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Report of the Third ATS Coordination

Meeting of the Bay of Bengal , Arabian Sea, Indian Ocean

(BOBASIO/3) 22nd TO 24th, OCTOBER, 2013

AIRPORTS AUTHORITY OF INDIA

RAJIV GANDHI BHAWAN,

SAFDARJUNG AIRPORT,

NEW DELHI-110003

INDIA

The Third ATS Coordination Meeting of Bay of Bengal, Arabian Sea and Indian Ocean Region

Hyderabad, India, 22nd – 24th October 2013

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1 History of the Meeting 3

1.1 Introduction 3

1.2 Officers, Secretariat and Participants 3

1.3 Opening of the Meeting 3

1.4 Documentation and Working Language 5

1.5 The Plan for the Meeting 5

1.6 The Commencement of the Meeting 5

2 Report of the meeting 7

2.1 Agenda Item 1 - Adoption of Agenda 7

2.2 Agenda Item 2 - Outcomes of BOBASIO/2 Meeting 7

2.3 Agenda Item 3- Review of APAC Seamless ATM Plan and its

implementation 7

2.4 Agenda Item 4 - BOBASIO Region Seamless ATM Plan

Status & Implementation Strategies

10

2.5 Agenda Item 5 - Coordination issues amongst BOBASIO

States (Bilateral/Multilateral)

20

2.6 Agenda Item 6 - ATM Contingency Plan and SAR agreements

with neighboring States

25

2.7 Agenda Item 7 - Green Initiatives by BOBASIO States 27

2.8 Agenda Item 8 - ATN/AMHS and AIDC Implementation: 32

2.9 Agenda Item 9 - Any Other Business

34

3 Closing of the Meeting: 38



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Appendix A- Agenda Items

Appendix B- List of Working Papers

Appendix C- Order of Business

Appendix D- Order of Discussions

Appendix E- List of Participants

Appendix F- Points of Contact- Coordination for examination

of feasibility of GAGAN within APAC States

Appendix G- Task List -BOBASIO/3



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1. HISTORY OF THE MEETING

1.1 Introduction

1.1.1 The Third ATS Coordination Meeting of the Bay of Bengal Arabian Sea

and Indian Ocean (BOBASIO) Region was held at Hotel Taj Krishna, Hyderabad, India

from 22nd to 24th October, 2013.

1.2 Officers, Secretariat and Participants

1.2.1 The inaugural session was chaired by Mr. Pramod Kumar Mishra,

Executive Director (Air Space Management), Airports Authority of India. Various

sessions were moderated /chaired by Mr. Len Wicks, Regional Officer (ATM) ICAO

APAC, Mr. Wilson Owino, ICAO ATS Expert from Somalia and Mr. Azad Zahirul Islam,

Director (ATS/Aerodromes) CAAB. Mr. Vijayinder Dutta, Executive Director (ATM)

chaired concluding session of the BOBASIO/3 Meeting. Mr. Kanhaya Lal, GM (ATM)

Airports Authority of India acted as the Secretary to the meeting. Mr. S. Swaminathan,

Joint General Manager (ASM) assisted him in his Secretarial obligations.

1.2.1 The meeting was attended by 51 participants including 26 international

delegates from Bangladesh, Thailand, Singapore, Indonesia, Seychelles, Somalia,

Malaysia, and Myanmar as well as IATA and ICAO. There were three delegates from

International Airlines including Singapore, Emirates, Cathay Pacific, and two delegates

from the Indian Navy. A list of participants is attached in Appendix-E.

1.3 Opening of the Meeting

1.3.1 Mr. Pramod Kumar Mishra, Executive Director (Air Space Management),

Airports Authority of India (AAI), welcomed the participants from BOBASIO States. He

briefly spoke about the need for States to come together to sort out mutual issues and

improve the collaboration leading to the implementation of ambitious, but beneficial

programmes such as Seamless ATM. He also mentioned that many ANS initiatives

undertaken by India are providing huge benefits to the users and touched upon the



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urgent requirement to harmonize the initiatives in the cluster of nation in BOBASIO

region.

1.3.2 He mentioned that India is committed to the implementation of Seamless

ATM and also appropriate ASBU Block upgrades, to be ready to meet the challenges of

a growing demand in the region. With the successful implementation of upper airspace

harmonization in Chennai, which resulted in huge fuel savings for airlines, he said that

all pre-requisites to/enablers of the Upper Airspace Harmonization in the other three

Indian FIRs are being addressed and by the first half of 2014 the entire Indian upper

airspace harmonization would be completed. As a host, he wished the foreign delegates

a comfortable stay in Hyderabad, the land of pearls, palaces and Nizams and the

meeting a success.

1.3.3 In a special address, Mr. Len Wicks, the Regional Officer, ICAO APAC,

welcomed all the delegates to the third ATS Coordination meeting of the BOBASIO

region and congratulated India for the successful conduct of the first and second

BOBASIO meeting. He made a special mention that such meetings acted as a catalyst

in bringing about quick and welcome changes and provided excellent solutions to ATM

issues pending to be resolved between two or more nations. He expressed confidence

that the deliberations will lead to major improvements in the BOBASIO region and in

turn these will contribute to overall improvements in the Asia Pacific Region. He

observed that the participation of States which neighbor the BOBASIO region from the

MID and the EASAF region including Seychelles and Somalia to deliberate on some

important ATM issues with the representatives of Mumbai and AAI CHQ was a very

positive move and appreciated the host India for encouraging such participation. He

wished the meeting success.

1.3.4 The General Manager (ATM) Hyderabad, Mr. I.N. Murthy proposed a vote

of thanks at the end of the inaugural session. The Secretariat of this meeting place on

record the excellent logistics support from the Hyderabad team, without which this

meeting would not have been as successful.



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1.4 Documentation and Working Language

1.4.1 The meeting was conducted and the documentation prepared in English.

Seventeen (17) Working Papers (WPs) and eight (08) Information Papers (IPs) were

presented to the meeting. One power point presentation was given by Mr. Len Wicks on

Seamless ATM Plan In addition, a presentation on BOBCAT was presented by Aero-

Thai respectively. A list of the papers presented in the meeting is provided in Appendix-

B.

1.5 The plan for the meeting

1.5.1 The meeting was divided into 7 sessions over a period of two days, followed

by the adoption of draft report, which was scheduled for the third day. The agenda

items (refer Appendix-A) attached:

1. Adoption of Agenda

2. Outcomes of BOBASIO/2 Meeting

3. Review of APAC Seamless ATM Plan and its Implementation

4. BOBASIO Region Seamless ATM Plan Status and Implementation Strategies

5. Coordination issues amongst BOBASIO States (Bilateral/Multilateral)

6. ATM Contingency Plan and SAR Agreement in BOBASIO Region

7. Green Initiatives by BOBASIO States

8. ATN/AMHS and AIDC implementation

9. Any Other Business

The meeting was conducted as per order of business given in Appendix- C.

1.6 Commencement of the meeting

1.6.1 The first session was chaired by Mr. P.K. Mishra, Executive Director

(ASM). The chair of the meeting requested all the delegates to introduce themselves, so

that it was easy for one another to interact purposefully. At the end of the introduction

session, the Chair mentioned that the attendance, especially from international

delegates from both within the BOBASIO region and beyond, was a pointer to the



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seriousness and purposefulness of the deliberations days. He introduced the session and

handed over the responsibility of taking the session forward to the Secretary of the

meeting.

1.6.2 The Secretary of the meeting, Mr. Kanhaya Lal, informed the house that

the order of business was tailored to provide discussions in various sessions to include

working papers and information papers which had a common thread, albeit under

different agenda items. The Secretary informed the meeting that information

pertaining to BOBASIO/3 including the Working Papers and Information Papers were

available on the web portal www.aaians.org

1.6.3 He expressed confidence that the participants will appreciate the

importance of time management and deliberate business with utmost focus. The

participating States and Organizations have some expectations from the meeting and

he said that a positive outcome was expected from the discussions so that everyone

could take home some successful outcomes from the deliberations.

http://www.aaians.org/



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2. REPORT OF THE MEETING

2.1 AGENDA ITEM NO. 1 – ADOPTION OF AGENDA

1.2.1 The first working paper entitled “Adoption of Provisional Agenda”,

was proposed by the BOBASIO/3 Secretariat. The meeting unanimously adopted the

agenda, paving way to further discussions as planned, proposed and adopted.

2.2 AGENDA ITEM 2 - OUTCOMES OF BOBASIO/2 MEETING

2.2.1 The second working paper entitled “Outcome of BOBASIO/2 Meeting”

was presented by the Secretariat and taken up for discussion. This paper presented a

brief review along with outcome of the Second Meeting of Bay Of Bengal, Arabian Sea

and Indian Ocean Region (BOBASIO/02) held at Chennai, India.

