REPORT OF THE THIRD BANGLADESH, INDIA, MYANMAR, … of BI… · BANGLADESH, INDIA, MYANMAR,...

BIMT/3 Report

REPORT OF

THE THIRD BANGLADESH, INDIA, MYANMAR, THAILAND

COORDINATION MEETING (BIMT/3)

Kolkata, India, 15-17 December 2015

BIMT/3 Report

Report of BIMT/3 Introduction

1.1.1 The Third Bangladesh, India, Myanmar, Thailand ATM Coordination Meeting (BIMT/2) was held in Kolkata, India from 15th to 17th , December, 2015, hosted by Airports Authority of India. The objective of the meeting was to discuss the Air Traffic Management issues such as safety and capacity enhancement, new route design, data sharing etc. involving four Countries responsible for provision of Air Traffic Services over the Northern Bay of Bengal and collaborate amongst one another to sort out the issues for provision of seamless air traffic services.

1.2 Officers, Secretariat and Participants

1.2.1 The meeting was facilitated by Mr. I.N. Murthy Executive Director (ATM-ASM) AAI, India and Mr. Chandan Sen, General Manager(ATM), Kolkata . Mr. Asit Kumar Sinha, Joint General Manager (ATM), Kolkata, served as the secretariat of the meeting.

1.2.2 Thirty three participants from Bangladesh (Civil Aviation Authority of Bangladesh: CAAB), India (Airports Authority of India: AAI), Myanmar (Department of Civil Aviation Myanmar: DCA Myanmar), Thailand (Aeronautical Radio of Thailand: AEROTHAI), and IATA attended the meeting. The list of participants is attached in Appendix- A of this report.

1.3 Opening of the Meeting

1.3.1 The meeting was inaugurated by Mr. S.S.Bhaduri, Regional Executive Director, Eastern Region, AAI, India. Participants were encouraged to have open discussion in a relaxed collaborative atmosphere throughout the meeting.

1.3.2 Documentation and Working Language

1.3.3 The meeting was conducted in English. All meeting documentation was in English.

1.3.4 All presentations presented at the meeting are attached in Appendix D of this report.

SUMMARY OF CONCLUSIONS Conclusion BIMT3/1: BIMT States agreed on the design of the enhanced route structure, PBN navigation specification, and implementation plan and a transitional strategy with little modification. The conclusions are as follows: a) New G463 will be kept in abeyance for the time being pending concurrence from appropriate authority of Bangladesh Civil Aviation and the same may be reviewed after operationalizing of ADS-B data sharing between India/ Myanmar and Radar/ VHF installation by Bangladesh. b) L507 N will be west-bound only. c) L507 S will be east-bound only. d) P646 new/N895 will converge over PTN and connectivity to SID/STAR of Yangon/ Bangkok will be east of PTN VOR e) L301N west of ISMON will be suitably realigned accordingly traffic analysis. f) All the new routes will be RNP10 in the first phase. g) FLAs applicable on L301 will be applicable to L301N also. h) Time line for implementation has been finalized and given in APPENDIX-C

BIMT/3 Report

Conclusion BIMT 3/2: a) 50NM longitudinal separation may be applied between RNP10 approved aircraft on L507N/ L507S using DCPC (VHF/CPDLC) by Kolkata ,Yangon and Bangkok ATCCs on both directions. b) 50 NM longitudinal separation may be applied between RNP10 approved aircraft, equipped with serviceable ADS-C/CPDLC on P646 new, N895, L301N and L301 by Kolkata, Yangon and Bangkok ATCCs. The releasing unit will ensure ADS-C/ CPDLC serviceability before applying 50NM longitudinal separation. Conclusion BIMT 3/3: BIMT States agreed that for post-NOTAM coordination for airspace closure due to rocket launches, Watch Supervisory Officer (WSO) [FIO in case of Bangladesh] of the FIR from where the launch takes place will be the Primary Nodal Coordinator. WSOs [FIO in case of Bangladesh] of the other affected FIRs to which danger areas extend, will be the Secondary Nodal Coordinators. The States also agreed to include the contact details of the Primary and Secondary Nodal Coordinator, as appropriate, in the launch activity NOTAM. Conclusion BIMT 3/4: It was concluded that LHD procedure and the timelines prescribed by MAAR will be followed from 1st January 2016. WSOs[FIO in case of Bangladesh] of concerned ATCCs will be the first point of contact. However, the LHD report will be filed by LHD Point of Contact(POC). SUMMARY OF ACTION ITEMS Action Item BIMT 3/1: The route proposals made by India to Bangladesh will be examined by Bangladesh and comments/ decisions will be communicated by June 2016. Action Item BIMT 3/2: a) Realignment of the danger Areas VGD-31,VGD-32 and VGD-34 of Bangladesh in Bay of Bengal may be taken up by Bangladesh appropriate authority so that the areas are atleast 10NM away from the ATS routes. b) In the interest of safety of operations of aircraft operating in Bay of Bengal, Bangladesh is requested to negotiate with their appropriate authority for vertical segregation of the danger areas and establishment of contact point for contacting the controlling authority of the danger areas in case of deviations of aircraft. Action Item BIMT 3/3: IATA proposed to realign Himalaya 2 proposal from LINSO to a way point 15NM south of Kunming FIR and west of LINSO and then to IIM(Imphal). Myanmar agreed to consider the proposal only for West Bound route after negotiation with their appropriate authority and assessment of VHF coverage and convey their view in BIMT/4 meeting. India will assess the connectivity west of Imphal based on comments of Myanmar. Action Item BIMT 3/4: By 5th January 2016 BIMT states agreed to forward the contact details of the ANS Points-of-Contact responsible for coordination of Rocket launch danger area activity and also the WSO[FIO in case of Bangladesh] to Mr. G. Sambath Kumar, JGM-ATM, AAI who will compile and disseminate the same to the members. Action Item BIMT 3/5 Myanmar will intimate India about the readiness of Automation system at Yangon ATCC. A roadmap for AIDC implementation shall be prepared by both countries after that.

BIMT/3 Report

Action ItemBIMT3/6 a)Myanmar shall intimate India(AAI) when their system is ready for media link end to end testing. b)India and Myanmar will exchange adaptation data and technical details of the ADS-B ground stations concerned.

BIMT/3 Report

Agenda Item 1 – Adoption of Agenda

1.1 The meeting adopted the meeting agenda and programme as shown in Appendix-B of this report.

Agenda Item 2 – Review of the Report of BIMT/2

2.1 BIMT/3 reviewed the BIMT/2 report, which was circulated earlier, and adopted the report.However few conclusions drawn in BIMT/2 had to be reviewed due to various operational issues.

