between projects supervised by different SG. APANPIRG could review periodically the top 10 risks. A table of
projects for the region could be maintained by APANPIRG.

Change management

18 The project management principles presented in this Attachment and considered beneficial by
ABSRTF should be refined and recorded in the APANPIRG Procedural Handbook.

19 All principles would need a certain time to be properly and homogeneously applied throughout
the region. Selection and briefing of project managers would be necessary. Certain principles may be regarded
as guidance/good practice first and later on become recommendations.

------------------------

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ATTACHMENT D

CHALLENGES FACED BY REGIONS

PART A: CHALLENGE IDENTIFICATION
Reported by ☐ RASG-AFI ☐ RASG-MID ☐ RASG-APAC ☐ RASG-PA
PIRGs/RASGs ☐ APANPIRG ☐ APIRG ☐ GREPECAS ☐ MIDANPIRG ☐ NATSPG ☐ EASPG
Year first identified
Challenge/ Issue

Link to Global plans

Status ☐ Ongoing ☐ Completed

Remarks

PART B: ACTION DETAILS

Action 1:

Timeline
Action 2:

Timeline
Action 3:

Timeline
PART C: HIGH-LEVEL ACTION TO BE TAKEN BY THE COUNCIL
ID Action proposed
1

Version 1 dated 2019-10-17

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THIRTIETH MEETING OF THE ASIA/PACIFIC

AIR NAVIGATION PLANNING AND IMPLEMENTATION
REGIONAL GROUP (APANPIRG/30)
Bangkok, Thailand, 4 to 6 November 2019

LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
1. AUSTRALIA (2)
1. Mr. Andrew Sparrow Manager Air Navigation, Aerodromes and Airspace
Branch, Civil Aviation Safety Authority
Canberra City, Australia
2. Mr. Marcus Knauer Chief Air Traffic Controller
Airservices Australia
QLD, Australia
2. BANGLADESH (3)
3. Mr. Mohammad Kamal Miah Sarker Assistant Director (ATS)
Civil Aviation Authority of Bangladesh
Area Control Centre, Kurmitoa, Dhaka 1229
4. Mr. MD. Abdul Mottalib Sarder Assistant Director (Communication Engineering)
Civil Aviation Authority of Bangladesh
Kurmitoa, Dhaka – 1229
5. Mr. Mohammad Shamsudduha Senior Aerodrome Officer
Civil Aviation Authority of Bangladesh
Area Control Centre, Operation Building
Hazrat Shahjalal Int’l Airport, Kurmitoa, Dhaka1229
3. BHUTAN (2)
6. Dr. Karma Wangchuk Head of ANS, Air Navigation Services Section
Bhutan Civil Aviation Authority (BCAA)
Paro International Airport, Paro
7. Mr. Sangay Head of CNS, Department of Air Transport (DoAT),
Bhutan Civil Aviation Authority (BCAA)
Ministry of Information and Communications
Paro International Airport - Paro
4. CAMBODIA (1)
8. Mr. Chhun Sivorn Director of ANS
State Secretariat of Civil Aviation (SSCA)
Phnom Penh International Airport,
Russian Federation Blvd., Phnom Penh
5. CHINA (7)
9. Mr. SHI Bu Jiu Director of Meteorological Service Division
Civil Aviation Administration of China (CAAC)
No. 12, East San-huan Road, Beijing, China 100022
10. Ms. LI Tong Deputy Assistant Division Chief of Construction Div.
Civil Aviation Administration of China (CAAC)

Att. 1-1
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
11. Ms. WANG Rui Deputy Director of International Cooperation Div. Air
Traffic Management Bureau
Civil Aviation Administration of China (CAAC)
12. Mr. KANG Nan Deputy Director of Air Traffic Control Division
Air Traffic Management Bureau
Civil Aviation Administration of China (CAAC)
13. Mr. HUO Zhen Fei Deputy Director of Communication, Navigation and
Surveillance Division
Civil Aviation Administration of China (CAAC)
14. Ms. ZHANG Ying Deputy Director of Planning and Research Office of
Airspace Management Center
Civil Aviation Administration of China (CAAC)
15. Mr. CHEN Song Lin Chief Engineer, Air Traffic Management Bureau
Civil Aviation Administration of China (CAAC)
HONG KONG CHINA (6)
16. Mr. Li Tin Chui, Simon Director-General of Civil Aviation
Civil Aviation Department, Hong Kong China
Civil Aviation Department Headquarters
Hong Kong International Airport, Lantau,
Hong Kong China
17. Mr. Richard WU Assistant Director-General of Civil Aviation (Airport
Standard) Civil Aviation Department, Hong Kong China
Civil Aviation Department Headquarters
18. Mr. Tommy Au Yeung Chief Air Traffic Control Officer, Air Traffic
Management Division
Civil Aviation Department Hong Kong, China
Civil Aviation Department Headquarters
19. Mr. Hui Man Ho Chief Electronics Engineer, Air Traffic Engineering
Services Division
Civil Aviation Department Hong Kong, China
20. Mr. Franklin Li Evaluation Officer, Air Traffic Management Division
Civil Aviation Department Hong Kong, China
21. Mr. Derek How Electronics Engineer, Air Traffic Engineering Services
Division, Civil Aviation Department Hong Kong, China
MACAO CHINA (2)
22. Mr. Lo Veng Tong Senior Safety Officer
Civil Aviation Authority of Macao
Macao, China
23. Mr. Chiu Kuan Hou Safety Officer
Civil Aviation Authority of Macao
Macao China
6. INDIA (7)
24. Mr. Vineet Gulati Air Navigation Services
Airports Authority of India
25. Mr. Sanjiv K Soni Joint General Manger (OPS)
Airports Authority of India
26. Mr. Palaninathan U. Arcot Joint General Manger (ATM)
Airports Authority of India

Att. 1-2
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
27. Mr. Pan Singh Executive Director
Airports Authority of India
28. Mr. Jiji P. Alex Executive Director (ATM)
Airports Authority of India
29. Mr. Anil Kumar Meena General Manger (ATM)
Airports Authority of India
30. Mr. Vineet Gera Joint General Manger (CNS), GAGAN
Airports Authority of India
7. INDONESIA (12)
31. Mrs. Polana B. Pramesti Director General of Civil Aviation
Directorate General of Civil Aviation
Ministry of Transportation
Jalan Medan Merdeka Barat No. 8,
Karsa Building 5th Floor, Jakarta 10110, Indonesia
32. Mr. Abdul Kadir Jailani Ambassador / Representative of the Republic of
Indonesia to ICAO
700 De La Gauchetiere, Suite 24:30, Montreal, Quebec
H3B 5M2 Canada
33. Mr. Afen Sena Alternate Representative of Indonesia to ICAO
700 De La Gauchetiere, Suite 24:30, Montreal, Quebec
H3B 5M2 Canada
34. Mr. Petrus Van Der Westhuizen Air Navigation Advisor
Permanent Delegation of Indonesia to ICAO
700 De La Gauchetiere, Suite 24:30, Montreal, Quebec
H3B 5M2 Canada
35. Mr. Asri Santosa Director of Air Navigation
Directorate General of Civil Aviation
36. Mr. Indra Gunawan Deputy Director of Air Navigation Operation,
Directorate General of Civil Aviation
37. Mr. Okta Kurnia Putra Head of Air Navigation Standardization Section
Directorate General of Civil Aviation
38. Mr. Andy Aron First Secretary Directorate of Law and Territorial
Treaties, Ministry of Foreign Affairs
Jalan Taman Pejambon No. 6 Jakarta Pusat 10110
39. Mr. Mokhamad Khatim Director of Operation,
Airnav Indonesia, Head Quarter,
Jalan Ir. H. Juanda No. 1 Tangerang Banten
40. Mr. Setio Anggoro VP of Air Navigation Service Planning,
Airnav Indonesia
41. Mrs. Ika Septiana Sari Air Navigation Inspector
Directorate of Air Navigation – DGCA Indonesia
42. Mrs. Sri Rahayu Idianingsih DGCA Senior Officer
Directorate General of Civil Aviation
8. JAPAN (5)
43. Mr. Shuji Takahashi Director, Air Traffic International Affairs Office
Japan Civil Aviation Bureau
2-1-3, Kasumigaseki, Chiyoda-ku, Tokyo 100-8918