2.2.2 The meeting noted the outcome of the second ATS coordination meeting

BOBASIO/2. The meeting agreed to have a tracking mechanism for follow up of action

items. It was agreed that updates on action items would be provided by the

States/ANPs/Organisations as proceedings would progress. In order to resolve

bilateral/multilateral agreements, the meeting agreed to form three Sub Working

Groups (SWGs) in which States/ANSPs/Organisations may conveniently discuss any

pending issues of critical importance under agenda item number 5.

2.3 AGENDA ITEM 3: REVIEW OF APAC SEAMLESS ATM PLAN AND

ITS IMPLEMENTATION

2.3.1 Asia Pacific Seamless ATS Plan and Implementation Strategies

(WP/03):

2.3.1.1 AAI presented a background on how the Seamless ATM Concept was

developed by the Asia Pacific Seamless ATM Planning Group. It also presented

highlights of the APAC Seamless ATM Plan. India urged the BOBASIO States to study

the plan and in accordance with the requirements outlined in the plan, review version

1.0 of the Asia/Pacific Seamless ATM Plan, utilize the plan to develop planning for

State implementation of applicable Seamless ATM elements and also ensure that



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relevant decision-makers are briefed on the Seamless ATM Plan and based on

consultation, submit the first Regional Seamless ATM reporting form to the ICAO

Regional Office by the 1st March 2014. India mentioned that the States should consider

participating and contributing to Seamless ATM system collaborative training and

research initiatives.

2.3.1.2 India noted that certain key issues need to be discussed on a multilateral

platform and only with cooperation from adjacent States would it be possible to develop

Seamless ATM across the region.

2.3.1.3 The meeting noted the development of the Seamless ATM Plan and its

highlights and agreed to comply with the requirement to provide comments through the

regional seamless ATM reporting form to the ICAO Regional Office by the 1st March,

2014. The meeting also appreciated the need for collaborative efforts in the creation of a

Seamless ATM environment in the sub-region and the region progressively and placed

on record India‟s role in conducting the seminar on seamless ATM on the 21st October,

2013 at the same venue.

2.3.2 Seamless ATM Plan – presentation by ICAO:

2.3.2.1 For the benefit of the member States which could not participate in the

Seamless ATM workshop conducted at Hyderabad, on the 21st October, 2013, the

Regional Officer ATM from ICAO, Mr. Len Wicks provided a presentation on the ICAO

APAC Seamless ATM Plan. This plan had been endorsed by APANPIRG/24 earlier in

2013. The presentation touched upon several areas of interest to the BOBASIO

meeting, including the interoperability issues between OLDI (On-Line Data

Interchange) used by Oman and AIDC (ATS Inter-facility Data Communications) used

by India.

2.3.2.2 Delegates were provided with a brief summary of the key Seamless ATM

Plan elements from the Plan‟s Preferred Aerodrome/Airspace and Route Specifications

(PARS) and Preferred ATM Service Levels (PASL). Delegates that attended the

Seamless ATM Seminar/Workshop on 20 October were provided with more in-depth

information on the same elements.



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2.3.2.3 It was noted that there was Seamless ATM Guidance Material available

on the Regional Office web site, under „APAC eDocuments‟ at

http://www.icao.int/APAC/Pages/edocs.aspx. In the early planning for effective

implementation of Seamless ATM, the meeting noted that there were three key areas of

focus that required a close engagement with:

top decision-makers and regional bodies to ensure that Seamless ATM Planning was

supported politically, and resourced appropriately;

military agencies to establish enhanced civil/military cooperation; and

ATS managers, staff and unions, to ensure all parties understood the benefits of

Seamless ATM to Air Navigations Service Providers (ANSPs) and those actually

delivering the services.

2.3.2.4 Two key aspects of Seamless ATM implementation were in the areas of

human performance, and the correct operational environment. The promotion of ATS

surveillance-based separations instead of procedural standards was recognised as

important to reduce procedural mismatches and reduce ATC workload. The application

of „Just Culture‟ and an open („no blame‟) reporting culture, would ensure that human

error was managed in a modern context.

2.3.2.5 States, ANSPs and aircraft operators (civil and military) were urged to

start Seamless ATM Planning now, in order to align objectives and milestones with

other States in the region. The presentation concluded with a serious note that without

effective regional Seamless ATM implementation, there would be a significant

economic and environmental penalty, as well as safety implications.

2.3.2.6 The meeting appreciated the presentation provided by the ICAO Regional

Officer and agreed to collaboratively achieve the objectives of the ICAO Seamless ATM

plan.



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2.4 AGENDA ITEM 4 - BOBASIO REGION SEAMLESS ATM PLAN

STATUS & IMPLEMENTATION STRATEGIES

2.4.1 India’s Proposal towards establishment of sub-regional/regional ATFM

(WP/04)

2.4.1.1 This WP described the outcomes of ATFM Steering Group 1 and 2

meetings and the deliverables including the APAC ATFM Concept of Operations and

ATFM Communication handbook. A Global ATFM Manual has been submitted to the

ICAO Assembly 38 as Doc 9971 Part II, by a team of experts constituted for the

purpose.

2.4.1.2 The meeting took note of the outcomes of the ATFM SG-2 meeting. India is

in the process of implementing ATFM on a nationwide basis in a phased manner and

intends to develop capabilities in supporting sub-regional ATFM system. India foresees

gradual development of harmonized upper airspaces spanning across many States as

small volumes of airspace without adequate ATM infrastructure will be having

difficulties in the development of ATFM systems/activities in the near future. This

would require a proactive and participatory framework to develop solutions for a

seamless flow of air traffic. Collaborative efforts are required between many States to

build such platforms which eventually will develop into a sub-regional and regional

ATFM framework.

2.4.1.3 It was noted by the meeting that a comprehensive study of various ATFM

measures is required to understand the interoperability issues.

2.4.1.4 India also proposed to initiate studies on traffic flow management across

two major traffic flows viz.,

a) East- West flow from Indonesia-Malaysia-India and Muscat India

b) East-West flow from Myanmar-Bangladesh-India and Pakistan India

2.4.1.5 India requested support from the members for such imitative, including

inter alia the exchange of strategic and tactical information about flights, airspace data,

weather information, airport data etc.

2.4.1.6 The meeting also noted India‟s efforts in developing ATFM in India and

their proposal for ATFM measures across the MTF.



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2.4.1.7 The session Chairman wanted to know about the sharing of ATFM

development details from Indonesia and urged India and Indonesia to share their

ATFM development with each other so that it will be helpful in building a larger

mosaic. India and Indonesia expressed their willingness to coordinate closely and share

their plan.

2.4.1.8 Mumbai A-CDM team informed the meeting that their A-CDM is fully

automated and they are ready for integration with Indian ATFM. Mr. Sylvester Israel

who presented the paper, said that both Delhi and Mumbai A-CDM modules will be

taken into consideration at an appropriate time of ATFM implementation in India.

2.4.1.9 Singapore supported India‟s call for collaboration and expressed their

willingness to share their experiences. Singapore also mentioned that a tripartite

project involving Bangkok, Hong Kong and Singapore has embarked on a collaborative

approach to a sub-regional ATFM/CDM concept. The commonalty of ATM issues, type

and volumes of air traffic managed, similar tropical weather conditions drive the

collaboration Singapore further apprised that there was an ongoing information sharing

trial involving the three ANSPs which aims to impart predictability and confidence into

operations through enabling common situational awareness. The post-trial analysis was

envisaged by end 2013. The proof of concept research project supported by Airbus

Prosky was being undertaken as a sub-regional ATFM proof of concept study which

involves industry stakeholders. The project will include concept analysis, exploration,

development and a benefit analysis to strengthen the business case for such a sub

regional concept. The Fast Time and Human in the Loop (HITL) will be conducted on a

simulation test bed at the Singapore Aviation Academy. The findings of this will be

shared in ATFM steering meeting scheduled in 2014.

2.4.1.10 India expressed its views that the input was encouraging and sought to

learn from this tripartite model by requesting Singapore and its partners to share their

experience. He thanked Singapore for mentoring India in its effort to establish an EMA

(BOBASMA) and expressed his confidence that Singapore will share its experience on

the sub regional ATFM proof of concept study with India. He also mentioned that India

is keen to enter into a partnership with Thailand, and expressed that the BOBCAT

system inputs may be vital for the Indian ATFM to regulate major East-West air traffic

flows.



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2.4.2 Use of ADS – B Data for Monitoring Aircraft Height Keeping

Performance (WP/05):

2.4.2.1 BOBASMA, the Indian EMA, presented this paper detailing the capability

of India, in the near future after the approval from the DGCA, India for the operational

use of ADS-B, to monitor aircraft height-keeping performance using aircraft geometric

height derived from ADS-B (Automatic Dependent Surveillance-Broadcast) reports,

which includes aircraft geometric height, which is a key component in the ASE

estimation process.