Agenda Item 3: BIMT Collaborative Route Design 3.1 Oceanic - North Bay of Bengal 3.1.1 Thailand presented a power point presentation of the route structure discussed in previous BIMTs and BOBASIO/5.They also gave the traffic sample data in the existing routes across north Bay of Bengal. New G463 between AVLED and AVPOP was kept in abeyance for the time being and discussions on all other routes and their implementation were carried out. The states decided to implement other routes with some modifications. 3.1.2 BIMT states agreed to implement 50 NM longitudinal separation on these routes as given in conclusion 3/2. 3.1.3India also suggested the BIMT states to analyze a proposal for an ATS route parallel to P762 via VTBS-IDUDO-KAT. A formal proposal will be sent to concerned BIMT states by India. Conclusion BIMT3/1: BIMT States agreed on the design of the enhanced route structure, PBN navigation specification, and implementation plan and a transitional strategy with little modification. The conclusions are as follows: a) New G463 will be kept in abeyance for the time being pending concurrence from appropriate authority of Bangladesh Civil Aviation and the same may be reviewed after operationalizing of ADS-B data sharing between India/ Myanmar and Radar/ VHF installation by Bangladesh. b) L507 N will be west-bound only. c) L507 S will be east-bound only. d) P646 new/N895 will converge over PTN and connectivity to SID/STAR of Yangon/ Bangkok will be east of PTN VOR e) L301N west of ISMON will be suitably realigned accordingly traffic analysis. f) All the new routes will be RNP10 in the first phase. g) FLAs applicable on L301 will be applicable to L301N also. h) Time line for implementation has been finalized and given in APPENDIX-C 3.1.2 BIMT States agreed on 50 NM longitudinal separation on these routes as per conclusion BIMT3/2 Conclusion BIMT 3/2: a) 50NM longitudinal separation may be applied between RNP10 approved aircraft on L507N/ L507S using DCPC (VHF/CPDLC) by Kolkata ,Yangon and Bangkok ATCCs on both directions. b) 50 NM longitudinal separation may be applied between RNP10 approved aircraft, equipped with serviceable ADS-C/CPDLC on P646 new, N895, L301N and L301 by Kolkata, Yangon and Bangkok ATCCs. The releasing unit will ensure ADS-C/ CPDLC serviceability before applying 50NM longitudinal separation. 3.1.3India expressed concern that the new routes are very close to some of the danger area established by Bangladesh and requested Bangladesh to coordinate with the authority of these reserved airspaces for relocation or vertical segregation of these area.

BIMT/3 Report

Action Item BIMT 3/3: a) Realignment of the danger Areas VGD-31,VGD-32 and VGD-34 of Bangladesh in Bay of Bengal may be taken up by Bangladesh appropriate authority so that the areas are at least 10NM away from the ATS routes. b) In the interest of safety of operations of aircraft operating in Bay of Bengal, Bangladesh is requested to negotiate with their appropriate authority for vertical segregation of the danger areas and establishment of contact point for contacting the controlling authority of the danger areas in case of deviations of aircraft. 3.2 Continental - India - Bangladesh – Myanmar 3.2.1The route proposal made by India to Bangladesh was discussed. Bangladesh informed that some of the proposed routes pass through defence training areas. An approval is required for those routes. Action Item BIMT 3/1: a) The route proposals made by India to Bangladesh will be examined by Bangladesh and comments/ decisions will be communicated by June 2016. 3.2.2 The proposed route between IIM and LINSO proposed by IATA and agreed by Myanmar and India in BIMT/2 had to be reviewed as there was no communication from Kunming. BIMT/2 and BOBASIO5 had requested RSO to coordinate with China. IATA proposed a modified route. Myanmar will analyze the feasibility of a west bound route only avoiding Kunming FIR. Action Item BIMT 3/3: IATA proposed to realign Himalaya 2 proposal from LINSO to a way point 15NM south of Kunming FIR and west of LINSO and then to IIM(Imphal). Myanmar agreed to consider the proposal only for West Bound route after negotiation with their appropriate authority and assessment of VHF coverage and convey their view in BIMT/4 meeting. India will assess the connectivity west of Imphal based on comments of Myanmar. BIMT states suggested to invite China for BIMT/4 meeting and will request RSO to facilitate it. Agenda Item 4 ATM Matters 4.1 ATM System Implementation 4.1.1 India presented a paper on implementation of a IP based Radio and Voice Communication System in Kolkata FIR catering to the seven upper and 8 lower control sectors and enumerated the features and benefits of IP based system. It emphasized on use of FCT (fixed cellular Terminal) to make the communication modes between India-Bangladesh-Myanmar more reliable which will contribute to reduction of category E-LHDs in the region. 4.2 ATS Coordination 4.2.1 As the rocket launching activity causes closure of large airspace through NOTAM,the dissemination of information is of utmost importance as far as NOTAM initiation and its termination is concerned. India presented a paper on effective coordination amongst member states regarding airspace closure. The paper suggests nodal officers to be designated by states/FIRs. The Primary Nodal Officer will be from the FIR of origin of the launch area. The Secondary Nodal Officer/s is/are from other FIR/s to which the launch area extends. IATA also gave valuable input in this regard and agreed to look into a proposal of designating an IATA personnel as a point of contact also for airspace closure. India informed that India is working on information on route availability through web portal.

BIMT/3 Report

Conclusion BIMT 3/3: BIMT States agreed that for post-NOTAM coordination for airspace closure due to rocket launches, Watch Supervisory Officer (WSO) [FIO in case of Bangladesh] of the FIR from where the launch takes place will be the Primary Nodal Coordinator. WSOs [FIO in case of Bangladesh] of the other affected FIRs to which danger areas extend, will be the Secondary Nodal Coordinators. The States also agreed to include the contact details of the Primary and Secondary Nodal Coordinator, as appropriate, in the launch activity NOTAM. Action Item BIMT 3/4: By 5th January 2016 BIMT states agreed to forward the contact details of the ANS Points-of-Contact responsible for coordination of Rocket launch danger area activity and also the WSO[FIO in case of Bangladesh] to Mr. G. Sambath Kumar, JGM-ATM, AAI who will compile and disseminate the same to the members. 4.3 AIDC Operationalization 4.3.1. India presented a paper on AIDC implementation with emphasis on AIDC between Yangon and Kolkata. As Yangon could not attend BOBASIO 5 they could not give the gap analysis to India. It was agreed that Yangon will give the technical details and adaptation parameters to Kolkata after the system at Yangon ATCC is ready. It was decided to have a regular controller exchange programme to get familiarised with the ATM systems which was already decided in BIMT-2. It was also decided to send ATM/CNS (AMSS) experts to each other ATCCs during AIDC testing for better coordination. A road plan for implementation of AIDC between Yangon and Kolkata will be prepared after the system readiness at Yangon ATCC. Action Item BIMT 3/5 Myanmar will intimate India about the readiness of Automation system at Yangon ATCC. A roadmap for AIDC implementation shall be prepared by both countries after that. 4.4 ADS – B Data Sharing India presented a paper on ADS-B data sharing and discussed its preparedness. The technical details of ADS-B ground stations required for adaptation and integration into the automation system are presented. Myanmar and India agreed to provide these details to each other once the data is available at Yangon ATCC. India informed that the local testing of media link will be completed within January 2016.The end to end testing shall be done when Myanmar is ready.. Action ItemBIMT3/6 a)Myanmar shall intimate India(AAI) when their system is ready for media link end to end testing. b)India and Myanmar will exchange adaptation data and technical details of the ADS-B ground stations concerned. 4.5 LHD Mitigation plans 4.5.1 Thailand presented a power point presentation on LHD depicting work flow diagram of LHD procedure prescribed by MAAR to reduce category E LHDs. India also presented a paper on LHD mitigation avenues and suggested that pilots be sensitised to call the next control by any means available well before entering the FIR which will at least reduce the time duration of incorrect level although the number of LHD shall not be affected. IATA was urged to sensitise the pilot community about this and especially use of HF or CPDLC in oceanic areas where there is no VHF.