Att. 1-3
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
44. Mr. Takanari Aono Special Assistant to the Director
Air Traffic International Affairs Office
Japan Civil Aviation Bureau
45. Mr. Jun Ryuzaki Senior Coordinator for International Aeronautical
Meteorology, Japan Meteorological Agency JMA)
1-3-4 Otemachi, Chiyoda-ku, Tokyo 100-8122
46. Mr. Shuichi Inoue General Manager
Japan Radio Co., Ltd.
Nakano-ku, Tokyo, 164-8750
47. Mr. Yoshiji Hieda Assistant Manager
Japan Radio Co., Ltd.
Nakano-ku, Tokyo, 164-8750
9. LAO PDR (3)
48. Mr. Sohnsacksit Khamkeo Director of Air Navigation Standard Division
Department of Civil Aviation, Lao PDR (DCAL)
Souphanouvong Road, P.O. Box 119
Wattay International Airport, Vientiane, Lao PDR
49. Mr. Manasavanh Kounlath Director, Aeronautical Information Services Division
Lao Air Traffic Management
Wattay International Airport, P.O Box: 2985, Vientiane,
Lao PDR
50. Mr. Moukphamay Thammavongsa Air Navigation Systems Engineer
Lao Air Navigation Services
Wattay Int’l Airport, P.O Box: 2985, Vientiane
10. MALAYSIA (4)
51. Mr. Ahmad Nizar Zolfakar Chief Executive Officer
Civil Aviation Authority Malaysia (CAAM)
27 Persiaran Perdana, Podium Block,
Presint 4, 62618 Putrajaya
52. Mr. Zainul Abidin Mazlan Deputy Director
Civil Aviation Authority Malaysia (CAAM)
62618 Putrajaya
53. Mr. Shahiran Jaafar Project Director, Microtel Systems
Selangor, Malaysia
54. Mr. Mohd Razmin Sham Mazlan AIM Engineer, Microtel Systems
Selangor, Malaysia
11. MALDIVES (3)
55. Ms. Fathimath Ramiza Director Air Navigation and Aerodrome
Maldives Civil Aviation Authority
11th Floor, Velaanage, Ameer Ahmed Magu
20096, Male', Republic of Maldives
56. Mr. Ibrahim Thoha General Manager, Air Traffic Management Section
Maldives Airports Company Ltd.
Corporate Office Building, Velana International Airport,
Hulhule, 22000
57. Mr. Moosa Solih Acting Managing Director
Maldives Airports Company Ltd.
Corporate Office Building, Velana International Airport,
Hulhule, 22000

Att. 1-4
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
12. MONGOLIA (4)
58. Mr. Doljin Urtnasan CNS Officer of Air Navigation Policy Regulatin Dep.
Civil Aviation Authority of Mongolia
Buyant-Ukhaa, Khan-Uul District, Ulaanbaatar 17120,
Mongolia
59. Mr. Urantugs Badambazar Officer fo Air Navigation Policy Regulatin Dept.
Civil Aviation Authority of Mongolia
Buyant-Ukhaa, Khan-Uul District, Ulaanbaatar
60. Mr. Sukhbaatar Demberel Safety and Quality Engineer, CNS Division
Civil Aviation Authority of Mongolia
61. Mr. Batsaikhan Nyamsambuu Policy Manager of Air Navigation Policy Regulation
Department
Civil Aviation Authority of Mongolia
13. MYANMAR (4)
62. Mr. Than Lwin Deputy General Manager (AIS)
Department of Civil Aviation, Myanmar
DCA HQ Building, Yangon International Airport,
Yangon 11021
63. Mr. Zaw Min Oo Deputy Director (CNS)
Department of Civil Aviation, Myanmar
64. Mr. Soe Naing Assistant General Manager (ATM)
Department of Civil Aviation, Myanmar
65. Ms. Hlaing Sandar Saw Assistant Director (Aerodrome Standards and Safety
Division)
Department of Civil Aviation, Myanmar
14. NEPAL (4)
66. Mr. Rajan Pokhrel Director General
Civil Aviation Authority of Nepal
Babar Mahal, Kathmandu
67. Mr. Devendra Joshi Deputy Director
Civil Aviation Authority of Nepal
Babar Mahal, Kathmandu
68. Ms. Nabina Karmacharya Director
Civil Aviation Authority of Nepal
Babar Mahal, Kathmandu
69. Mr. Suresh Prasad Khanal Deputy Director
Civil Aviation Authority of Nepal
Babar Mahal, Kathmandu
15. NEW ZEALAND (3)
70. Mr. Graeme Harris Director and Chief Executive Officer
Civil Aviation Authority of New Zealand
P O Box 3555, Wellington 6140, New Zealand
71. Mr. Shaun Johnson Manager, Aircraft Certification
Civil Aviation Authority of New Zealand
55 Featherston Street, Wellington, 6011
72. Mr. Sean T.K Rogers Manager Aeronautical Services
Civil Aviation Authority of New Zealand
PO Box 3555, Wellington 6011

Att. 1-5
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
16. PAKISTAN (2)
73. Mr. Zafar Aitmad Siddiqui Director Operations
Pakistan Civil Aviation Authority
Headquarters, Terminal-I, Jinnah International Airport,
Karachi 75200
74. Mr. Iftikhar Ahmed Additional Director (ATS)
Pakistan Civil Aviation Authority
17. PHILIPPINES (2)
75. Mr. Arnold R. Balucating Assistant Director General I, Air Navigation Service
Civil Aviation Authority of the Philippines
MIA Road, Pasay City, Manila 1700
76. Mr. Antonio G. Gonzales Acting Chief, Air Traffic Service
Civil Aviation Authority of the Philippines
MIA Road, Pasay City, Manila 1700
18. REPUBLIC OF KOREA (6)
77. Mr. Peter K Yu Director, Air Traffic Division, Korea Office of Civil
Aviation, Ministry of Land, Infrastructure and Transport
MOLIT),
#11 Doum-ro, Sejong Special Self-governing City
78. Mr. Kim Namkuk Deputy Director, Air Traffic Division, Korea Office of
Civil Aviation, Ministry of Land, Infrastructure and
Transport MOLIT),
#11 Doum-ro, Sejong Special Self-governing City
79. Ms. Park Sohyun Assistant Director, Air Traffic Division, Korea Office of
Civil Aviation, Ministry of Land, Infrastructure and
Transport MOLIT),
80. Mr. Jang Kyung Joon Assistant Director
Ministry of Land, Infrastructure and Transport
81. Mr. Kim Bong-jin Director of Air Navigation Meteorology Team
Aviation Meteorological Office
272 Gonghang-ro, Jung-gu, Incheon, Korea
82. Mr. Kim Yeong-hun Assistant of Director
Aviation Meteorological Office
19. SINGAPORE (13)
83. Mr. Kevin Shum Director-General
Civil Aviation Authority of Singapore
Changi Airport, PO Box 1, Singapore 918141
84. Mr. Kuah Kong Beng Director (Special Projects)
Civil Aviation Authority of Singapore
Changi Airport, PO Box 1, Singapore 918141
85. Mr. Ho Wee Sin Deputy Director (Teclmical Standards and Support)
Civil Aviation Authority of Singapore
Changi Airport, PO Box 1, Singapore 918141
86. Mr. Yeo Khung Hui Head ( ATM-APAC)
Civil Aviation Authority of Singapore
Changi Airport, PO Box 1, Singapore 918141