2.4.2.2 The paper brought out the safety hazard introduced by aircraft altimetry

system error (ASE) and the requirement to closely monitor the difference between the

observed flight level by the pilot and ATS and the actual height of the aircraft. It

detailed Annex 6 global RVSM long-term monitoring requirements for all airspace

where RVSM is applied, in order to ensure that the implementation and continued

application of RVSM meets safety objectives. Both Air services Australia and FAA

conducted joint research to validate the use of ADS-B data in calculating ASE. It was

determined that the ADS-B data processing was fast enough to allow routine height-

keeping performance monitoring of ADS-B equipped airframes and the calculated ASE

values were sufficiently accurate and consistent to be used as a basis for an aircraft

height-keeping performance monitoring program. Separation and Airspace Safety Panel

(SASP) and the Regional Monitoring Agencies Coordination Group (RMACG) have

endorsed the use of ADS-B geometric height as a means of ASE calculation.

2.4.2.3 The paper proposed that since all major traffic flows of the BOBASIO

region pass through the India Continental airspace, the availability of ADS-B data

from the 21 ADS-B ground stations in India will enable the Regional Monitoring

Agency, MAAR to undertake monitoring of RVSM approved aircraft registered not only

in India but also those registered in other states of the region, without imposing any

specific operational requirement on aircraft to overfly a ground-based system or fit a

GMU for on-board data collection.

2.4.2.4 The meeting took note the significance of the Indian ADS-B data in

reducing the monitoring burden and requested India to update them and MAAR

regarding the effective date of implementation of ADS-B in India. India requested ICAO

to explore the possibility of requiring FAA and ASA to share the tools that they employ

in validating the use of ADS-B data in calculating ASE. The ICAO representative



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answered in the affirmative and said that these agencies are committed to improving

safety through such monitoring and will be more than willing to share the technical

know-how. The RASMAG Secretary advised the meeting that USA had already made

the tool freely available, and Australia had offered support to Asia/Pacific States on

ADS-B monitoring.

2.4.2.5 The Cathay Pacific airline representative Owen Dell informed the meeting

that as an operator, this activity of height keeping monitoring is extremely useful. He

said ADS-B permits continual airframe by airframe picture of the geometric height and

the Mode-C derived altitude information and congratulated India on the usefulness of

the paper presented. He urged the member States that the region can compile together

such data and send it to MAAR for useful analysis.

2.4.3 PBN Implementation in the sub-region through collaboration (WP/06):

2.4.3.1 This paper presented by India provided details on implementation of, PBN

RNAV-1 SID & STAR in terminal area and PBN based RNP-10, RNAV-5 city-pair ATS

routes in en-route phase. The paper mentioned that the PBN SID & STAR are being

designed to facilitate Continuous Climb Operations (CCO)/Continuous Descent

Operations (CDO)and that these initiatives have provided noteworthy environmental

benefits. It also brought out that RNAV-1/RNP-1 SIDs and STARs at 10 international

airports have been implemented to date.

2.4.3.2 AAI was also involved in the development of PBN procedures at defense

airports and has collaborated with the Indian Navy to implement PBN procedures at

Goa airport. Cdr. V.K. Dagar, Joint Director, Indian Navy appreciated AAI for

providing assistance in developing PBN procedures for Goa Airport. He mentioned that

the PBN procedures would provide immense benefits to civil flights operating at Goa

airport.

2.4.3.3 The paper also invited Neighboring States and India to work together in

jointly developing PBN RNAV-5 routes and arrival/departure procedures to form a

seamless network of PBN routes and arrival/departure procedures in the sub-continent.

2.4.3.4 Mr. Azad Zahirul Islam, Director, ATS CAAB informed that ICAO

Regional Sub Office, Beijing is committed to support Bangladesh through an MOU

between these two organizations. Bangladesh informed that Emirates Airlines would

also extend their support in developing and validating the PBN Procedures. India



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informed that AAI is ready to provide assistance to neighboring States in PBN

Implementation.

2.4.4 Indian Airspace & Air Route Changes (WP13)

2.4.4.1 This paper presented an insight on the new ATS Routes introduced since

BOBASIO/2 The paper highlighted the successful upper airspace harmonization of

Chennai FIR including the vertical consolidation in contingent situations by Lower

ACCs and the plan to complete the UAH of the other three Indian FIRs by 2014, with a

planned migration to Class A categorization in the Upper airspace. The paper also

mentioned about the introduction of L 518 which provided connectivity to Hyderabad

from the APAC South East Asian States; L875 connectivity to Mangalore, Bengaluru

and Chennai and L 756 connectivity to Male from Seychelles FIR (ICAO EASAF States)

and the excellent cooperation and timely coordination between India and Male which

made it possible to simultaneously promulgate the segments of the ATS Route L756

falling in the two FIRs.

2.4.4.2 There also was a mention of the RNAV 5 city pairs introduced and their

design facilitating optimum flight profiles through CCO and CDO. A RNAV 5 city pair

between Delhi and Srinagar, the meeting was briefed, was likely to be cleared by the

IAF under FUA in near term.

2.4.4.3 India mentioned through the paper its adherence to FUA principles and

the creation of Temporary Reserved Areas and Temporary Segregated Areas on SUA

requests, and shall henceforth create flexible airspace structures. India also briefed

IATA that AAI has examined their request to convert some of the domestic routes to

international routes to provide access to these airports without any ambiguity or a need

to clarify the availability of domestic routes.

2.4.4.4 India detailed the meeting regarding its RNAV 2 plans and extended an

invitation to its neighbors to create a joint mechanism to design cross border RNAV 5

and RNAV 2 city pairs. It also mentioned that the TLS studies for RNAV 2, to be

implemented by Q2 2014, will be performed by BOBASMA. Bangladesh expressed its

willingness to engage in a purposeful joint airspace design exercise that India had

proposed.

2.4.4.5 The ICAO representative appreciated the paper and mentioned that it

included elements of almost a strategic plan and appreciated the excellent civil military



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coordination and BOBASMA‟s role in the migration from RNAV 5 to RNAV 2 which he

expected to help capacity building and smooth flow of traffic. The IATA representative

Prashant Sanglikar, was appreciative of the effort to convert some of the W routes

between international airports within India and said that this move will help

international flight planning. He also urged India to implement 30 NM longitudinal

separation in the entire airspace. India briefed IATA that migration to 30-30 depends

on aircraft equipage. Mr. Len Wicks wanted the States to explore the possibility of

declaring its ability to apply 30NM on opportunity basis and use it at least on crossing

tracks, as he endorsed IATA and expressed faith that if one country leads, the others

will follow. He also opined that declaring airspace to its ATM capability should be

considered, it is non-exclusive type of airspace classification that means aircraft not

meeting the requirements can also utilize the airspace. The move will help both pilots

and controllers. He urged India to follow up the task of joint routes design and stated

that such initiatives are extremely important and the States ought to collaborate for

mutual benefit.

2.4.4.6 Malaysia stated that they have is a plan to restructure Kuala Lumpur FIR

in near future taking into account of PBN application and will factor in the purposed

establishment of RNP 4 routes in the Bay of Bengal to support 30/30 NM separation.

This would be done through engagement of a consultant and mentioned that if there is

a need for consultative process, they would do so immediately. India thanked Malaysia

for the endorsement and requested Jakarta to undertake an exercise with India.

2.4.5 Implementation of Flexible Use of Airspace in India (WP/14)

2.4.5.1 India, through this paper, detailed the significant progress made in the

implementation of Flexible Use of Airspace and the constitution of the National High

Level Airspace Policy Body. The paper also detailed the excerpts of the FUA

implementation Road map and listed the activities to be undertaken and the bodies to

be constituted under the three levels of ASM, including the creation of Airspace

Management Cells at the ASM level 2 and the plans to integrate the National AMC and

the Central Command Centre of the Central ATFM likely to be in place in 2014.

2.4.5.2 The paper also highlighted the cooperation of the Indian Navy authorities

in reducing the upper limit of an SUA which has led to the introduction of a RNAV 5

city pair along the west coast of India, connecting as many as 7 international airports

including, Mumbai, Trivandrum and Cochin.



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2.4.5.3 The meeting noted the importance of conducting airspace „audits‟

(reviews). India was already operating a National Airspace Management Cell in New

Delhi, which would be incorporated into the new Air Traffic Flow Management (ATFM)

operation. IATA asked if the meeting could involve Pakistan and Afghanistan to

improve the use of Flexible Use Airspace (FUA) principles in the airspace of those

States. The ICAO representative mentioned that the regional office may try and bring

this point in a special coordination meeting, between India, Afghanistan and Pakistan,

whenever it takes place.

2.4.5.4 Malaysia shared its support on this issue and informed the meeting that

they believed that this is the way to move forward in managing the airspace to fulfil

both civil and military requirement. Their good relationship has been reflected through

the establishment of conditional route for civil use through military airspace and

managing military activities within the heavy traffic in Kuala Lumpur TMA.