BIMT/3 Report

Conclusion BIMT 3/4: It was concluded that LHD procedure and the timelines prescribed by MAAR will be followed from 1st January 2016. WSOs [ FIO in case of Bangladesh] of concerned ATCCs will be the first point of contact. However, the LHD report will be filed by LHD Point of Contact(POC).

Agenda Item 5 Other Matters

5.1 India proposed to adopt a logo for BIMT Co-ordination group which was accepted by the member states. It will be decided in the BIMT/4

5.2 Next BIMT i.e. BIMT/4 meeting will be held in August 2016. Bangladesh will confirm its position to host the BIMT/4 by March 2016. Thailand will be the alternate host.

5.3 The terms of reference for BIMT and possibility of a permanent secretary shall be discussed in BIMT/4 meeting

BIMT/3 Report

APPENDIX-A LIST OF PARTICIPANTS Sl.No NAME DESIGNATION NATIONALITY

1 Mr.I.N.Murthy ED(ASM), CHQ,AAI INDIA 2 Mr. Chandan Sen,Chairman BIMT/3 GM(ATM).Kolkata,AAI INDIA 3 Mr. Peter Abraham GM(ATM),CHQ,AAI INDIA 4 Mr.Shibu Roberts Jt.GM(ATM),CHQ,AAI INDIA 5 Mr. Md. Nurul Islam, Acting Director(ATS & Aerodromes),CAAB BANGLADESH

6 Mr. Md. Doulotuzzaman, Assistant Director,CAAB BANGLADESH

7 Ms. Sabera Rahman Sr. Aerodrome Officer,CAAB BANGLADESH

8 Mr. Soe Paing Deputy Director,Air Navigation Service,DCA,Myanmar MYANMAR

9 Mr. Thura San Manager (ATM),Mandalay International Airport, MYANMAR

10 Mr. Suvichan Sthitgitpichead Director, Network Operation, Air Traffic Management Center THAILAND

11 Ms. Chananya Pinkaewprasert ATM Network Manager THAILAND

12 Mr. Aram Lertlam ATC Manager,Bangkok Area Control Center THAILAND 13 Mr.Prashant Sanglikar IATA INDIA 14 Mr.C.V. Shaji Jt.GM(ATM),Chennai INDIA 15 Mr. Kalyan Choudhury GM(ATM),CIA,CATC INDIA

16 Mr. A.P. Udayunarayanan Jt.GM-ATM, Chennai ,Nodal Officer, EMA. INDIA

17 Mr.G. Sambath Kumar Jt.GM-ATM,CHQ.AAI INDIA 18 Mr. D. Di!ip Kumar. Jt.GM-ATM,CHQ.AAI INDIA 19 Mr.Vikash Chandra SM(ATM),Guwahati INDIA 20 Mr.R.K.Gupta DGM(CNS),CHQ.AAI INDIA 21 Mr.J.K.Shukla DGM(CNS),CHQ,AAI INDIA 22 Mr.B.K.Sarkar Jt.GM(ATM),Kolkata,AAI INDIA 23 Mr.S.Mardi Jt.GM(ATM),Kolkata,AAI INDIA 24 Mr.KKA Kabir Jt.GM(ATM),Kolkata,AAI INDIA 25 Ms. Purbita Thakur Sinha Jt.GM(ATM),Kolkata,AAI INDIA 26 Mr. Asit Sinha, Secretary,BIMT/3 Jt.GM(ATM),Kolkata,AAI INDIA 27 Mr.Siddhartha Ghosh AGM(ATM),Kolkata,AAI INDIA 28 Mr.Pratul Roy Jt.GM(CNS),Kolkata,AAI INDIA 29 Mr.S.Bhaskar Bhatta Jt.GM(CNS),Kolkata,AAI INDIA 30 Mr.Uttam Sengupta AGM(CNS),Kolkata,AAI INDIA 31 Mr. R.G.Lama Jt.GM(ATM),Kolkata,AAI INDIA 32 Mr. Amit Bhaumik Jt.GM(ATM),Kolkata,AAI INDIA 33 Mr. Saurav Adhikary Scientist D, IMD, Kolkata INDIA

BIMT/3 Report

APPENDIX-B BIMT/3 AGENDA ITEMS Agenda Item 1:Adoption of Agenda Agenda Item 2: Report of BIMT/2 Agenda Item 3: BIMT Collaborative Route Design 3.1 Oceanic - North Bay of Bengal 3.2 Continental - India - Bangladesh – Myanmar Agenda Item 4 ATM Matters 4.1 ATM System Implementation

4.2 ATS Coordination

4.3 AIDC Operationalization

4.4 ADS – B Data Sharing

4.5 LHD Mitigation plans

Agenda Item 5 Other Matters

BIMT/3 Report

APPENDIX-C

Action items By Complete by Note

1 Approval routes design BIMT/3 17 December 2015

2 Approval work plan BIMT/3 17 December 2015

3 Safety Assessment BIMT January 2016

4 Waypoints and Routes Designator

January 2016

Waypoints by each concerned BIMT state, Route designator by Thailand

5 AIP Draft

February 2016 BIMT states submit to AAI

6 Submit BANP

March 2016 AAI

7 LOA addendum BIMT August 2016 BIMT states

8 ATC Training BIMT September 2016 BIMT states

9 AIP Publication BIMT July 2016 BIMT states

10 Effective date BIMT September 2016 AIRAC

11 Post operation review BIMT TBD

BIMT/3 Report

BIMT/3/ GROUP PHOTOGRAPHS

BIMT/3 Report

APPENDIX-D

AEROTHAI update on BIMT route structure

BIMT/3

Kolkata, India

15-17 December 2015

1st version of draft BIMT new route structure

updated version

Slightly change of routes between BKK and YGN FIRs

Traffic Flow Direction

Traffic analysis (using data from December 2014)

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Flights per hr : L507 (BGO-LIMLA)

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Flights per hr : G463/P646(BETNO - BKK)

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Flights per hr : L301(DWI - TANEK)

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CROSS-BOUNDARY LHD COORDINATION PROCEDURE BIMT

LHD data, why does it matter?