Att. 1-6
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
87. Mr. Shee Cheng Wah Chief (ATM1)
Civil Aviation Authority of Singapore
Changi Airport, PO Box 1, Singapore 918141
88. Mr. Ying Weng Kit Principal ATC Manager (Air Navigation Services Safety
& Security)
Civil Aviation Authority of Singapore
89. Mr. Soh Kar Seng Samuel Air Traffic Control Manager (Masterplan)
Civil Aviation Authority of Singapore
90. Mr. Tan Wei Yan Deputy Manager (Masterplan) (Performance
Management)
Civil Aviation Authority of Singapore
91. Ms. Lim Xu Ting Deputy Manager (ANS Policy)
Civil Aviation Authority of Singapore
92. Ms. Chiong Joyce Manager (Asia Pacific)
Civil Aviation Authority of Singapore
93. Mr. Vincent Hwa Deputy Director (Operations)
Civil Aviation Authority of Singapore
94. Ms. Low Yeu Shinq Head ANS Policy
Civil Aviation Authority of Singapore
95. Ms. He Peiru Senior ATC Manager (Masterplan)
Civil Aviation Authority of Singapore
20. THAILAND (14)
96. Dr. Chula Sukmanop Director General
Civil Aviation Authority of Thailand
333/105 Laksi Plaza, Khamphaeng Phet 6 Rd.,
Talad Bang Khen, Laksi, Bangkok 10210
97. Mr. Preeda Youngsuksathaporn Deputy Director General
Civil Aviation Authority of Thailand
98. Mr. Somchai Yimsricharoenkit Head of Aviation Meteorology Standard, ANS Dept.
Civil Aviation Authority of Thailand
99. Dr. Sarawoot Rungruengwajiake Air Navigation Services Standards Officer
Civil Aviation Authority of Thailand
100. Mr. Jakrin Kutantham Air Navigation Services Standards Officer
Civil Aviation Authority of Thailand
101. Mr. Chaiyuth Yuktirat Transport Technical Officer
Department of Airport
71 Soi Ngamduplee, Rama IV Rd., Tungmahamek,
Sathon, Bangkok 10120
102. Ms. Rassmee Damrongkietwattana Director of Aeronautical Weather Monitoring Sub-
division
Thai Meteorological Department
6th Floor ATC Complex, Suvarnabhumi Airport,
Bangphli, Samutprakarn, 10540
103. Dr. Amornrat Jirattigalachote Strategic Planning Assistant Manager Engineering)
Aeronautical Radio of Thailand Ltd.
102 Soi Ngamduplee, Tungmahamek, Sathon, Bangkok
10120

Att. 1-7
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
104. Ms. Saifon Obromsook Engineer Manager Safety Management System)
Aeronautical Radio of Thailand Ltd.
105. Mr. Pattharasit Phankrawee Air Traffic Engineering Manager
Aeronautical Radio of Thailand Ltd. AEROTHAI
106. Mr. Winyou Sriwong Senior Director, Air Traffic Management Network
Bureau, Aeronautical Radio of Thailand Ltd.
107. Mr. Santi Chatruprachewin Engineering Manager (Services Standards)
Aeronautical Radio of Thailand Ltd.
108. Ms. Nuanpan Leelawat Aerodrome Safety Speciailst, Aerodrome Safety Div.
Aerodrome Standardization and Safety Department
Airport Authority of Thailand
109. Capt. Anothai Thanapprapasr Chief Specialist, Research and Strategic Management
Department
Thai Airways International Public Company Limited
89 Vibhavadi Rangsit Road, Chatuchak, Bangkok
21. UNITED STATES (4)
110. Ms. Carey Fagan Director, Asia Pacific Area Office
Federal Aviation Administration – IAO
American Embassy – Singapore
27 Napier Road, Singapore 258508
111. Mr. Michael Watkins ATO Representative
Federal Aviation Administration – IAO
American Embassy - Singapore
112. Ms. Mary Jo Marzinzik Foreign Affairs Specialist
Federal Aviation Administration
800 Independence Ave, SW, Washington, DC 20591
113. Mr. Christopher Loring Manger, Next Gen International
Federal Aviation Administration
22. VIET NAM (7)
114. Mr. Nguyen The Hung Director, Air Navigation Department
Civil Aviation Authority of Viet Nam
119 Nguyen Son street, Long Bien District, Ha Noi
115. Mr. Nguyen Long Cong Deputy Director General
Vietnam Air Traffic Management Corporation
6/200, Nguyen Son Street, Be De Ward,
Long Bien District, Ha Noi City, Viet Nam
116. Mr. Be Hoan Nhat Director of CNS Department
Vietnam Air Traffic Management Corporation
117. Mr. Nguyen Kien Manh Director of Viet Nam Aeronautical Information Centre,
Vietnam Air Traffic Management Corp.
118. Mr. Bui Ha Thanh Director of Air Traffic Services Department
Vietnam Air Traffic Management Corporation
119. Mr. Nguyen Tra Vinh Airport Operation Control Executive
Airport Coporation of Vietnam
Hochiminh City
120. Mr. Dang Bao Quoc Deputy manager Safety Division - Safety and Sercurity
Department
Airports Corporation of Vietnam

Att. 1-8
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
INTERNATIONAL ORGANIZATIONS
1. AAPA (2)
121. Mr. Martin Eran Tasker Technical Director
Association of Asia Pacific Airlines
Kuala Lumpur, Malaysia
122. Mr. Desmond Yeoh Manager – Technical Affairs
Association of Asia Pacific Airlines
Kuala Lumpur, Malaysia
2. CANSO (1)
123. Mr. Hai Eng Chiang Director Asia Pacific Affairs
Civil Air Navigation Services Organization
Asia Pacific Office, PO Box 1 Singapore 918141
3. EUROCONTROL (1)
124. Mr. Rob Peters Senior Manager
EUROCONTROL
96 Rue de la Fusée, 1130 Brussels, Belgium
4. IATA (5)
125. Mr. Blair Cowles Regional Director, Safety and Flight Operations-ASPAC
IATA, 80 Pasir Panjang Road, #20-81 Mapletree
Business City, Singapore 140168
126. Mr. David Rollo Assistant Director, Safety and Flight Operations-ASPAC
IATA, 80 Pasir Panjang Road, #20-81 MapleTree
Business Center, Singapore 117372
127. Mr. Yang Honghai Regional Director, Safety and Flight Operations,
North Asia, IATA,
3F, China Digital Harbor, No.1 Wangjing North Road,
Beijing 100102, China
128. Mr. Yoshika Imawaka Executive Advisor, Government & Industrial Affairs
ANA Holding Inc.
Shiodome City Center, Tokyo, 105 7140, Japan
129. Mr. Junji Naito Manager, Government & Industrial Affairs
ANA Holding Inc.
Minato-ku, Tokyo 105-7140, Japan
5. ICCAIA (2)
130. Mr. John A Moore Director, Government Affairs, Washington, DC Boeing
Global Services, Jeppesen, Aviation Technology &
Regulatory Standards
55 Inverness Drive East, Englewood, CO 80112, USA
131. Mr. Harald Illias VP Sales Transportation Segment Asia Pacific
Nokia
438B Alexandra Road, Singapore
6. IFAIMA (1)
132. Ms. Ariungerel Purev APAC Regional Director of IFAIMA
PO.B 59 Ulaanbaatar, Mongolia 17120
7. IFALPA (1)
133. Captain Bhudhibhuntu Teinwan APAC Safety and Technical Advisor
IFALPA