2.4.6 Proposal to introduce 30 NM Reduced Longitudinal Separation in

BOBASIO Airspace (WP/15)

2.4.6.1 This paper, was presented by India, wherein the meeting was apprised

about the development of dissolving the BOBRHSTF in 2012 and the delegation of the

residual tasks to the South Asia/Indian Ocean ATM Coordination Group (SAIOACG),

which is chaired by Mr. Sylvester Israel from India. The paper mentioned that it would

be appropriate to the States present to explore the possibility of achieving the objectives

of implementing RNP 4 PBN specifications within the Bay of Bengal area and the

Oceanic area of the Mumbai FIR. The paper brought out the fact that the phased

implementation of 50 NM RHS in the BOBASIO airspace taking into consideration the

constraints of all member States involved has given enough experience to the policy

makers within the individual ANSPs on the issues involved in planning and

implementing uniform separation standards over airspaces covering more than one

member State. Therefore, India proposes that before embarking on a project to

implement 30:30 (Reduced longitudinal and reduced lateral separation), which would

require a complete redrawing/restructuring of the RNP routes in the entire airspace,

the introduction of a 30 NM reduced longitudinal separation on the existing RNP routes

in a phased manner should help in steady progress to reducing the lateral separation to

30 NM.



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2.4.6.2 An analysis of the existing RNP10 routes in the airspace shows that four

routes M300, N571, P570 & P574 which traverse the entire BOBASIO airspace in an

east - west direction over an average distance of 2050 NM and an average flying time of

4Hours 30 Minutes, cater to medium density traffic and are used by long haul aircrafts

flying between airports in South east Asia and the Middle east & Europe. Even if other

adjoining states are not in a position to provide 30 NM RLS within their FIRs, aircraft

on these routes could still benefit if 30 NM RLS is provided within the Indian airspace,

as the distance flown across the Indian FIRs of Chennai & Mumbai accounts for a major

portion of their flying time.

2.4.6.3 The paper stated India‟s readiness to implement 30 NM reduced

longitudinal separation on these four routes as a first step towards full implementation

of 30:50 Horizontal separation and urged States to the west and east of India, especially

Oman, Malaysia and Indonesia to implement the 50 NM reduced longitudinal

separation introduced in 2011 -12 in both letter and spirit to enhance the benefits of a

uniform application of separation standard across the entire BOBASIO airspace. It also

urged IATA to sensitize airline operators to equip aircraft with FANS/1A data link

capability.

2.4.6.4 ICAO appreciated India‟s concern and urged States involved to

expeditiously address the issue. It also encouraged India to think of airspace within

which on opportunity basis (RCP, RNP satisfying) it may apply 30NM longitudinal

separation instead of application of such minima on specific airways. Moreover, the

standard could be utilised on conventional routes flown by PBN aircraft, and did not

need to wait until adjacent FIRs declared capability for 30NM x 30NM. He also wanted

to avoid the usage of the phrase „reduced‟ separation‟.

2.4.6.5 Malaysia stated that they had continuing glitches in their ADS-C and

CPDLC system after the system was integrated with the main system, leaving them to

rely on the standalone which has limited capability which has effaced them in

implementation of 50 NM more robustly. Their attempt to adopt on DCPC via VHF is

not successful due to limitations on part of reception. Usages of ADS/CPDLC with

continued problems are affecting the implementation of 50NM x 50NM separation in

the Kuala Lumpur FIR. The members agreed to address the issue by referring the

matter to their appropriate authority.



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2.4.7 ADS B Implementation and Data Sharing (WP/16)

2.4.7.1 India in its paper on ADS-B emphasized that it is committed to seamless

ATM and has committed its willingness for resource sharing at ICAO meetings. In the

SITF/11 and BOBASIO/2 meetings as well as APANPIRG/22 and APANPIRG /23 India

expressed its willingness to share ADS-B data with Myanmar, Maldives, Sri Lanka,

Malaysia and Indonesia. It also added that the process to obtain regulatory approval

has commenced and Stake holder meetings have been conducted in Dec, 2012 and Jan,

2013 to detail the business case and to spread the awareness about the mutual benefits

that will accrue to both the ANSP and the Airline Operators by their participation. AAI

mentioned that it is leaving no stone unturned in its effort for early ADS-B

implementation and its ADS-B Seminar on 25th October 2013 immediately after

BOBASIO meeting with the support of IATA through their member airlines for the

benefit of all stake holders is expected to yield key result in ADS-B implementation.

The paper also mentioned that the Indian ANSP has already commenced the process of

acquiring approval from the Government and Regulatory agencies for ADS-B data

sharing with neighbors, especially Myanmar and this is expected to significantly

improve efficiency and safety over a number of airways over the Bay of Bengal, leading

to seamless ATM operations using ADS-B as a key component.

2.4.7.2 The meeting noted a possible initiative whereby ADS-B data from the

Indian Andaman Islands could be provided to Malaysia to provide some surveillance

coverage into the adjacent Kuala Lumpur airspace, which could facilitate a transfer of

communications (or transfer of control) point at the edge of Kuala Lumpur‟s VHF

coverage within their FIR, thereby enabling 50NM x 50NM separation to be provided in

the airspace concerned. Malaysia and India were asked to provide an update to the

SAIOACG meeting in February 2014 on this initiative.

2.4.8 Need for greater awareness on importance of reporting aircraft

deviations (WP/17)

2.4.8.1 BOBASMA presented a summary on the data on Gross Navigational Data

submitted by the member States of BOBASMA during the last twenty months. Though

the formal monitoring program to assess the occurrence of Large Lateral Deviations

and Large Longitudinal Errors (LLDs & LLEs) in the BOBASIO airspace commenced

from 1st July 2010 very few States had been complying with the requirement to report

aircraft deviations in the horizontal plane. States were urged to take this matter



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seriously as LLDs and LLEs have had significant influence on the outcome of safety

assessments before and after implementation of PBN based separation. There is an

urgent need for States and ANSPs to report the occurrences of large deviations that will

enable a realistic assessment of the safety risks. States were requested to increase the

awareness on safety issues among all stake holders involved in aviation activity,

particularly among the Air Traffic Controllers who ought to observe and report all

aircraft deviations without fail.

2.4.8.2 BOBASMA also requested the member States to provide PBN and data

link Approval Data. BOBASMA stressed that with the Asia/Pacific Regional PBN

Implementation plan, recommending RNP2 or RNP4 as the Preferred Navigation

Specification in the Oceanic airspace in the medium term (20013-2016) and the

mandate that such implementations shall only take place following conduct of a safety

assessment that demonstrates that an acceptable level of safety will be met, an

increased awareness on safety issues among all stakeholders has become a pre-requisite

for the successful implementation of the Regional PBN Plan.

2.4.8.3 All participating States agreed to report occurrences of LLDs and LLEs to

BOBASMA in timely manner and sensitize their controllers to report the occurrences of

LLDs and LLE. AAI informed that controllers at Indian ATC Centers have been

sensitized. It was agreed that reporting of occurrences may be encouraged based on the

principle of Just Culture.

2.4.9 Update ADS-B Programme in Indonesia (IP/03)

2.4.9.1 Indonesia presented an information update on the installation of 30 ADS-

B Ground stations with dual system and 1 ADS-B Ground station with single system

for Test Bed purpose and that 21 ADS-B Ground Stations in the Eastern part of

Indonesia have been integrated with ATC system in MAATS-Makassar and 9 ADS-B

Ground Station in the Western part of Indonesia have been integrated with JAATS-

Jakarta. The paper mentioned that the Test-Bed system was located at the DGCA

Headquarters Office in Jakarta monitors and controls the ADS-B Data from these 31

ADS-B Ground Station.

2.4.9.2 The paper also detailed Indonesia‟s short term plan for implementation

2013-18, which included activities such as development of regulations and procedures,

establish ADS-B Data Sharing Programme between Indonesia - Singapore and



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Indonesia-Australia, establish National ADS-B Task Force for ADS-B implementation,

upgrade ADS-B Service Level Category from Tier-2 to Tier-1, Certification of ADS-B

Facilities, Publication of ADS-B Service (2013), mandate ADS-B equipment for en-route

in Indonesian airspace (2016), upgrade ADS-B Ground System capability to support

DO-260-B standard.

2.4.9.3 The meeting took note of the development in Indonesia. India requested

Indonesia to provide details of the range of ADS-B located in Banda-Aceh, so that it

may explore the requirement to propose a data sharing with Indonesia.

2.4.9.4 IATA requested Indonesia to issue an Aeronautical Information Circular

(AIC) as soon as possible to alert aircraft operators of the intention to issue an ADS-B

mandate in 2016. They considered a 2016 to be an aggressive timeframe, and urged

Indonesia to consider the needs of the domestic operators in particular.