•LHD reports and Traffic Sample Data(TSD) are used to estimate mid-air collision risk.

•Risk estimate as well as maps of hot spots(high risk areas) are included in safety assessment reports submitted to RASMAG (under APANPIRG).

•Based on risk estimates, RASMAG establishes scrutiny groups to solve risk problems in each area.

An example of hot spots map presented in safety assessment

reports (high risk areas are represented as red circles)

Issues with LHD reporting Example :

ACC A transferred an aircraft to ACC B. ACC B submitted an LHD report to the MAAR, claiming that ACC A failed to send FL revision to ACC B. However, when the report was sent to ACC A, and ACC A claimed that there was no flight level change in their FIR.

ACC B ACC A

No FL change !

No FL revision !

Most LHD occurrences involve transfer of control between two ACCs, and sometimes, it is difficult for one ACC to accurately fill out information on an LHD reporting form.

Consequences :

1. Inaccurate or incorrect occurrence information : especially information about how occurrences happen--whether or not it is a negative transfer or incorrect transfer information etc.

2. Overestimated risk : The MAAR estimates parameters used in risk calculation based on information on LHD reports. If some information is missing, the MAAR must use a conservative approach—choosing parameters to maximize risk estimate. Incomplete information results in overestimated risk.

Issues with LHD reporting

Proposed Solution The MAAR believes that coordination between the two involving ACCs will help ensure that risk and occurrence analysis reported to ICAO are accurate. Therefore the MAAR proposes the following LHD handling procedure.

Note: a similar procedure is already in place for some WPAC/SCS States since 2007.

1. Receiving controller notifies the W/S of the occurrence

2. Receiving W/S coordinates with Transferring W/S to find out the cause (ex. forgot to revise FL)

3. If no coordination between two W/S, LHD point of contacts coordinate to confirm the occurrence.

4. Submit LHD form

LHD POC State FIR Name Email Also Cced:

Bangladesh Dhaka Mr. Sabera Rahman [email protected]

India Chennai Watch Supervisory Officer [email protected] Mr. Udayanarayanan <[email protected]>

ATS In-Charge [email protected]

Delhi Watch Supervisory Officer [email protected]


Kolkata Watch Supervisory Officer [email protected]


Mumbai Watch Supervisory Officer [email protected]


Myanmar Yangon Mr. Tike Aung [email protected] [email protected]

Thailand Bangkok TBD TBD MAAR <[email protected]>

Action Items MAAR :

1. MAAR emailed the proposed LHD handling procedures, along with the list of States’ LHD Point of Contacts.

2. MAAR will maintain the list of LHD POCs.

STATES :

1. States can try implementing the proposed LHD handling procedures, and provide feedback to MAAR.

2. If there is any change in POC, please send the update(s) to MAAR.

Contact US

Monitoring Agency for Asia Region (MAAR)

Website: http://www.aerothai.co.th/maar/

Phone: 66-2-287-8154

Fax: 66-2-287-8155

Email: [email protected]

mailto:[email protected]

BIMT/3−WP/01 15 -17 December 2015

Third Bangladesh, India, Myanmar and Thailand ATM Coordination Group Meeting BIMT-ATM/CG/3),

15 -17 December 2015, Kolkata, India

Page 1 of 6

Agenda Item 3-BIMT Rout Design

COLLABORATIVE AIRSPACE DESIGN AND MANAGEMENT

(Presented by Airports Authority of India)

SUMMARY

This working paper presents the details of enhancement of airspace capacity through Collaborative airspace design and management.

This paper relates to:

Relevant Strategic Objectives:

A: Safety – Enhance global civil aviation safety

B: Air Navigation Capacity and Efficiency – Increase the capacity and improve the efficiency of the global aviation system

C: Environmental Protection and Sustainable Development of Air Transport – Foster harmonized and economically viable development of international civil aviation that does not unduly harm the environment

Global Plan Initiatives:

GPI-5 RNAV and RNP (Performance-based navigation)

GPI-7 Dynamic and flexible ATS route management

GPI-8 Collaborative airspace design and management

GPI-17 Data link applications 1. INTRODUCTION

1.1 Asia and Pacific region has been recognized internationally for registering the fastest growth rates in aviation. To address and accommodate the demands of the exponential growth in aviation in the region India has taken notable initiatives for enhancing airspace capacity and route optimization within its airspace by providing efficient and environmentally sustainable air space management solutions.

BIMT/3−WP/XX 15 -17 December 2015

Page 2 of 6

2. DISCUSSION

The introduction of EMARSSH routes, RVSM, flow management through BOB-CAT and furthermore due to the introduction of many new RNP10 ATS routes contributed significantly to the enhancement of airspace capacity and efficiency in BOBASIO Region. The Bay of Bengal ATS Coordination Group, formed the Bay Of Bengal Reduced Horizontal Separation Task Force in 2009 for implementing Reduced Horizontal Separation in the Bay of Bengal Arabian Sea Indian Ocean. In 2011, India established an Enroute Monitoring Agency to meet the ICAO requirements for implementing 50NM longitudinal separation. Airports Authority of India has implemented following measures for capacity enhancement and route optimization:

a) In 2011 Reduced Longitudinal Separation of 50 NM was introduced on 18 RNP 10 routes for suitably equipped aircraft. b) In 2011 India introduced RNAV-5 city pair routes in high density route segments within the continental airspace. As on date 16 RNAV 5 ATS routes have been established. c) In 2012 40N M Radar based longitudinal spacing above FL290 between Aircraft was implemented on routes between Delhi/Chennai and Delhi/Varanasi. d) In 2013 User Preferred Route (UPR) Geographic Zone in Chennai and Mumbai FIR was established under the aegis and directions of INSPIRE initiatives. e) In 2014, Reduced Longitudinal Separation of 30 NM was introduced on 4 ATS ROUTES N571, P574, M300 and P570 between suitably equipped (RNP4) aircraft. f) Since November 2014 Nine Conditional Routes have been established under Flexible Use of Airspace. g) In 2015 RNAV 2 city pair between Mumbai and Kolkata introduced from 17/Sep/2015.