Att. 1-9
 LIST OF PARTICIPANTS

NAME TITLE/ORGANIZATION
8. ICAO Headquarters (2)
134. Mr. Chris Dalton Chief, Airspace Management & Optimization Section,
Air Navigation Bureau
International Civil Aviation Organization
Headquaters
135. Mr. Raza Ali Gulam Regional Programme Officer
International Civil Aviation Organization
Headquaters
ICAO Council (2)
136. Capt. Claude Hurley President, Air Navigation Commission
Permanent Mission of Canada to ICAO
Montréal, Quebec, Canada H3C 5J9
137. Ms. Isabelle Monnier Chair ANC/SRP
French Mission on ICAO Council
Montréal, Quebec, Canada H3C 5J9
ICAO Regional Office (14)
138. Mr. Arun Mishra Regional Director
International Civil Aviation Organization
139. Mr. Manjit Singh Regional Deputy Director
International Civil Aviation Organization
140. Mr. Raphael Guillet Chief of the Asia and Pacific Regional Sub-Office
No.9 Erwei Road,Shunyi District, Beijing China
141. Mr. Li Peng Regional Officer, Communications, Navigation and
Surveillance, International Civil Aviation Organization
142. Mr. Len Wicks Regional Officer, Air Traffic Management
International Civil Aviation Organization
143. Mr. Peter Dunda Regional Officer, Aeronautical Meteorology
International Civil Aviation Organization
144. Mr. Shane Sumner Regional Officer, Air Traffic Management
International Civil Aviation Organization
145. Mr. Punya Raj Shakya Regional Officer, Aerodrome and Ground Aids
International Civil Aviation Organization
146. Mr. SM Nazmul Anam Regional Officer, Flight Safety
International Civil Aviation Organization
147. Mr. Luo Yi Regional Officer, Communications, Navigation and
Surveillance, International Civil Aviation Organization
148. Ms. Zhou Ying Associate Air Traffic Management/Aeronautical
Information Management
International Civil Aviation Organization
149. Mr. Han Chee Chew Air Traffic Management Officer
International Civil Aviation Organization
150. Mr. Erdenebaatar Davaasuren Aeronautical Information Management (AIM)
International Civil Aviation Organization
151. Mr. Steven Ka Ho Pang Regional Officer, Aerodrome and Ground Aids
International Civil Aviation Organization

Att. 1-10
 ATTACHMENT 2 to the APANPIRG/30 Report

THITIETH MEETING OF THE ASIA/PACIFIC AIR NAVIGATION PLANNING AND

IMPLEMENTATION REGIONAL GROUP (APANPIRG/30)

OPENING REMARKS BY

MR. ARUN MISHRA

REGIONAL DIRECTOR, ICAO ASIA AND PACIFIC OFFICE
04 NOVEMBER 2019

 Directors General & Heads of Delegations

 Chairman and Vice Chairmen of APANPIRG
 Chairmen of contributory bodies of APANPIRG
 Distinguished members of the States’ Delegations
 Members of International Organizations, Participants, Colleagues
 Ladies and Gentlemen

1. Good Morning and welcome to the 30th Meeting of APANPIRG. We are very happy to note that
we have about 151 participants from 24 States and 8 International Organisations. I would like to introduce
Capt. Claude Hurley, President, Air Navigation Commission, Ms. Isabelle Monnier, Air Navigation
Commissioner, Mr. Chris Dalton and Mr. Raza Ali Gulam from the Air Navigation Bureau, who are here
from Montreal to support this meeting. While the large number of participants are always welcomed by
the Regional Office I must apologize in advance for any inconvenience faced by the participants due to
limitation of space and facilities during this conference.

2. As you all know, ICAO is celebrating its 75th year of Anniversary through various programme
throughout the regions. I thank the DG of Nepal and the Government of Nepal for its great efforts to
lead our global celebratory activities to mark our 75th Anniversary through the hoisting of the ICAO
Flag on Mount Everest. Other regions of ICAO also arranged various commemorative events which
have been showcased in the 40th Assembly last month as well through a video played before the opening
of the meeting today.

3. While 2019 is ICAO’s 75th Anniversary year, and normally an occasion to appreciate the very
storied and accomplished history of the international civil aviation sector, we are also using this
occasion to focus our sector’s attention on the issues and developments surrounding the revolutionary
innovations now emerging globally in terms of new aircraft and operations.

4. This includes the millions of smaller drones now being operated toward a variety of new and
unexpected purposes around the world today, as well as many other aircraft types which will fly higher,
lower, faster, and even much slower than those we manage today.

5. At one end of this spectrum we’ll see the smaller drones navigating residential and urban
environments to deliver goods, along with urban air mobility. And at the other, sub-orbital planes will
be moving at super- or hyper-sonic speeds and at altitudes well beyond what we now know as

Att. 2-1
‘controlled airspace’, seeking safe and efficient flight paths alongside new commercial space
operations.

6. While some of these new vehicles will do what aircrafts have traditionally done – transport
people and goods – many will also be providing new services which are entirely new aviation
deliverables, such as internet access and other forms of communications or geolocation support.

7. The application of Artificial Intelligence and Block-Chain technology to these technologies and
operations further adds to the complexity of aviation’s current innovation challenges.

8. As aviation’s standard setter, it is ICAO’s role to anticipate, enable, and guide this evolution.
We must help to foster innovation in all its forms, but at the same time safeguard the basic
interoperability that has made air transport such an incredible force for peace, prosperity, and economic
growth in the world.

9. I also wish to emphasize that innovation should not be a priority only for the developed
countries. In fact, developing countries stand to benefit significantly, as innovation will help them to
leapfrog many legacy systems and approaches.

10. We successfully concluded the 56th Conference of Directors General of Civil Aviation, which
was held in Nepal from 19 to 23 August 2019, attended by 324 delegates from States and International
Organizations, the second largest participation in the history of the APAC DGCA Conference. The
Conference endorsed 36 Action Items.

11. The 40th ICAO Assembly successfully concluded on 4 October 2019 and endorsed among
others, the Sixth Edition of Global Air Navigation Plan and Third Edition of the Global Aviation Safety
Plan.

12. In my opening remarks today, I would not to go into the details of the wonderful work done by
the various subgroups supported by staff of Regional Office, as these reports will be presented during
the course of the meeting by the respective sub-groups. However, I would like to highlight some major
developments since the last APANPIRG meeting, as this will provide a good background for the
discussions to follow during the next few days.

13. Following the 39th ICAO Assembly, we in ICAO have taken significant steps to improve the
implementation of our strategic objectives. We have developed operating plan and business plan and
align the activities of Regional Office with the ICAO HQs within this framework. We have also
received generous support from some of the States in terms of secondments, which has certainly
strengthened our capacity towards attainment of our strategic objectives including our flagship program
of No Country Left Behind.

14. ICAO is closely coordinating with the various bodies within the United Nations system to
establish linkages between our strategic objectives with those of the UN Sustainable Development
Goals for 2030. The objective is to bring in support and establish synergies for our ongoing programs
from other UN agencies and International organizations.
15. For Asia Pacific, 2018 has been a reasonably good year for safety record statistics. The number
of accidents attributable to States/administrations in the APAC region in 2018 was 14, down from 20
in 2017, accompanied by the increase in APAC’s air traffic volume from 10.95 million departures in
2017 to 11.61 million departures in 2018. Our region with 34.2% global traffic had an accident rate of
1.21 in 2018 as compared to global average of 1.75 per million departures.