2.5 AGENDA ITEM 5 - COORDINATION ISSUES AMONGST BOBASIO

STATES (BILATERAL/MULTILATERAL)

2.5.1 In order to resolve coordination issues among BOBASIO States, following Sub

Working Groups (SWGs) comprising of following States/Organizations were formed:

a) SWG-A: Airports Authority of India (Mumbai, Delhi and CHQ) &, Somalia, ICAO

expert-ICAO Somalia, Seychelles, ICAO APAC Regional Officer-ATM,

b) SWG-B: Airports Authority of India (Kolkata, Chennai and CHQ), Myanmar,

Chennai, Bangladesh; Singapore, Thailand

c) SWG-C: Airports Authority of India (Chennai and CHQ), Indonesia, Malaysia,

2.5.2 All three groups intensively deliberated on various issues of mutual interests

during last sessions of 22.10.2013 and 23.10.2013

2.5.3 Report of SWG-A Meeting:

2.5.3.1 The group discussed issues pertaining to application of FLAS in Arabian

Sea airspace and agreed to the following:



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2.5.3.1.1 Mumbai OCC will analyze the traffic pattern to/from AFI regions in terms

of time of operation and density by 15th November 2013. A report to this effect will be

shared among all concerned stakeholders in BOBASIO.

2.5.3.1.2 Mumbai has committed to conduct a sensitization programme for OCC

controllers with emphasis on, that the FLAS should be adopted as last resort for level

allocation instead of routinely used tool. The sensitization programme may be

completed by 31st October 2013. However, it is also understood that such practices

relate to the field of Human Factors, and hence, to reinforce, such sensitization

programme may require several rounds for achieving effective results.

2.5.3.1.3 AAI is requested to conduct a study on performance of HF in Arabian Sea

airspace for optimization. The study may focus on identifying performance of HF in

terms of time of the day, seasonal variation, and specific sectors/areas of poor

performance, flight levels, near equator routes or any specific ionospheric activities. The

study of quality and coverage of HF is central to this study of performance of HF.

2.5.3.1.4 To ensure required level of position reporting by Kenya Airways and flight

crew of other AFI region based airlines, ICAO Office Mogadishu/Nairobi shall

coordinate with concerned airlines. These airlines also must be sensitized regarding

significance, safety and regulatory provisions of establishing and maintaining listening

watch on appropriate frequency and timely position reporting to ATC. The ICAO

Nairobi Office is requested to complete the work by 5th November 2013. However, it is

also understood that such practices relate to the field of Human Factors, and hence, to

reinforce, such sensitization programme may require wide spread circulation among

flight crews through repeated attempt for effective results. The flight crews may be

reminded of the requirement to contact Mumbai FIC at least 10 minutes before crossing

Mumbai – Mogadishu/Seychelles FIR boundary. Non-compliance with this requirement

may result in getting the flights stuck up at FLAS Levels only.



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2.5.3.1.5 It is agreed that for measuring satisfaction of airlines in getting the

appropriate levels, a suitable mechanism must be devised by concerned BOBASIO

members. No timeline has been fixed for this task.

2.5.3.1.6 It is also understood by all that as long as legacy aircraft continue to fly in

this region without ADS-C/CPDLC and performance/coverage of HF remains

inadequate, the system of FLAS may continue. However, FLAS should normally be

used only when boundary estimate coordination could not be done due to ground -

ground communication difficulties or in contingency (non-normal circumstances)

2.5.3.1.7 Somalia and India agreed to sign LOA between Mogadishu FIC and

Mumbai OCC.

2.5.3.1.8 Seychelles informed that they are not yet ready for coordination Mumbai

through AIDC.

2.5.4 Report of SWG-B Meeting:

2.5.4.1 India and Myanmar finalized a draft agreement template which was

acceptable to both of them. The processing of the same would be taken up by the States

concerned and would be signed ASAP.

2.5.4.2 India and Myanmar incorporated required amendments in existing LOA

between Yangon ACC and Kolkata ACC/Chennai OCC. India signed the amended LOA

and Yangon would get signed it by Appropriate Authority and send it to Airports

Authority of India. The effective date of revised LOA is 1st January, 2014.

2.5.4.3 India and Bangladesh discussed about non adherence to procedures

enumerated in para 6.6.1 and para 11.1 of existing LOA between Kolkata and Dhaka

ACC. Both ANSPs agreed to adhere to these procedures with effect from 07.11.2013.

2.5.4.4 Regional ATFM:

2.5.4.4.1 A discussion on the process of evolving a regional framework for ATFM

within Asia Pacific was invited by India. Indonesia, Malaysia, Myanmar, Singapore



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participated. Singapore representative explained the progress made in developing the

model in collaboration with Bangkok, Hong Kong and Malaysia and was willing to

share their experience. Singapore explained that the process aimed at developing

distributed virtual ATFM node where every ANSP will have autonomy over the system

and allow information exchange between them in a seamless manner. The proof of

Concept is a joint effort between the involved states supported by Airbus Prosky.

Singapore is planning to run the Human in the Loop and fast time simulation on a test

bed at the Singapore Aviation Academy. Operational inputs were collected from all

stakeholders at the local and the regional level.

2.5.4.4.2 The collaboration between Bangkok, Hong Kong and Singapore is driven

by the commonality of ATM issues such as traffic volume and composition and similar

weather phenomena. . The process of information sharing between the three ANSPs has

been through a daily teleconference and Email exchanges using a common template

twice daily. The Information Sharing template includes operational information such

as weather, significant airspace events and their impact, Airport Acceptance Rate based

on declared runway capacity as well as expected maximum delay if known.

2.5.4.4.3 After detailed discussion, India urged the states to carry back home the

proposal discussed for establishing sub regional ATFM initiatives between Indonesia,

Malaysia, India, and Muscat, and Myanmar, India and Pakistan with the inputs from

Singapore on evolving a process for the system. Indonesia, Malaysia, Muscat, Myanmar

and Pakistan will bring to the SAIOACG/04 meeting a draft paper on the ATFM

processes and a concrete proposal with an objective of developing a Sub-regional ATFM

model so that information exchange can be standardized and common proof of concept

evolved.

2.5.4.4.4 The point of contact from Singapore for coordination is Mr.

Sivapirakasam R, CAAS and from Bangkok, Mr. Piyawut, (Toon), Aero Thai. The

meeting also considered to have a point of contact established with the representative of

Hong Kong on this subject.



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2.5.4.5 ADS B meeting at Beijing:

2.5.4.5.1 India urged Myanmar to provide a paper on the ADS B data sharing

among states establishing point of contacts and draft ADS data sharing agreement so

that initial ground work can be completed while awaiting governmental clearances for

enabling ADS B data sharing among states. India will also submit the working paper

in this regard.

2.5.4.5.2 India also urged Indonesia to provide their ADS B implementation plan

and the proposal for sharing the data with India in the upcoming ADS B working group

meeting in Beijing.

2.5.5 Report of SWG-C Meeting:

2.5.5.1 The draft Coordination Procedures between Chennai OCC and Kuala

Lumpur ACC was discussed and finalized for signature by the Appropriate Authorities

of the respective States. Any later amendment if required, would be dealt through

mails. (Malaysia expressed its difficulty in using the term agreement in the document

as it would consume lot of time. Also it is complex as it would be required to be

endorsed law authority. Therefore Malaysia requested to use Coordination Procedures

in place of LOA which was agreed by India.

2.5.5.2 With regard to reporting of aircraft deviations occurring due to

coordination failures, such as LHD/LLD & LLE, it was agreed that responsible officers

from Kuala Lumpur will exchange information through emails within 30 days of such

occurrence. The e-mail addresses of the responsible officers on both sides were

exchanged.

2.5.5.3 Regarding the LOA/Coordination Procedures for AIDC data exchange

between Chennai and Kuala Lumpur/Jakarta, Chennai presented the draft prepared by

Chennai to both Kuala Lumpur and Jakarta. Both Kuala Lumpur and Jakarta

informed that they would revert back after discussion with their Superiors.

2.5.5.4 Issue of notification requirements of airspace reservation in Indonesian

FIR due to Rocket launch activity in India was discussed with participation from

Chennai team and members from AAI CHQ. The issue was the delay in the receipt of



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the notification in NOF. Towards achieving quicker coordination, Indonesia requested

coordination from ANSP to ANSP and suggested to have a letter of coordination

agreement in this regard. A draft LOCA template was prepared. The same would be

submitted to respective organization for evaluation and consideration for signature.

2.5.5.5 The meeting discussed the ATM automation system and ATFM,

Indonesian informed that automation system would made available in the country by

2nd quarter of 2014 and subsequently 30 NM separation on RNP routes will would be

introduced. Indonesia intimated that the project of ATFM is in the initial stage of

planning. Point of contact for the same is RIZA FAHMI ATS System

Senior Manager,[email protected]

2.5.5.6 Myanmar informed that ATFM System has been introduced in the country

for reducing domestic traffic congestion and point of contact would be communicated.