Proposals for removal of FLAS in the BOBASIO Region was made in many ATM forums and it was observed that FLAS act as a safety net for crossing routes, especially in the oceanic airspace where communication is not reliable. The FLAS though restricts usage of certain levels on certain routes does not prohibit the usage if traffic permits. Accordingly, traffic permitting Indian ATCC are allotting optimum levels as far as practicable.Air Traffic Controllers are being sensitized to use FLAS only as last resort.


Page 3 of 6

Discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran, Pakistan, India, Myanmar and Thailand agreeing for application of 50NM longitudinal separation minima between RNP 10 approved aircraft from a common date. The same has been implemented from 12th November, 2015 In line with the ICAO recommendation for States to work cooperatively either through bilateral or multilateral agreements to ensure regional and sub-regional harmonization of en-route PBN implementation,it is proposed to establish new ATS routes in Kolkata-Dhaka FIR, Northern Bay of Bengal and over Bay of Bengal for capacity enhancement and route optimization.The BIMT route designed under the guidance of RSO ICAO – APAC was discussed in BIMT/2 and BOBASIO/5 meetings. Maps of the proposed ATS routes are annexed to this working paper. ACTION BY THE MEETING 3.1 The meeting is invited to:

a) Deliberate the Route proposals for capacity enhancement contained in this paper;

b) Discuss implementation issues including amendments to LoA: and

c) Prepare a Road map for implementation.


Page 4 of 6

A) In Kolkata-Dhaka FIR

The proposal is to establish new ATS routes as follows-

1) Uni-directional (WB) ATS Route - Guwahati- TEGAK-Kolkata

2) Uni-directional (EB) ATS Route - Kolkata-Barisal-Comilla-Lengpui.

3) Uni-directional (EB) ATS Route - Guwahati-Sylhet-Agartala

4) Bi-directional ATS Route - Bagdogra - Saidpur

5) Jamshedpur-Durgapur-Rajsahi (Bidirectional)

6) Uni-directional (EB) ATS Route - Dhaka- Agartala

7) A conditional route (bi-directional) between Saidpur and Dhaka overlaying domestic Route W3 / W6 for aircraft overflying Dhaka.


Page 5 of 6

8) Bi-directional ATS Route - Katihar – Saidpur – Guwahati B) Oceanic – Northern Bay of Bengal Region

1)It is proposed to introduce the routes with RNP10 specifications requiring mandatory carriage of ADS-C/CPDLC to enable the application of 50NM longitudinal separation and review after one year to introduce 30NM longitudinal separation with RNP4 specification. 2) A second review is proposed after 5 years to consider changing the nav specs to RNP2 or RNAV2. 3) India is entrusted to draft contingency procedures supporting L301 and L507 parallels during cyclone to be reviewed by BIMT States at the BIMT/3 meeting.


Page 6 of 6

Route Design Proposed by BIMT

………………………….

S. No.

Route Nav Spec

D Direction Note Comments

1. G463’ RNAV5 WB CEA-AVPOP-HUHOO-AVLED-G463-BGO-L507-LIMLA-BKK

New (need new name)

2. L507’ RNP10 EB CEA-AVPOP-CONV1-NTEBO-CONVR-XXXXX-L507-BGO-L507-LIMLA-BKK

Realign as CEA – CONVI – AVPOP - CEA

3. L507S RNP 10 Bi TEPAL-SWAMI-PASAN-NKADA-FIZUL-NKAYA-ISMO1-HGU-NLIBE-BKK

New. Realign as NKAYA – NKADA – N WP1 (Join W112) – CEA

4. SWIW1 RNP4 Uni ISMO1-XXXXX New ( No Comments)

5. P646’ RNP10 Bi LEGOS-NDOPI-NIBIT-CHUDA-BETNO-BKK

Realign as NIBIT – NWP2 (Xing W111) - PONOG – DAKLU - JJS

6. SWIE2 RNP10 Uni SAGOD- PTN -CHUDA-HGU

New. DIVERGENCE EAST OF PATHEIN VOR recommended as Kolkata will not be able to separate traffic on N895 & P646 converging in Myanmar FIR

7. N895 RNP10 Bi BBS-BOLUS-PALKO-BIXON-BUBKO-SAGOD-BETNO-BKK

No Change

8. L301N RNP4 Bi NNP-ELBAB-DORIL-ISMON-N301A-NL301-NMEPE-MOSOE-MASAR-NOPPA-BKK

New RNP10 Route. Realign as N301C (Xing Q10 – NP TMA Bdry) – NINAT - ASIPI – N301D (xing L510 & J4) – DORIL – ISMON – N301A – N301B – N301E ( xing M770/W112) – NMEPE.

FLAS on L301 shall apply.

9. SWIE3 RNP10 Uni SAGOD- PTN -MASAR New. DIVERGENCE EAST OF PATHEIN VORrecommended as Kolkata will not be able to separate traffic on N895 & L501 N converging in Myanmar FIR

10. L301’ RNP4 Bi VVZ-POTAS-OLSOR-DOGEM-URKOK-MABUR-RINDA-SADUS-DWI-TANEK-BKK

No Change

11. SWIW4 RNP4 Uni MOSOE-UTIKE-DWI New (need new name)




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Agenda Item 4.1-ATM System Implementation

IP BASED VHF RADIOS AND VOICE COMMUNICATION SYSTEM AT KOLKATA


SUMMARY

This information paper presents the operational and technical aspects of IP based VHF radios and Voice Communication System Implementation at Kolkata









1. INTRODUCTION

1.1 The traffic growth in the APAC Region including India has prompted India to develop new Airspace Management Strategies to cope with the situation. An all-important of many of India’s major ANS initiatives in enhancing safety, efficiency and increasing airports & airspace capacity is the Upper Airspace Harmonisation enabled by new State-of-the-art Automation systems, enhanced&overlapping ATS surveillance and extended VHF coverage.


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1.2 To support the Kolkata FIR Upper Air Space Harmonization project a s tate of the art Automation System has been installed at Kolkata ATCC, which integrates 9 RADARs and 8 ADS-B ground stations to provide an enhanced surveillance coverage throughout 7 Upper Area Control Sectors and 8 Lower Area Control Sectors as well as an airspace volume beyond Kolkata FIR. To reap the full benefit of this surveillance coverage it was essential to provide a matching Communication System i.e., a VHF Radio Network and a compatible Voice Communication System (VCS).

1.3 Airports Authority of India decided to install IP based radiofor the first time in India and

for that matter anywhere in the region, and a compatible Voice Communication System in Kolkata. This paper highlights the technical and operational aspects of the IP based VHF and Voice Communication System.