Att. 2-2
Ministerial Conference:

16. The First APAC Ministerial Conference on Civil Aviation, which was held in Beijing, China
from 31 January to 1 February 2018, had set time bound goals now known as Beijing Declaration, which
gave us a clear direction to strive for improving our aviation system. The targets agreed are not easy
and would require a concerted cooperative approach to achieve them. We now have an opportunity to
review our progress against the targets set and to work towards the Second APAC Ministerial
Conference on Civil Aviation. A separate working paper will be presented later to discuss the progress
made by States/Administrations on Beijing declaration commitments in the field of Air Navigation
Services.

17. We are also coordinating with the Host State India for organizing the Second Asia/Pacific
Ministerial Conference on Civil Aviation, which will be held tentatively in third quarter of 2020.

Challenges in ATM:

18. The progress of implementation of the Seamless ATM Plan has been well behind expectations,
with only one of the ten priority elements achieved thus far and some elements such as Aeronautical
Information Management woefully lagging. Despite the best efforts of the Regional Office and the
Contributing Bodies, it appears that resources and appropriate actions have not been undertaken to
achieve even the priority Block ‘Zero’ and Regional elements. From this poorly advanced position,
we now face the first year of the Global Air Navigation Plan’s Block 1 elements, which have been
integrated into a renamed Asia Pacific Seamless ANS Plan.

19. This week you will hear about continuing problems with safety reporting from RASMAG. You
will also be apprised of our region’s safety hot spots, which require urgent attention by senior decision-
makers, as the vertical safety achievement by most of the region has been suboptimal. However, you
will also note the improvement in reducing the incidence of non-approved RVSM aircraft, which can
in part be traced to the firm policies on this matter by APANPIRG/28.

20. The ATM/SG will report initiatives in East Asia, and in particular by China, to improve air
traffic capacity and better manage civil/military cooperation. Unfortunately, our region continues to be
challenged by sub-optimal civil/military cooperation practices in many parts, with resulting safety and
efficiency issues, such as the short-notice operation of ballistic launch and space-re-entry activity. The
ATM/SG will also deliver significant guidance material in the form of updated regional plans for AIM,
ATM contingency planning and SAR, and the regulation of UAS operations, in addition to the new
Seamless ANS Plan. The difficult area of FIR review will also be discussed.

Achievements in CNS

21. The Launching ceremony for CRV project in APAC Region was conducted in May 2019.
Presently, 12 cities in 7 States/Administrations have operations over CRV, 4 States planned to join this
year, 6 States, in addition Bahrain and Russia, have planned to join in 2020.

22. 11 ATS Unit pairs implemented AIDC and additional 27 pairs are on trials. The graphical
presentation of AIDC implementation status has been made with assistance of CAA Singapore.

23. The regional SWIM implementation philosophy and APAC SWIM roadmap have been
developed and two test platforms have been established in the region. The ASEAN SWIM

Att. 2-3
Demonstration is planned for 11-15 November in Bangkok and Singapore. A SWIM educational video
has been developed by this Office.

Aerodrome Certification

24. Some States in our region are facing significant challenges in the implementation of
international/national requirements for certification of aerodromes. 42 among 283 aerodromes used for
international operations in the region are yet to be certified. As you are aware that the deadline set by
the Beijing Declaration for this goal is December 2020.

Airport CDM

25. Asia Pacific Airport Collaborative Decision Making Task Force (APA-CDM/TF) developed a
Regional Guidance on Airport CDM Implementation Plan, which has been endorsed by the AOP/SG/3
Meeting and now available in ICAO APAC Website. This plan will be one of the integral parts of the
Seamless ANS Plan.

Aeronautical Meteorology

26. In the field of aeronautical meteorology, APANPIRG members continued during 2018-2019 to
progress activities facilitating the regional implementation of ICAO SARPs, contributing towards the
safety, regularity and efficiency of international air navigation.

27. We look forward to expanding International collaborative efforts in the APAC region, such as
those delivering more harmonized SIGMET information for flight safety and providing much needed
capacity building opportunities for developing States. In support of aviation’s transition to the SWIM
environment, APAC States/Administrations will need to step up efforts in order to fully meet
obligations for MET information exchange in IWXXM form.

28. I wish to point out that, this month we will see the commencement of operations by the global
network of space weather centres designated by ICAO to monitor and provide advisory information on
space weather phenomena expected to affect communications, navigation and surveillance systems
and/or pose a radiation risk to aircraft occupants.

Empowerment to APANPIRG Subgroup

29. APANPIRG/27 endorsed and established the empowerment of APANPIRG Subgroups to

approve their own Conclusions and Decisions on technical/operational matters. The Working Group
established by the APANPIRG/28 reviewed this policy and outcomes of the review presented at
APANPIRG/29 last year, which revealed that the empowerment principle has been working well. This
fundamental change provide opportunity for APANPIRG to devote more time in deliberating on issues
relating to slow implementation progress, inadequate provision of resources, forging new partnerships
and collaborative arrangements to achieve the goal of overall uniform and sustainable development of
APAC Region as the largest aviation region. Therefore, we need to focus on the higher level issues that
inevitably have political, economic or environmental consequences, and try not to duplicate technical
and operational discussion that should be managed by the Subgroups. Keeping in mind these changes,
it is imperative that the profile of the APANPIRG participants would need some changes. We would
require more participation from senior decision makers like the DGCAs and the Heads of ANSPs as we
will move away from discussing the ANS technical issues and their solutions to the area of
implementation of solutions agreed by the contributory bodies.

Att. 2-4
30. Over the last few years we have been trying to foster a closer relationship and coordination
between APANPIRG and RASG. Annual coordination meetings with Chairs of RASG and APANPIRG
along with back to back meeting format of APANPIRG and RASG are one of the few initiatives. In this
meeting the Secretariat will present a Paper on achieving further integration of RASG and APANPIRG
meetings by proposing some fundamental changes in the meeting format for the two bodies. I expect a
lively discussion on this paper and request all of you to share your thoughts and views in an open and
frank manner.

31. I would also like to mention that the Akara corridor matter is progressing well with three
Technical Working Group meetings fully supported by China, Japan and Republic of Korea held earlier
this year. The fourth meeting is scheduled here from 7th Nov. A progress report would be presented later
in the meeting.

32. During the meeting we would also update you on the completion of a significant work done by
ICAO this year to comprehensively assess the needs of the Pacific Small Island States and formulate
solutions to improve their aviation capacity and capabilities. I would request all of you to lend a helping
hand to implement the recommendations made in the report.

33. This year while we have lesser number of WPs and IPs but their quality is of very high standard
for which we are thankful to the contributors and I am confident that these Papers would stimulate
constructive and useful discussions for our benefit. Today we are going to elect the new Chairs and
Vice Chairs of the APANPIRG. I would like to thank the Chair of APANPIRG Mr. Graeme Harris for
his tremendous support and guidance as well as Vice Chairs Mr. Kevin Shum and Simon Li. I would
also extend my appreciation to Chairs and Members of the various subsidiary bodies working under the
APANPIRG for their significant contributions. Further I would like to acknowledge the hard work put
in by the staff of the Regional Office and the Regional Sub-Office to organize the various meetings and
facilitate implementation of the decisions of the APANPIRG.