Further, they agreed to share the ATFM implementation information with other

members of the region. The meeting also reiterated the requirement of sharing ADS- B

data and also about the coordinated planning before implementation of ATFM in Asia

Pacific Region so as to have smooth flow of traffic during high density traffic scenarios.

2.6 AGENDA ITEM 6 - ATM CONTINGENCY PLAN AND SAR

AGREEMENTS WITH NEIGHBORING STATES

2.6.1 ATM Contingency Plan Level 2 (WP 07)

2.6.1.1 This paper presented by AAI highlighted the requirement of coordination

among States to prepare Level-2 ATM contingency plan for safe and orderly flow of

international air traffic through their airspace during ATM contingency. The

contingency may arise at any time due to a Major Earthquake, Flood, Cyclonic Storm,

Fire, Bomb Explosion or Terrorist Attack etc.

2.6.1.2 India, which is a member of the RACPTF (Regional ATM Contingency

Plan Task Force), brought to the notice of the house that the Level 1 plan of India was

deemed by the Taskforce to be robust, whereas the Level 2 plan, which was discussed in

BOBASIO/2 lacked the interfacing with the Level 2 contingency plan of the neighbors

and therefore relegated to a lower status of “incomplete”. The second meeting of

RACPTF Contingency Plan Review Team was formed to consider relevant portions of

mailto:[email protected]



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Level 1 (internal State) and Level 2 (Inter-State) ATM Contingency Plans, and

identified areas where ATM contingency planning required improvement, in order to

support the development of a Level 3 (Regional) ATM Contingency Plan, based on Basic

Planning Elements agreed by the Task Force. The paper pointed out that the

Secretariat presented a strategy as follows:

“As a first step in the development of Level 3 plans, Level 2 plans should be

constructed among “clusters” of States, providing the opportunity for small

groups of States to identify contingency routes and develop FLAS for inclusion

in the Level 2 Plan for later harmonization with other Level 2 Plans”.

2.6.1.3 The paper also presented a list of ATM contingency routings, agreed by the

Sub Working Group [SWG] comprising of India, Bangladesh and Nepal, providing

connectivity to/from Katmandu and Dhaka to both eastern and western parts of the

world across Indian airspace.

2.6.1.4 India urged the BOBASIO participants to discuss and agree for ATM

contingency routes, which are compatible with Indian contingency routes so that agreed

routes can be discussed in the next ATM contingency plan task force meeting. The

representative from Bangladesh seconded the proposal. Other members agreed to refer

the matter to their respective States and provide their comments after India takes it up

with the appropriate State authorities.

2.6.2 Search and Rescue agreements with the neighboring States (WP/12)

2.6.2.1 This paper presented by India highlighted the requirement to execute

agreements with neighboring countries for cooperation on SAR services under the

provisions of the Standards and Recommended Practices contained in Annex. 12. Also

in the First meeting of the Asia/Pacific Regional Search and Rescue Task Force meeting

held in February 2013, it was categorically emphasized that the implementation of SAR

Agreements be facilitated as early as possible.

2.6.2.2 India urged its neighboring States for an early execution of SAR

agreement, providing details of the responsibility of States and their agencies,

especially in Cross Border Areas. The highlight of the paper is an Annexure which

provides a template for such an agreement which has been appreciated by the ICAO

APAC Regional Director who has advised that the template provided by India be

considered by all concerned States to be adopted appropriately and further discussions



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on LOAs be brought up in the SAR task force meeting scheduled to be held in the last

week of January 2014. India stressed the requirement for SAR agreements with

adjacent States such as Malaysia, Indonesia, the Seychelles, Somalia, Bangladesh and

Myanmar. ICAO suggested a tiered approach if there were problems signing off such

SAR agreements due to the need for signoff at political levels – more importantly, it was

necessary to enact the basic technical procedures supporting SAR responses as soon as

possible.

2.6.2.3 The States agreed to refer the matter to their decision makers, since such

an agreement has to be approved by the concerned Government and revert back to the

GM (AIS & SAR) who is the nodal person for SAR in India.

2.6.2.4 ICAO also invited the States to present an update to the Asia/Pacific SAR

Task Force in January 2014.

2.6.3 Inter State ATM Contingency Plan in Indonesia (IP/04)

2.6.3.1 This Information paper stated that Indonesia does not have any formal

Level 2 CP agreement with adjoining States, but is reportedly carrying out meetings

with its neighbors in its South East including Australia, Timor Leste et al.

2.6.3.2 The meeting took note of the paper and wanted Indonesia to explore the

possibility of established contingency procedures with its neighbors in the BOBASIO

region including India, Malaysia, Sri Lanka and Singapore.

2.7 AGENDA ITEM 7 - GREEN INITIATIVES BY BOBASIO STATES

2.7.1 Establishment of Arabian Sea Indian Ocean User Preferred Routes

Geographic Zone UPR Geo Zone (WP09)

2.7.1.1 As part of green initiatives undertaken by informal ATS Coordination

Groups, India as Chair Arabian Sea Indian Ocean ATS Coordination Group

(ASIOACG) and founder Partner of Indian Ocean Strategic Partnership to Reduce

Emission ( INSPIRE) presented WP 9 on Establishment of Arabian Sea Indian Ocean

User Preferred Geographic Zone ( ASIO UPR Geo Zone ) wherein the success of

informal regional ATS Coordination Group (ASIOACG) and INSPIRE, shows that

collaboration among the member ANSPs for implementing Global Best Practices of



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User Preferred Routings that has large potential of saving millions of tons of and

carbon emission.

2.7.1.2 Encouraged by the recognition and appreciation for the results of INSPIRE

Operational Trials by 12th Air Navigation Conference, Montreal 2012, the third

combined meeting of ASIOACG 7/INSPIRE 3, in Mumbai 2012 decided and the States

have promulgated ASIO UPR Geo Zone. On 17th October 2013, the AIP Supplements

issued by 9 ANSPs of Australia, Sri Lanka, Maldives, Mauritius, Seychelles, ASECNA

Madagascar, South Africa, Kenya and India (total 9) became effective.

2.7.1.3 The meeting was informed that as of now, on an average 200+ weekly

flights are authorised to fly UPRs. The UPR Zone is estimated to reduce CO2 emissions

in excess of 10,000 Tons by saving about 3000+ Tons of fuel per year. It was also noted

by the meeting that INSPIRE Programme has earned ATC Global Award for Strategic

Management of Air Transport Operations.

2.7.1.4 The meeting praised the efforts made by all the concerned ANSPs,

participating Airlines and IATA in making the project a reality.

2.7.2 Delhi Airport-CDM: Implementation Status (WP10)

2.7.2.1 As part of green initiatives by improving operational efficiency of airline

operations undertaken at airport level, India presented WP 10 on the implementation of

Airport- Collaborative Decision Making at Indira Gandhi International Airport, New

Delhi. The project is called Delhi Airport- Collaborative Decision Making (DA-CDM).

The DA-CDM has been jointly implemented by Airports Authority of India in

collaboration and Delhi International Airport Limited (DIAL), the airport operator and

involves other stake holders such as Airline Operators (AO), Ground Handlers (GH),

Support services viz., CISF [Security Agency], Customs and Immigration, Air Force

Movement Liaison Unit etc., After the implementation of the ATFM the Delhi Air

Traffic Flow Management Unit (ATFMU) is likely to be included in this group.

2.7.2.2 All the partners work in close collaboration to ensure the successful

operation of DA-CDM, which is the first such implementation in India and promulgated

through AIP Supplement No. 21/2013 effective from 22nd August 2013.

2.7.2.3 The efficiency of the Air Transport System is highly dependent on traffic

predictability. DA-CDM effectively enhances predictability (this reduces buffer times for



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resource planning and flight times), overall efficiency and punctuality by linking and

sharing of accurate and timely information amongst Airlines, Airport Operator, ATC,

etc.

2.7.2.4 As a result of implementation of DA-CDM, the On Time Performance

(OTP) of airlines have improved to the extent that international observers such as

Flightstats has ranked Delhi Airport at global number 2 in July and August 2013 and

global number 3 in September 2013. Improved OTP of airlines has come for praise in

international print media as well.

2.7.2.5 The States lauded the CDM initiatives of Delhi Airport.

2.7.3 Indonesia ATFM/CDM and PBN Initiative (IP 06)

2.7.3.1 Indonesia presented an information paper on its ATFM/CDM and PBN

initiatives. The paper brought to light the problems associated with FPL distribution as

the airports are spread over a 17.000 islands, with the situation demanding a strategic

plan. The paper listed their plan to establish ASEAN Open Sky Policy which will

liberalize the aviation market within 10 ASEAN Nations with 500 million population.