2. DISCUSSION

2.1 IP based VHF Radio and VCS are operational since 5th January 2015.To cover the 7 Upper Area Sectors and 8 Lower Area Sectors, VHF Radios are installed at 18 sites. To cover one sector multiple VHF transmitters and receivers are installed at strategic locations.

2.2 The locations and the coverage analysis has been done in-house by Kolkata ATS personnel.

2.3 The salient features of the IP based systems are described below:

a. The VCS has capabilities for both analog and digital data integration.

b. E1(point to point) and VOIP protocol are used to transport audio data from radio sites.

c. E1 cards are installed at radio sites to support E1 protocol.

d. MPLS (Multi-protocol Label Switching) package has been hired from BSNL (media

provider). The use of MPLS cloud provides inbuilt redundancy for link failure.

e. In IP based radio and VCS any frequency can be assigned to any radio without hardware

change by effecting configuration change in both radio and VCS ,which provides

flexibility of frequency coverage in any airspace.

f. Conventional telephones, IP telephones and Fixed Cellular terminal (FCT) can be

integrated.

g. Integration of mobile phone in VCS using FCT has been tested successfully. This gives

possibility to use mobile network of multiple operator through same VCS. This gives

rise to multiple choices i.e, a choice of more economical packages, and redundancy over

conventional landline telephone and DSCs. The telephonic conversation through FCT

are also recorded like conventional phone lines in ATC.


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h. This VCS is capable of cross coupling the frequencies. Cross coupling of six frequencies with 18 r adio sites have been tested successfully. Frequency Cross coupling enables dynamic sectorisation depending on t raffic density and consequently dynamic use of available manpower more efficiently.

2.4 The Lessons learnt through the UAH plan implementation in Kolkata are listed below:

a. The voice clarity depends on media performance. Data packet loss may create distortion in voice. Therefore two different media providers are preferred.

b. VCS mapping must be done very carefully taking into account the need in different ATC Units.

c. Training of CNS and ATM personnel is extremely important.

d. The last mile connection at various sites are not redundant and this may disable a site at times.

3. ACTION BY THE MEETING

3.1 The meeting is invited to:

a. Note India’s efforts to establish single continuum of airspace in the sub-region with totalsurveillance and VHF coverage.

b. Note the benefits of IP based VHF Radio and Voice Communication System.

c. Discuss any relevant matters as appropriate.




Page 1 of 3

Agenda Item 4.4-ADS-B Data Sharing

ADS-B DATA SHARING PREPAREDNESS


SUMMARY

This working paper presents the preparedness of India for sharing ADS-B data with Myanmar









GPI-21Navigation system

1. INTRODUCTION

1.1 India and Myanmar have signed the Memorandum of Understanding for ADS-B data sharing on the 6th May, 2015. India is committed to Agartala & Port Blair ADS-B data to Myanmar in return Myanmar has committed to provide Sittwe & Coco Island ADS-B data to India. The paper enumerates the requirements at both user ends viz. Kolkata and Yangon ATCC for ADS-B data sharing. 1.2 ADS-B data sharing between India and Myanmar is the result of initiative taken at the eleventh meeting of APANPIRG ADS-B SITF in April 2012.Recommendation 1/7 of the ICAO AN CONF/12 recognizes the effective use of automatic dependent surveillance - broadcast (ADS-B) and associated


Page 2 of 3

communication technologies in bridging surveillance gaps and using ADS-B data to enhance safety, increase efficiency and achieve seamless surveillance especially in the oceanic airspace.India has expressed its willingness to share ADS-B data with Myanmar, Maldives, Sri Lanka, Malaysia and Indonesia in ICAO and BOBASIO. 2. DISCUSSION

2.1 As StatedLetter of Agreement for ADS-B Collaboration has been signed Airports Authority of India and DCA, Myanmar.

2.2 Port Blair and Agartala ADS-B ground receivers have been installed and the regulatory approval has been obtained.

2.3 Myanmar has informed India that the ADS-B installation at Sittwe and Coco Island has been completed. 2.4 .In view of existing service provider expressing inability to continue with the satellite link between India and Myanmar, India is in the process of upgrading the media link from satellite connectivity to wired media through submarine cable and OFC. 2.5Albeit issues with media links, interalia, submarine cable and OFC an undersea cable laid by TATA Teleservices from Mumbai to Yangon a 2 Mbps circuit has been leased to AAI for transporting Voice and ADS-B/AFTN Data traffic extends from Mumbai to Yangon. 2.6 Following Data about ADS-B Sensor are required for integration at Kolkata Automation system-

1 SAC (Source Area code) 2 SIC (Source Identifier Code) 3 Source Latitude and Longitude 4 Multicast Group IP and UDP port 5 ADSB Source Unicast IP of Sensor1 and Sensor 2

6 ADSB Data format must be in Asterix Cat 21 (version 0.23)

2.7For ADSB data transfer from Kolkata to Yangon and vice versa minimum 128 K bps bandwidth media is required. to ensure a minimum guaranteed 128 Kbps one 1MBps leased line in MLLN/MPLS may be considered from any Network Service Provider viz. BSNL, RAILTEL, AIRTEL or TATA(TTSL). ADS-B Data will be transferred to/from Yangon and between Mumbai and Kolkata through extensively available media links. 2.8 HARDWARE requirements for media connectivity- Hardware requirements for data sharing may be assessed and provided at respective ATCC by Myanmar and India.


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2.9 F or smooth connectivity of ADS-B data transportation Myanmar may consider joining the CRV (Common regional VPN network) for APAC once the network is established. 3. ACTION BY THE MEETING


a) Deliberateon the subject.

b) Discuss implementation issues at user ends-Kolkata & Yangon ATCC.


BIMT/3-WP/04

16 December 2015

1 | P a g e R e v i s e d - F I N A L

Third Bangladesh, India, Myanmar and Thailand ATM

Coordination Group Meeting (BIMT-ATM/CG/3)

15-17 December 2015, Kolkata, India __________________________________________________________________________

Agenda Item No: 4 – ATM Matters (4.2 ATS Coordination)

COORDINATION FOR ROCKET LAUNCH AIRSPACE CLOSURES


1. Introduction

Large volumes of airspace get closed during launch of rockets and test firing of

missiles. Even though the actual duration of the launch may be between 30 to 60

minutes, airspaces get locked up for up to 4 hours daily for many days. Even after the

launch is over and the airspace released by the airspace user, timely cancellation of the

airspace closure NOTAMs may not happen due to delay in receipt of the information

by the concerned States / ANSPs and / or due to the delay in the AIS process.

The airline industry has been demanding for a more systematic and time-based,

structured coordination between the stakeholders for managing airspace closures.

IATA, in its working paper presented in the third meeting of the APANPIRG ATM

Sub-Group (ATM/SG/3) at Bangkok from 3rd to 7th August 2015 had stressed on the

need for the development of specific procedures for co-ordination and management of

large airspace closures due to rocket launches.