34. In conclusion, whether we are talking about aviation safety or security, seamless skies, or any
other aspect of international civil aviation, consistent and timely progress requires total and unfettered
cooperation and collaboration. The global air transport system as we know it today was built on
cooperation among Member States and Industry partners. In recent years, the emphasis has been on
promoting partnerships between States and regional bodies, as well as with industry, where much of the
expertise resides. Always, the result is to provide users with the safest and most efficient mode of
transportation possible.

35. This year, like in previous year, aviation regulator, service providers and industries are also
participating in our programme either through sponsoring for meeting activities and/or installing their
booths to demonstrate their products and services that can be used for safety and efficiency of air
navigation services. Our sincere thanks to all of them.

With these words I would wish all of us a very successful meeting and for the delegates a pleasant stay
in Bangkok.

Thank you.

————————

Att. 2-5
 ATTACHMENT 3 to the APANPIRG/30 Report

THIRTIETH MEETING OF THE ASIA/PACIFIC

AIR NAVIGATION PLANNING AND IMPLEMENTATION
REGIONAL GROUP (APANPIRG/30)
Bangkok, Thailand, 4 to 6 November 2019

LIST OF WORKING PAPERS AND INFORMATION

Agenda Presented
Paper No. Title
Item by
WORKING PAPERS

WP/01 - Adoption of the Provisional Agenda Secretariat

WP/02 1A Where does APAC Stand with the Beijing Declaration Secretariat
Commitments?
WP/03 1B.1 Review of the actions of the Air Navigation Commission Secretariat
on the Report of the APANPIRG/29
WP/04 1B.1 Review of the action taken by the ANC and the Council on Secretariat
the Consolidated Report on PIRGs and RASGs (April 2018
to March 2019)
WP/05 1B.2 Status of implementation of APANPIRG/29 Conclusions Secretariat
and Decisions
WP/06 1B.3 Status of implementation of APANPIRG outstanding Secretariat
Conclusions and Decisions
WP/07 1E Report of the Sixth Regional Coordination Meeting of Secretariat
Revision 1 PIRG and RASG
WP/08 1E RASG/8 and APRAST 13-14 Meeting Outcomes Secretariat
WP/09 3.1 Report on the Third Meeting of AOP Sub Group Chairman of
AOP/SG
WP/10 3.2 ATM Subgroup Outcomes Secretariat
Revision 4
WP/11 3.3 RASMAG and FIT/ASIA Outcomes Secretariat

WP/12 3.4 Report on the Twenty Third Meeting of CNS Sub-Group Chairman of
CNS SG
WP/13 3.5 Meteorology Sub-Group Report Chairman of
MET SG
WP/14 4 Status of Air Navigation Deficiencies in the Asia/PAC Secretariat
Revision 2 Region
WP/15 5 APANPIRG Work Programme 2020-2021 Secretariat

WP/16 1A Supporting Implementation of the Beijing Declaration CANSO

Att. 3-1
 Agenda Presented
Paper No. Title
Item by
WP/17 1E CANSO Standard of Excellence in Air Navigation Services CANSO
– Safety

WP/18 3.2 India’s Plan and Progress on Implementation of ADS-B India

Surveillance Data Sharing with Neighboring States for
Seamless ATM
WP/19 3.4 Significance of Harmonization toward Realization of TBO Japan
over SWIM
WP/20 3.1 Global Standards Related to the Design, Certification and Indonesia
Operations of Water Aerodromes
WP/21 3.4 AIDC Implementation in Singapore and Adjacent States Singapore

WP/22 6 Enhanced Industry Engagement at APANPIRG the United

States
WP/23 6 APANPIRG Procedural Handbook Secretariat
Revision 1
WP/24 6 Way Forward for Asia/Pacific Air Navigation Planning Secretariat
Revision 1 and Implemetation Regional Group & Regional Aviation
Safety Group Meetings

WP/25 1C Terms of Reference of PIRGs and RASGs Secretariat

WP/26 2 Paper Changed to IP/17 Secretariat

WP/27 2 Identification and Reporting of Common Challenges Secretariat

Experienced at the Regional Level

WP/28 1D PIRGs and RASGs Global Symposium – Innovation Secretariat

WP/29 6 Update on the Fukue-AKARA Corridor in the Incheon Secretariat

Flight Information Region

Att. 3-2
 LIST OF INFORMATION PAPERS

Agenda Presented
Paper No. Title
Item by
INFORMATION PAPERS
IP/01 List of Papers Secretariat
—
Revision 2
IP/02 3.1 Implementation of Airport Collaborative Decision Making India
(ACDM) in India
IP/03 3.2 Implementation of Cross Border Air Traffic Flow India
Management
IP/04 3.2 The Long-Term Vision for the Future Air Traffic Systems Japan
of Japan (CARATS)
IP/05 3.2 RNP APCH Chart Identification from RNAV to RNP Republic of
Korea
IP/06 3.2 FAA UAS Symposium the United
States
IP/07 3.4 CRV and FTI Implementation Status of India India

IP/08 3.4 Detrimental Behavior of Ionosphere and GBAS India

Implementation
IP/09 3.4 Implementation of Space Based ADS-B Data Services India
over Oceanic Region of Indian FIRS
IP/10 1E Workshop on Building Effective Safety Oversight of the United
Aeronautical Information Services (AIS) and Aeronautical States
Information Management (AIM)
IP/11 3.2 Initiatives to Optimize Airspace Capacity in Hong Kong Hong Kong
FIR China
IP/12 2 Update on Space-Based VHF Voice Communications Singapore
Service
IP/13 2 Trial Results and Observations for Direct Controller-Pilot Singapore
Communications (DCPC) SATVOICE
IP/14 3.2 Civil/Military Cooperation and Flexible Use of Airspace in India
India
IP/15 3.2 Enabling Safe and Secure Operation of Unmanned Aircraft India
Systems (UAS) in India
IP/16 3.4 Seminar on Flight Inspection and Procedure Validation Secretariat
IP/17 2 Report on the Outcomes of the Thirteenth Air Navigation Secretariat
Conference (AN-Conf/13)
IP/18 3.4 Ensuring Preparedness for the U.S. 2020 ADS-B Equipage the United
Mandate States

————————

Att. 3-3
 ATTACHMENT 4 to the APANPIRG/30 Report

APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*

C 30/1 2020 PIRGs and RASGs That, given the rapid pace of innovation in aviation ICAO RO State Letter 30 November
Global Symposium – and the important role that PIRGs and RASGs play in 2019
A&B Innovation facilitating proper planning and facilitate the
implementation of the relevant innovations in a
coordinated and timely manner, it is imperative that:

a) APAC States identify and propose innovation APAC States Action in As soon as
activities to ICAO that they are aware of in their State and accordance with practicable
or Region that may be of global interest to facilitate Administrations the Conclusion.
planning by March 2020;

b) Propose topics for discussion during

PIRG/RASG Symposium related to innovation by
March 2020;

c) States plan participation in the PIRG/RASG

Global Symposium and Second ICAO Innovation Fair
to be held in Montréal tentatively from 26 to 30
October 2020;

d) The Chairpersons of APANPIRG and RASG- Chairperson of Action in 25 Oct. 2020

APAC plan attendance of the first meeting of the APANPIRG accordance with
ICAO PIRG/RASG Global Coordination Group, the Conclusion.
tentatively scheduled for 25 October 2020.

Att. 4-1
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*
C 30/2 Identification and That, there is a need for the PIRGs and RASGs to ICAO RO Format included Included the
Reporting of Common review the format of presentation of common in APANPIRG format as
A&B Challenges Experiences challenges experienced in the regions and report Procedural Attachment
at the Regional Level thereon in a detailed standardized and harmonized Handbook D to the draft
way and therefore it was concluded that the meeting: APANPIRG
Procedural
a) agree to the format of reporting regional Handbook,
challenges as contained in Appendix A to the Report 6th Edition
on Agenda Item 2; and

b) report the regional challenges identified in the

format proposed.