The paper also detailed Indonesia‟s evolving ATFM/CDM to be implemented nation-

wide, with their national ATFM Centre expected to be operational by 2015. This

centralized FPL and Traffic Flow Management is envisioned to handle the entire flight

plan and slot distribution for departures and reduce congestion of overflying traffic.

2.7.3.2 This concept is being developed in four phases:

a. Procedural A-CDM: operation trial by end November 2013

b. AMAN System: by Q2 / 2014

c. Flight Plan Management Centre: by Q4 / 2014

d. Strategic National ATFM Centre : by end of 2015

2.7.3.3 The State has also detailed an ambitious plan to introduce unidirectional

RNAV/RNP routes in the near term.

2.7.3.4 The meeting took note of the developments in Indonesia.



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2.7.4 CDM platform at Mumbai (IP 07)

2.7.4.1 The Mumbai CDM team presented an information paper on their A-CDM

initiatives and followed it up by an exhilarating live demonstration of their Internet

Protocol based system with 100% automated database, derived from other servers like

AMHS, Met servers, AIS database etc., This web based application is an information

sharing platform among aviation partners at CSI Airport, Mumbai and builds an

Airport- Collaborative Decision Making (A-CDM) system. The Mumbai A-CDM has

resulted in direct advantages such as Reduction of delays at holding point, Orderly flow

of traffic, Optimization of capacity and better OTP, Reduction of RT congestion and

achieving Common Situational Awareness(CSA) as well as indirect advantages viz.,

reduction in wastage of aviation fuel, reduction in carbon emission, reduction in

passenger discomfort, transparent and bias free handling of flights and the consequent

increase of trust level between ATC and Airlines Operators.

2.7.4.2 Whilst IATA was highly appreciative of Mumbai‟s A-CDM project, their

representative expressed his apprehension about multiple software and procedural

standards involved. AAI representatives clarified that the fundamental concept and

rules are the same despite Delhi and Mumbai using different platforms. IATA urged

India to have a common A-CDM platform. IATA urged BOBASIO states planning A-

CDM to ensure the “Business Rules”; terminology and procedures were aligned

regionally to ensure User interfaces with various A-CDM systems are common. The

Mumbai GM (ATM) mentioned that the airline only needs to change EOBT if at all

deemed necessary, so the flight crew or the airline is not affected by multiple platforms.

The ICAO representative requested AAI to take the initiative to standardize A-CDM,

and may do so through Aerodrome working group. The GM (ATM) assured him that

although, the flight crew is expected to follow procedures for A-CDM for a given airport

detailed in the relevant AIP Supplement, and is not an issue as it is made out to be,

2.7.4.3 AAI will standardize the procedures and try to use a common software or

format whenever and wherever it is able.

2.7.4.4 The other States placed their appreciation for an indigenous development

of the Mumbai team‟s A-CDM software.



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2.8 AGENDA ITEM 8 - ATN/AMHS AND AIDC IMPLEMENTATION:

2.8.1 AIDC Implementation in India and related issues with adjacent ATS

Units in the Sub-Region (IP/01)

2.8.1.1 Airports Authority of India presented paper and informed the meeting that

it is in the process of implementing AIDC within ATC centres in India. The AIDC

systems are using APAC AIDC ICD version 3 for AIDC and its implementation is being

seriously pursued and extensive trials are being carried out between various

automations systems showing successful results. Some of these airports are already

exchanging live AIDC messages. During trials, several interoperability and operational

issues were encountered between different ATS Automation Systems which have been

mostly resolved.

2.8.1.2 AAI informed that the information exchanges in support of critical ATC

functions within Automated ATS systems were achieved via AFTN/AMHS networks.

The trials established that the existing AFTN/AMHS facilities in India are capable to

handle/relay AIDC messages.

2.8.1.3 India is one of the countries which have boundaries with adjacent ATSUs

of APAC, MID and AFI Region states. There is plan to establish AIDC with adjacent

ATS units of different States viz. Bangladesh, Myanmar, Pakistan, Nepal, Seychelles,

Malaysia, Indonesia, Sri Lanka, Kenya, Oman and Maldives but the plans and

readiness of other states are presently not available. Therefore India urged neighboring

Centers to share their plan with concerned states for an expeditious AIDC

implementation in a time bound manner.

2.8.1.4 India requested ICAO to standardize single ICD version within APAC

region and all the regions of ICAO to achieve harmonious implementation.



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2.8.2 ATN/AMHS Implementation Status In India (IP/02)

2.8.2.1 AAI informed that India implemented the AMHS and the circuit between

Mumbai and Singapore had been operational since 23rd March 2011. India is

continuously pursuing with other BBIS/BIS states for early AMHS implementation in

line with regional and global plans for establishing AMHS network. India The present

status of AMHS is as appended below:

2.8.2.1.1 Mumbai-Beijing: After successful completion of Pre-operational trails in

July 2013, India has already forwarded the draft TMC to China for perusal and

response awaited.

2.8.2.1.2 Mumbai-Bangkok: Both India and Thailand successfully completed the

Pre-operational trials. Following this, draft TMC were exchanged and agreed upon.

Steps are being initiated to sign and exchange the TMC to commence regular AMHS

operation before the end of Q4.

2.8.2.1.3 Mumbai-Karachi: India and Pakistan (Karachi) has successfully

completed IOT in November 2010. Both states have completed the trial operation in 30

March 2012. AMC tables are required to be updated at Pakistan end to start pre-

operational trials. Necessary response from Pakistan is awaited.

2.8.2.1.4 Mumbai-Muscat: The circuit is presently operated on AFTN over TCP/IP

through AMHS gateway. Oman Civil Aviation Authority has agreed to commence

preoperational trials in the 3rd week of October 2013.

2.8.2.2 IOT on AMHS between India and Nepal is in progress. Meanwhile, draft

TMC is being exchanged for mutual consent.

2.8.2.3 Bangladesh has recently installed Comsoft AMHS system. Now, India and

Bangladesh are taking initiatives to establish 64 KBPS leased line connectivity and

commence the trials.



33

11/11/2013

2.8.2.4 Sri Lanka has recently contacted India to establish new circuit for AMHS

connectivity. India is sharing its experiences with Sri Lanka for successful AMHS

implementation,

2.8.2.5 Bhutan has not yet communicated their implementation plan.

2.8.2.6 Kenya as per communication received planned their implementation in

July 2013. However, no further input is received and efforts are being made to

coordinate with Kenya for early implementation.

2.8.3 Report of ATN/AMHS Status In Indonesia:

2.8.3.1 At the Seventh ATNICG (ATNICG/7) meeting in Chiang Mai, Thailand in

February 2012, an Information Paper was presented on the ATN/AMHS trial activities

between Indonesia and Singapore.

2.8.3.2 Other DGCA activity ATN/AMHS Implementation is re-alignment location

indicator, which will provide the AMHS Addressing Scheme.

2.8.3.3 ATN/AMHS in Indonesia has been installed in Jakarta (Soekarno Hatta

International Airport), Makassar, and Jakarta (DGCA Head Quarter/NOTAM Office).

2.8.3.4 Inter-operability test ATN/AMHS Jakarta – Singapore was finished on

July 2011. The inter-operability was indicated the need to upgrade bandwidth (19,2

kbps to 64 kbps). Indonesia – Singapore is ready for bandwidth upgrading to 64 kbps.

2.8.3.5 The Inter-operability test has been agreed with the ASIA/PAC Guidance

Document for AMHS Conformance Testing (AMHS Manual) Annex F Pre-Operational

Test.

2.8.3.6 During the trial, the AMHS system will not affect the AFTN existing

operating. System.



34

11/11/2013

2.8.3.7 AIDC status in Indonesia has been implemented via AFTN.

2.8.3.8 AIDC implemented only in Makasar FIR, and has connectivity with

Brisbane FIR.

2.9 AGENDA ITEM 9 - ANY OTHER BUSINESS

2.9.1 Update on Implementation of ASBU Block 0 Modules (WP/08)

2.9.1.1 Through this information paper, India updated the meeting about their

alignment to the Aviation System Block Upgrades methodology which is a part of the

ICAO updated Global Air Navigation Plan (GANP), which has been endorsed at the

recently held ICAO 38th Assembly. ASBU is a 15 year incremental technology up-

gradation methodology, with “Modules” under 4 major Performance Improvement areas

with elements connected through common threads. The Block Upgrades are organized

in five-year time increments starting in 2013 and continuing through 2028 and beyond.

2.9.1.2 The paper outlined about the link between ASBU, Seamless ATM Plan

and the Regional Air Navigation Plan and detailed as to how the implementation

process driven by the ASBU module elements will enable all States and stakeholders to

realize the goals of global-harmonization, increased capacity, and environmental

efficiency in a unified manner, so that the ASBU building blocks can provide a perfect

match of technology and operational concepts.