The purpose of this paper is to:

a. Emphasize on the provisions in ICAO Annex 15 regarding notification

requirements during danger area activation;

b. Highlight the need for a better system of coordination between States, ANSPs,

airspace users and airline operators during airspace closures for rocket

launches; and

c. Propose improvements in the form of a time-based, structured system to

achieve timely flow of information in order to reduce the impact of such

closures on stakeholders.

SUMMARY

This paper highlights the need for an improved system of coordination between States, ANSPs,

airspace users and airline operators during airspace closure for rocket launches and suggests

solutions to achieve timely flow of information in order to reduce the impact of such closures on

stakeholders.

The concept contained in this paper is consistent with ICAO Global Plan Initiative GPI-1 “Flexible

Use of Airspace”.

BIMT/3-WP/XX

16 December 2015


2. Discussion

2.1 Present Scenario

2.1.1 ICAO Annex 15 stipulates that:

5.1.1.4 At least seven days’ advance notice shall be given for the activation of

established danger, restricted or prohibited areas and of activities

requiring temporary airspace restrictions other than for emergency

operations.

5.1.1.4.1 Recommendation: Notice of any subsequent cancellation of the

activities or any reduction of the hours of activity or the dimensions of

the airspace should be given as soon as possible.

Note: Whenever possible, at least 24 hours’ advance notice is desirable, to

permit timely completion of the notification process and to facilitate

airspace utilization planning.

2.1.2 Annex 15 requires the States to initiate NOTAM regarding airspace closures at

least 7 days prior to the start of the launch window.

2.1.3 IATA wants airspace closure windows to be published two working weeks in

advance and subsequently the definitive launch window before 3 days of the start

of the window. IATA also wants minimization of launch window duration and to

ensure that launch window timings are not set during busy traffic hours. These

requirements by IATA are not always realised mostly due to barriers in

communication between the stakeholders involved in the process.

2.1.4 Another demand from the airline industry is the timely information from the

affected States about launch cancellations. Timely cancellation of the NOTAMs

and resumption of normal routings by all FIRs after the user had vacated the

airspace, is absolutely essential to reduce the impact of the closure on stakeholders.

In actual practice, the completion of this process by all affected FIRs may even

take a few hours.

2.1.5 IATA suggests identifying primary and secondary nodal coordinators in the FIR

where launch is originated and in other affected FIRs respectively, to ensure a more

structured coordination process.

2.2 Proposal for a Structured Approach

2.2.1 States / ANSPs should initiate coordination with other affected States / ANSPs

regarding rocket launches at the earliest possible opportunity. Such coordination

need not result in the publication of NOTAM as the information may not be

specific as to the dates of the launch.

2.2.2 States/ANSPs should inform other affected States/ANSPs as soon as the

information about the definitive launch window is known to them. This

information shall result in NOTAM action by all affected States/ANSPs and

hence should be passed as soon as the information is received from the

airspace user and in any case at least 7 days (plus the required processing

time) before the start of the definitive window.

BIMT/3-WP/XX

16 December 2015


2.2.3 In the event of shifting the launch date beyond the published definitive launch

window, States / ANSPs should ensure at least 7 days (plus the required processing

time) advance notification, for other affected FIRs to revise their NOTAMs.

2.2.4 States/ANSPs may choose to publish a single NOTAM for all their affected FIRs

or separate NOTAMs for each of the FIRs.

2.2.5 Watch Supervisor (WSO) of the FIR where the launch is taking place should be

nominated as the Primary Nodal Coordinator for each such activity. Contact

details of the Coordinator (Telephone-Office & Mobile, email address and FAX)

should be published in the airspace closure NOTAM. This officer should be

available for coordination with the stakeholders in case of any difficulties.

2.2.6 The Primary Nodal Coordinator should be in constant contact with airspace user

conducting the launch activity. She/he should convey the “Launch Over”

information received from the airspace user to the Secondary Nodal Coordinators

(refer paragraph 2.2.7 below), by the most expeditious means of communication

and also initiate cancellation of the airspace closure NOTAM.

2.2.7 Other ANSPs / FIRs whose airspaces are closed due to the launch should nominate

Secondary Nodal Coordinators (preferably Watch Supervisors of the FIRs

concerned) and publish the contact details of the coordinators in the respective

airspace closure NOTAMs. This officer should be available during the airspace

closure window and should be authorised to take AIS action for withdrawal of

airspace closure NOTAMs as soon as the “Launch Over” information is received

from the Primary Nodal Coordinator.

2.2.8 Primary and Secondary Nodal Coordinators should also convey the “Launch Over”

information to the neighbouring FICs through ATC ground-to-ground

communication channels so that resumption of normal routing of diverted flights

can take place immediately.

3. Action by the Meeting

The meeting is requested to:

a. Discuss the proposed coordination process and suggest changes, if any;

b. Recommend the implementation of the improved coordination process at an

early date; and

c. Provide inputs to ICAO APAC Regional Office for the development of

guidance material for the co-ordination and management of large airspace

closures due to rocket launches, as agreed in the ATM/SG/3 meeting.

*******

1


Third Bangladesh, India, Myanmar and Thailand

ATM Coordination Group Meeting BIMT-ATM/CG/3), 15 -17 December 2015, Kolkata, India

_______________________________________________________ Agenda Item 4.5-LHD MITIGATION

LHD MITIGATION PLAN


SUMMARY

This paper presents a summary of the Category E LHD reports filed by both Chennai and Kolkata ACC controllers where the transferring ATS unit is Yangon ACC for the period January to October 2015. The paper also presents the risk mitigation measures and the procedure for coordinating and reporting of aircraft deviations to the safety monitoring agencies. This Paper relates to – Strategic Objectives: A: Safety – Enhance global civil aviation safety Global Plan Initiatives: GPI-2 Reduced vertical separation minima GPI-8 Collaborative airspace design and management

1. INTRODUCTION

1.1 BOBASMA as part of its airspace safety monitoring activities collects data on occurrences of Large Height Deviations (LHDs) from all the twelve Area Control Centresin India and after initial investigation to confirm the occurrence duly submits the same to the Regional Monitoring Agency, MAAR.

2. DISCUSSION

2.1 BOBASMA hastill date collected 73 LHD reports from both Chennai & Kolkata ACCswhere the transferring unit is Yangon ACC for the period January to October 2015. Table 1 gives a Summary of the LHD reports.

2

BIMT/3−IP/XX 15 -17 December 2015

Code Cause of LHD ACC Count E CoordinationerrorsintheATC-unit-to-ATC-

unittransferofcontrol responsibilityasaresultofhuman factorsissues(e.g.lateornon- existentcoordination,incorrecttime estimate/actual,flightlevel,ATS routeetcnotinaccordancewith agreedparameters);

Chennai 09

Kolkata

64

Total 73

Table1. Summaryof Category E LHDreports - Januaryto October 2015.