Att. 4-2
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*

D 30/3 Proposal for Amendment That, ICAO RO State Letter 30 November

of APA-CDM/TF TOR a) Airport Collaborative Decision Making Task 2019
A&B Force (APA-CDM/TF) completed all tasks assigned
under its existing Terms of Reference;
b) Only some airports implemented A-CDM
among 51 international airports (as per Asia/Pacific
Seamless ATM Plan) that need to implement A-CDM;
c) Some States raised their needs to APA-
CDM/TF for getting assistance in A-CDM
implementation;
d) The meeting also discussed and agreed that Notified APA- As soon as
some additional tasks were necessary to be performed CDM/TF practicable
by the Task Force as presented at Attachment A to
the Appendix C to the AOP/SG/3 Report;
e) The APA-CDM/TF meeting decided to
recommend the Option a) as stated in APA-
CDM/TF/4-WP/09 (para 4.5 (a) of the AOP/SG/3
Report) for extending the APA-CDM/TF for two
years till November 2021; and
f) Airport Collaborative Decision Making Task APAC States To note the ToR As soon as
Force (APA-CDM/TF) TOR placed in Appendix A to and amendment practicable
the Report on Agenda Item 3.1 be amended in order to administrations
assist States in harmonising implementations of A-
CDM at high density international aerodromes and
meeting performance expectations as per Asia/Pacific
A-CDM Implementation Plan.

Att. 4-3
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*
C 30/4 Certification of That, the Ministers of Asia and Pacific States committed to certify all ICAO RO State Letter 30 November
aerodromes used for international operations by 2020 through the Beijing
aerodromes used for Declaration. The AOP/SG monitors the aerodrome certification 2019
A&B international operations implementation commitment of the Beijing Declaration and reports
progress to the annual APAC DGCA Conference through the APANPIRG.
in Asia Pacific States States and Aerodrome Operators should take effective actions on Action
Item 55/42 agreed at the 55th Conference of the APAC DGCA.
In view of above, the Meeting:
APAC States Action in Before 31
a) Urged States and their Aerodrome Operators that have yet to certify
aerodromes used for international operations to take an effective action on and accordance with Dec. 2020.
the 55th DGCA Action Item 55/42; Administrations the Conclusion
b) Urged States to provide periodic updates on the progress of the
certification of aerodromes to the ICAO APAC Office;
c) Urged States that have not published the status of certification of Before 31
aerodromes in State’s AIP to publish the status as soon as possible in Dec. 2019
accordance with Annex 14 Vol I (para. 2.13.1), PANS-Aerodromes (para.
2.3.7) and Appendix 2 to PANS-AIM (Doc 10066);
d) Agreed that, if any aerodrome used for international operations fails to
obtain an aerodrome certificate from the Regulatory Authority by fulfilling
ICAO Annex 14 requirements under the aerodrome certification process
by 2020, or fails to maintain the aerodrome certificate already obtained,
will be subject to being included on the APANPIRG AOP Air Navigation
Deficiency list against para. 1.4 (certification of aerodromes) of the Annex
14, Volume I;
e) Agreed that, if any States fail to achieve the target of the Beijing
Declaration on certification of aerodromes by 2020 will be subject to
being included on the APANPIRG AOP Air Navigation Deficiency list
against para. 1.4 of the Annex 14, Volume I;
f) Agreed that, if any States fails to publish the status of certification of
aerodromes in State’s AIP by December 2019 will be subject to being
included on the APANPIRG AOP Air Navigation Deficiency list against
ICAO Annex 14 para. 2.13.1 a), PANS-Aerodromes, para. 2.3.7 and
Appendix 2 to PANS-AIM.

Att. 4-4
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*

C 30/5 Asia/Pacific Seamless That, given the urgency and priority of Air Navigation ICAO RO Upload 15 November
ANS Plan Service (ANS) planning and modernization, and the Seamless ANS 2019
A&B lack of progress in implementing the Aviation System Plan V3.0 to the
Block Upgrade (ASBU) Block 0, Asia/Pacific States website; State
are urged to: Letter
(1) review Version 3.0 of the Asia/Pacific Seamless
APAC States Review the Plan As soon as
ANS Plan appended as Appendix A to the Report on
and and develop a practicable
Agenda Item 3.2; and
Administrations NANP
(2) consider utilising the Asia/Pacific Seamless ANS
Plan to develop a National Air Navigation Plan
(NANP) after considering the NANP Template at
Appendix B to the Report on Agenda Item 3.2, to
enable timely implementation of applicable Seamless
ANS elements.

Att. 4-5
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*
C 30/6 ICAO HQ Support for That, ICAO HQ is invited to: ICAO RO IOM 15 November
Regional ANS (1) given the greatly increased number and complexity 2019
A&B Implementation of Aviation System Block Upgrade (ASBU) elements in ICAO HQ Review
the draft 6th Edition of the Global Aviation Navigation implementation 31 December
Plan (GANP), the redefinition of ASBU Block 0 strategy for the 2019
elements that were expected to be completed by 2019, 6th Edition of
and the need for more detailed and comprehensive the GANP,
guidance provided on the ASBU Portal for each element consider extra
than is currently provided, consider: resources, tools
(i) the consequences for States of different capabilities and training
to ensure that the No Country Left Behind (NCLB) required for the
policy is fully considered; and States and
(ii) the extra resources, tools and training required to resources for
enable States to be able to understand, review, the ROs, take
determine priorities and costs/benefits, and implement into account the
the applicable ASBU elements; and Seamless ANS
(2) ensure that the redevelopment of the Regional Air Plan when
Navigation Plan Volume III templates allow the developing the
Asia/Pacific Seamless Air Navigation Service (ANS) Vol. III
Plan to be fully incorporated into Vol. III without template, and
amendment; and urgently
(3) ensure an urgent upgrade of the electronic regional provide the
ANS Monitoring and Reporting Scheme to: necessary
(i) allow States to electronically submit data related to resources to
the Seamless ANS Plan and its subsidiary plans; and allow an update
of the
(ii) ensure the ICAO Regional Office can amend
monitoring
online elements, metrics and priorities, consistent with
APANPIRG endorsements. system

Att. 4-6
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*

C 30/7 Asia-Pacific ATM That, States are urged to consider: ICAO RO Upload ATM 15 November
Performance PFM to the 2019
1. analysing the Asia/Pacific ATM Performance
A&B Measurement website; State
Measurement Framework (ATM PFM) at Appendix C
Framework Letter
to the Report on Agenda Item 3.2;
2. tailoring the ATM/PFM according to their own APAC States Review the July 2020
conditions, as appropriate; and ATM PFM,
3. promoting the ATM PFM through encouraging the Administrations consider
stakeholders to initiate their own performance implementation
measurement practice; and reporting,
and the means
4. when time and condition permit, publish a report, by which a
supporting the initiative to conduct a trial of the first demonstration
phase for the initial performance measurement work; platform can be
and developed so
5. the means by which to guide the stakeholders to this can be
perform analysis and manage improvement internally, suggested to the
for example, develop a comprehensive information ATM/SG/8.
demonstration platform for performance measurement
to gather data, display outcomes with computerised
support tools and technology documents as
appropriate.

Att. 4-7
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*
C 30/8 Recovery of Lost Revenue That, concerned States are urged to carefully consider ICAO RO State Letter 15 November
due to Airspace Closure enacting any ANS pricing changes aimed at 2019
A&B recovering revenue lost during the 2019 Pakistan APAC States Note the
airspace closure. Should any States be considering and principle and As soon as
such a move the meeting urges those States to enter Administrations Doc 9082 practicable
into full and transparent consultations with airspace expectations
users and their representative bodies in accordance established
with ICAO Doc 9082 prior to any decisions being
made.

D 30/9 Dissolution of the That, noting that the APUAS/TF has met its objective, ICAO RO State Letter 15 November
APUAS/TF and any residual tasks had been reassigned to the 2019
A&B Secretariat, the APUAS/TF be dissolved.

Att. 4-8
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*

C 30/10 Ballistic Launch and That, States are urged to: ICAO RO State Letter 15 November
Space Re-Entry 2019
1. Comply with Asia/Pacific Seamless ANS Plan
A&B Notification and
provisions for advance notification of ballistic launch
Response APAC States Note and As soon as
and space re-entry activities;
and comply with the practicable
2. Ensure that, in addition to the coordination Administrations regional
specified in Annex 11, and in the Asia/Pacific expectations
Seamless ANS Plan, all notifications for ballistic established
launch and space re-entry are addressed to:
a) the ATC Centres in Charge of all affected
Flight Information Regions; and
b) the International NOTAM Office of all affected
Flight Information Regions; and
3. Ensure that NOTAMs are promulgated and tactical
coordination undertaken for the management of
affected airspace and traffic, immediately on receipt of
notification from another State, and on receipt of any
notification of changes or cancellation.

D 30/11 Amend FIT-Asia Terms That, the amended FIT-Asia Terms of Reference in ICAO RO State Letter 15 November
of Reference Appendix A to the Report on Agenda Item 3.3 be 2019
A&B adopted.
APAC States To note the ToR As soon as
and amendment practicable
Administrations

Att. 4-9
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*
C 30/12 Asia/Pacific Regional That, noting: ICAO APAC State Letter 20 December
FIXM Extension for 1. the need for interoperable system-to-system RO 2019
A&B ATFM information exchange to support the implementation
and automation of cross-border ATFM in the
Asia/Pacific Region; and

2. the data attributes included in the Asia/Pacific

FIXM version 4.1 Extension were endorsed by
ATFM/SG.
APAC States Action in
The Asia/Pacific FIXM version 4.1 Extension and accordance with
described and provided in Appendix A to the Report Administrations the Conclusion
on agenda item 3.4 be adopted and uploaded to the
ICAO APAC Regional Office website for immediate
use by Asia/Pacific Administrations, where the
capability to do so exists, for cross-border ATFM
information exchange.

C 30/13 Direct controller-pilot That, States who are interested in direct controller- ICAO APAC State Letter 20 December
communication pilot communication (DCPC) SATVOICE services RO 2019
A&B SATVOICE Trials are encouraged to conduct DCPC SATVOICE trials to
verify its performance.
APAC States Action in
and accordance with
Administrations the Conclusion

Att. 4-10
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*

C 30/14 Asia/Pacific Regional Considering ICAO provided a guidance and template ICAO APAC State Letter 6 December
Transition Plan for RNP on transition planning for RNP approach chart RO 2019
A&B APCH Chart identification,
Identification from That,
RNAV to RNP a) The Asia/Pacific Regional Transition Plan for APAC States Action in
RNP APCH Chart Identification from RNAV to RNP and accordance with
in Appendix B to the Report on Agenda Item 3.4 be Administrations the Conclusion
adopted as a regional plan for RNP APCH chart
identification transition;
b) ICAO Regional Office coordinate with ICAO PBN
Programme Office for the inclusion of the plan in the
Global Dashboard for the progress monitoring;
c) ICAO PBN Program Office to confirm that a
global contingency plan has been developed and
coordinated with all Regional Offices and with the
major data houses;
d) ICAO PBN Programme Office to provide an
updated version of the Asia/Pacific Regional
Transition Plan for RNP APCH Chart Identification
from RNAV to RNP to ICAO Regional Office;
e) ICAO Regional Office to publish the plan on the
ICAO Regional Office website; and
f) States develop their transition plan and implement
the chart identification transition according to their
designated slots.

Att. 4-11
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*
C 30/15 Revised Surveillance That, the Revised Surveillance Strategy for the APAC ICAO APAC Posted on 6 December
Strategy for the APAC Region provided in Appendix D to the Report under RO APAC Website 2019
A&B Region agenda item 3.4 be adopted. and State letter
to notify States

D 30/16 Updated terms of That, APANPIRG approves the updated terms of ICAO MET SG ToR On Council’s
reference and work plan reference and work plan of MET SG at Appendix A published in approval of
A&B of MET SG to the APANPIRG/30 Report on Agenda Item 3.5. updated proposed
APANPIRG updates to
Procedural APANPIRG
Handbook ToR/
Procedural
Handbook

Att. 4-12
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*

C 30/17 Implementation of That, all Member States/Administrations: ICAO State letter November
IWXXM 2019
a) Arrange for the dissemination of the required States and Implementation
A&B
meteorological information in IWXXM GML form, in Administrations of: a) SARPs
accordance with Amendment 78 to Annex 3; related to
b) Implement only Version 3 of IWXXM for the IWXXM;
exchange of the required meteorological information b) IWXXM V3
on operational networks from 5 November 2020; (or later);
c) AMHS with
c) Implement Air Traffic Services (ATS) Message FTBP/IHE
Handling System (AMHS), with File Transfer Body supporting
Part (FTBP) the Interpersonal Message (IPM) IWXXM
Heading Extension (IHE) to support the exchange of messages <=
IWXXM, including support for IWXXM reports of a 4MB and FTBP
maximum size of 4MB and FTBP of maximum 2MB; <= 2MB;
d) AFS links
d) Ensure there is adequate capacity in the supporting MET
operational AFS links to support the exchange of the in IWXXM and
required meteorological information in both IWXXM TAC form;
GML form and TAC from; e) Cyber risk
e) Consider putting in necessary protection against management (for
cyber security, and IWXXM); and
f) National plans
f) Implement the necessary changes (above) as a for IWXXM
priority at the APAC ROCs and RODBs. readiness at
ROCs/RODBs

Att. 4-13
 ATTACHMENT 4 to the APANPIRG/30 Report
APANPIRG/30 Conclusions/Decisions – Action Plan

Conclusion/ Title of Text of Conclusion/Decision Responsibility Deliverable Target Date

Decision No Conclusion/Decision
---
Strategic
Objective*
C 30/18 Discontinuation of That, ICAO urges States to consider necessary ICAO State letter November
meteorological changes to migrate systems to enable the use of 2019
A&B information in TAC form meteorological information in XML/GML (IWXXM)
form, as an alternate to meteorological information in States and State plans for
traditional alpha-numeric code (TAC) form, and Administrations discontinuation
prepare for consequential impacts to aviation of MET
meteorological services such as VOLMET broadcast, exchange in
weather briefing system and flight documentation TAC form
preparation system.

C 30/19 Update of information in That, States/Administrations be urged to: ICAO RO State Letter 30 November
APANPIRG Air 2019
A&B Navigation Deficiencies a) establish action plan with defined target dates
Reporting Form for resolution of deficiencies, update the status on the APAC States Action in As soon as
corrective action taken and report progress in the and accordance with practicable
Reporting Form of Air Navigation Deficiencies Administrations the Conclusion. and in
identified in ATM/AIM/SAR, AOP, CNS and MET periodic
fields as detailed in Appendices A to D to the Report basis.
on Agenda Item 4; and

b) update contact details of a Focal Point to

coordinate actions to resolve the Deficiencies.

— END —

Att. 4-14