2.2 Table 2 shows a breakup of the different types of Category E LHDs. It is seen that Late or non-existent coordination and incorrect flight level coordination accounts for the majority of coordination errors in the LHDs reported by Kolkata.

Table 2 Types of Category E LHDs.

2.3 Risk Mitigation Plan

2.3.1 As most of the LHD occurrences are due to Category E coordination errors, the Regional Safety Monitoring Advisory Group (RASMAG) had as early as in April 2013 (RASMAG/13) identified the urgent need to prioritize implementation of AIDC (ATS Inter-facility Data-link Communication) as a risk mitigation measure at the FIR interfaces. This was further emphasized in RASMAG/19 in May 2014 w here it was also recommended to increase communication and ATS surveillance coverage/data exchange between states. 2.3.2 The following mitigation measures needs to be adopted onan urgent basis in order to reduce the occurrences of coordination errors;

i. Implementation of AIDC between Yangon-Kolkata and Yangon-Chennai

ii. ADS-B data sharing between India and Myanmar for better situational awareness;

iii. Sensitizing Controllers to adhere to the LoA between ACCs for coordination of flight data.

iv. Ensuring serviceability of telephone lines between Kolkata-Yangon and Chennai –Yangon with single point coordination at both ends. The use of Fixed Cellular Terminals may be explored.

v. Enhancing the aviation English proficiency of controllers. vi. Transmission of ATS EST message to the R-ATSU.

Code E

Type Chennai Kolkata Late or non-existent coordination

2 23

Incorrect time estimate 5 14 Incorrect flight level 2 27

3


2.4 Procedure for coordinating and reporting of LHD occurrences

2.4.1 BOBASMA had in the 5th ATS coordination meeting (BOBASIO/5) pointed out that adequate opportunity is not being given to the transferring units to investigate the incidents and take remedial measures which alone can reduce the number of Category E LHDs in the region. The meeting had called upon the states to establish a procedure for supervisors or controllers on dut y in both the transferring and accepting ATS units to discuss and investigate, in a timely manner, the occurrences relating to the breakdown in coordination (BOBASIO Action item 5/5). 2.4.2 The meeting also tasked the Regional Monitoring Agency, MAAR to constitute a mechanism for timely coordination of LHD occurrences between concerned ATS units. Accordingly MAAR in coordination with BOBASMA formulated a workflow for coordination of LHD occurrences between ATS units which was presented in the 3rd meeting of RASMAG Monitoring Agencies Working Group (RASMAG-MAWG/3) in the first week of December 2015. T he Monitoring agencies working group advised both MAAR & BOBASMA to go ahead and implement the procedure within BOBASIOSub-region. 2.4.3 Figure 1 gives a graphical description of the procedure for reporting Category E LHDs, which will shortly be circulated by MAAR for states to implement with immediate effect as prescribed by BOBASIO/5 meeting in September 2015. States are urged to sensitize the controllers on t he procedure and issue suitable local instructions urging controllers to strictly adhere to the procedure.

Figure 1. Procedure for reporting Category E LHDs

4


3. ACTIONBYTHE MEETING


a) discuss the risk mitigation plan contained inthispaper;and b) urge states to implement the risk mitigation plan and the procedure for reporting

aircraft deviations; ………………………….

BIMT/3−IP/01 15 -17 December 2015



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Agenda Item 4.4-AIDC IMPLEMENTATION

AIDC IMPLEMENTATION


SUMMARY

This paper presents the progress of AIDC implementation in Indian FIR as well as urges BIMT states to implement AIDC early.The transfer of communication in a data link environment improves the efficiency of this process particularly for Oceanic ATSUs.Implementation of AIDC shall improve coordination between ATS Units thereby reducing LHDs.

This paper relates to – Main Performance Impact:

A) KPA-02 Capacity B) KPA-04 Efficiency C) KPA-07 Global Interoperability D) KPA-10 Safety

Global Plan Initiatives: GPI-16 Decision support systems and alerting systems

1. INTRODUCTION

Successful trials have been carried out with adjacent ATSUs of neighboring states in the sub-region between:

• Chennai – Kuala Lumpur (Malaysia), • Chennai – Male (Maldives) • Ahmedabad – Karachi (Pakistan). • Delhi – Karachi (Pakistan) (Successful one way)

Operational trials between major ATS units within India have been fairly successful

Kolkata ATM system application supports the entire core and optional AIDC messages


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prescribed in ICAO APAC AIDC ICD ver3.0. Kolkata/ Chennai are ready for operational trials with Myanmar. This paper shares the issues faced during the AIDC operational trials between different automation systems and plans for trials between Kolkata/ Chennai and Myanmar,

2. DISCUSSION

2.1 AIDC trials have been carried out between Raytheon AUTOTRACK III+ (Chennai), Indra AIRCON 2100 (Nagpur/ Varanasi/ Guwahati), and Selex (Hyderabad).

2.2 Exchange of core messages with all the ATSUs was reasonably successful;

2.3 Backward negotiation and Renegotiation after the initialization of CDN message by the C-ATSU was successful only between Chennai& Kolkata;

2.4 It was observed that in AIDC message exchange latency period was one of the contributory factors for failure of ATS messages through AIDC;

2.5 There is a need to standardize AFTN protocol, i.e. TCP/IP, X25, HDLC;

2.6 A dedicated AIDC line network of high band width will help minimizing Tx/Rx delays.

2.7 Multiple AIDC HMI is preferred as it may not be practicable for RADAR controller alone to handle AIDC.

2.8 Dedicated AIDC message exchange window like DLD window to display readily the current status and actual content of messages exchanged is preferred.

2.9 There should be provision for automatic as well as manual mode of message exchange.

3. ROADMAP FOR AIDC TRIALS BETWEEN KOLKATA / CHENNAI & YANGON

3.1 Assess the capabilitiesof automation system and AMSS system along with adaptation parameters of the systems in respective ATCC.

3.2 Procedures and parameters to be included in respective LoAs to be finalized.

3.3 Trial operation modalities are to be ascertained mutually;

3.4 For better understanding, there should be an exchangeprogram of ATM-AIDC and AMSS experts of respective control centresduring trial operation;

3.5 Controllers to be trained in AIDC operation and sensitized about the fruitfulness of AIDC operation;

3.6 After successful trial operation AIDC may be implemented from a mutually agreeable date and time.


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4. ACTION BY THE MEETING


a) Deliberate the Implementation Plan contained in this paper;

b) Discuss implementation issues including amendments to LoA: and


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