2.9.1.3 The paper also informed the meeting that since, the Regional Air

Navigation Plans are expected to be reviewed and updated by including all required

supporting procedures, regulatory approvals and training capabilities based on the

GANP and ASBU documentation, by the respective PIRGs and therefore all the States

will need to reorient their planning to respective Block Upgrade Modules in order to

ensure the near- and longer-term global interoperability of their Air Navigation

solutions.

2.9.1.4 Thereafter, the paper brought the focus to the highest priority that States

may accord in the implementation of six modules in ASBU Block 0, including B0-



35

11/11/2013

FRTO, B0-FICE, B0-DATM, B0-NOPS, B0-TBO and B0-ASUR, identified by the APAC

Seamless ATS Plan and endorsed by APANPIRG/24.

2.9.1.5 The paper introduced India‟s plans of updating the National Air

Navigation Plan (NANP) in line with the ASBU roll out keeping in mind the ICAO

strategic objectives. The paper showcased India‟s aggressive pursuit in the

implementation of eighteen (18) Block Zero Modules with emphasis on the six (6)

critical Block-0 elements, to ensure regional and global seamless Air Navigation

Services over a crucial airspace connecting three ICAO regions.

2.9.1.6 The meeting took note of developments and was appreciative of India‟s

efforts in streamlining its ANS system initiatives in alignment with the building blocks

of ASBU.

2.9.2 GAGAN services for the region (WP/11)

2.9.2.1 The fourth SBAS system, GAGAN, has passed the tests for RNP0.1

certification and is undergoing algorithm reviews for achieving APV 1 certification.

2.9.2.2 The certification process for the first step will be completed by November

2013 and will join the SBAS service providers group. Preceding BOBASIO meetings had

brought out the opportunities that GAGAN would provide neighbouring states and

other states within GAGAN footprint to ensure seamless GNSS transition within APAC

region.

2.9.2.3 India urged States to consider the early implementation of GAGAN signal

usage and requests to provide willingness to associate with Indian ANSP, AAI in

working together an optimized and cost effective solution for installing reference

stations and monitoring systems to meet the GNSS guidelines provided in the ICAO

annexes and the Assembly resolutions. India presented the Operation Test and

evaluation tools developed for assessing GAGAN signal-inn-space compliance for

accuracy, integrity, availability and continuity.

2.9.2.4 The point of contact (POC) for coordination related to GAGAN services

from Member States was established. The details regarding GAGAN POC is appended



36

11/11/2013

as Appendix F to this report. The nodal officer GAGAN, GM (GAGAN), India shall

coordinate through POC for further feasibility studies and feedback from the member

States.

2.9.3 Increasing coordination between States for the purpose of AIS

Publication regarding airspace reservation activity which affect several FIR

(IP/05):

2.9.3.1 Indonesia in their IP stated the need for an agreement between states (AIS

Provider) for notification through the NOTAM regarding experimental flight vehicle

activity undertaken by Indian Authorities involved in several FIRs in adjacent states

including Jakarta FIR in Indonesia affecting international route. India explained the

coordination procedures between States for the purpose of AIS Publication regarding

airspace reservation activity which affect several FIRs.

2.9.3.2 Indonesia informed from the beginning of year 2014, NOF Indonesia will

be delegated to Air Navigation Indonesia (AIR NAV Indonesia). Further information

regarding delegation phases, organization structure and administration will be notified

by Aeronautical Information Circular (AIC)

2.9.4 BOBCAT Operations Report:

2.9.4.1 Aerothai presented a BOBCAT Operations Report highlighting current

Afghanistan airspace, flight level availability, separation and spacing in Kabul FIR,

traffic trends and average delay. It was also informed that more than 90% of flights

operating during nights and taking slots from BOBCAT get same or better preferred

levels. Aerothai is studying Delhi FIR traffic sample data for December 2012 in

coordination with MAAR for proposed daytime BOBCAT Slot requirement at Waypoint-

SAMAR during time 0700 – 1100UTC at least at FL320 for all westbound flights.

2.9.5 Execution of Letter of Agreements:

2.9.5.1 Letter of Agreement (LOA) between Airports Authority of India for

Mumbai OCC and Mogadishu FIC was signed which was applauded by the meeting.



37

11/11/2013

2.9.5.2 Letter of Agreement (LOA) between Kolkata ACC and Yangon ACC was

finalized. Mr. Vijayinder Kumar Dutta, Executive Director (ATM) from Airports

Authority of India signed the LOA and handed over to Mr. Soe Paing, Deputy Director

(ANS), DCA Yangon for signing appropriate Authority in Yangon.

2.9.6 ICAO Regional Officer ATM Mr. Len Wicks made following proposals for

the consideration of the BOBASIO group:

a) The agenda for the BOBASIO meeting should be more robust and

structured, adopted in line with the SAIOACG meeting;

b) BOBASIO meeting may consider including action items under the task-list

for monitoring and follow up the progress. This will allow for evaluating the

measurable outcome(s).

c) The BOBASIO meeting may consider election of Chairperson and

Secretary for BOBASIO meetings and their continuity for two years so that action

items could be tracked.

d) The Member States other than India may also consider hosting the

meetings for better participation and greater involvement.

e) The meeting report may be submitted to ATM subgroup so that issues may

further be discussed at ATMSG meeting.

The ICAO Regional Officer (ATM) assured that suitable recommendation will be made

to ICAO APAC for consideration of the BOBASIO report in the ATMSG meeting.

The meeting agreed that all above proposals a), b) and c) would be discussed in next

BOBASIO meeting. The meeting agreed on proposals d) and e).

2.9.7 IATA suggested that airports under BOBASIO states may also be invited to

participate to share their experiences. The meeting agreed to discuss this proposal in

next BOBASIO meeting.

2.9.8 Date and Venue for the next BOBASIO meeting

2.9.8.1 The meeting agreed that the next meeting would be held in 2014. India

invited other states to host the meeting and informed that if no states come forward to



38

11/11/2013

hold the meeting, then India would hold BOBASIO meeting in 2014. The date and

venue of the next meeting will be intimated to all States in due course.

2.9.8.2 Civil Aviation Authority of Bangladesh agreed to host BOBASIO meeting

in Bangladesh in 2015. The meeting welcomed this initiative of Bangladesh.

3 Closing of the Meeting:

3.1 Mr. Vijayinder Kumar Dutta, Executive Director (ATM) thanked the

participants for the positive work and outcomes. He mentioned that a wide variety of

topics of operational and technical interest were discussed in good detail and that the

draft report lists 25 working papers / information papers/presentations followed by

professional discussions which bear testimony to the purposeful and objective conduct of

this meeting. The Chair expressed hope that the States were on the same page on

issues that they brought with them for resolution.

3.2 BOBASIO as a platform that provides a window of opportunity to both

States within the region and immediate neighbors who share airspace borders with the

BOBASIO States, the Chair said, has grown from strength to strength over the last

three years to such an extent that the ICAO Regional Officer ATM had placed on record

his appreciation for the maturity with which this group transacts its business. India,

the Chair expressed, will be glad to share the credit for such quick transition, with the

participating States and further mentioned that there is no doubt this forum will reach

greater heights in the years to come.

The meeting recorded its thanks to the Airports Authority of India for having organized

and hosted this meeting.

APPENDIX-A

The Third ATS Coordination Meeting of Bay of Bengal, Arabian Sea and

Indian Ocean (BOBASIO) Region

Hyderabad, India, 22nd

to 24th

October 2013.

AGENDA ITEMS

Agenda Subject

Item 1 Adoption of Agenda

Item 2 Outcomes of BOBASIO/2 Meeting

Item 3 Review of APAC Seamless ATM Plan and its Implementation

Item 4 BOBASIO Region Seamless ATM Plan Status and Implementation

Strategies

Item 5 Coordination issues amongst BOBASIO States

(Bilateral/Multilateral)

Item 6 ATM Contingency Plan and SAR Agreement in BOBASIO Region

Item 7 Green Initiatives by BOBASIO States

Item 8 ATN/AMHS and AIDC implementation

Item 9 Any Other Business

1

Appendix B


Indian Ocean Region (BOBASIO/3) Hyderabad, India.

22nd

– 24th

October 2013

List of Working / Information Papers

Sr.

No.

Agenda

Item No.

WP/IP Subject Presented By

1 1 WP 1 Agenda of the meeting Airports Authority of

India

2 2 WP 2 Outcome of BOBASIO/2 meeting at

Chennai, India, from 11-13 April 2012

Airports Authority of

India

3 3 WP 3 Asia Pacific Seamless ATS Plan and

Implementation Strategies


India

4 4 WP 4 India’s Proposal Towards Establishment

of Sub-Regional/Regional ATFM


India

5 4 WP 5 Use of ADS – B Data for Monitoring

Aircraft Height Keeping Performance


India

6 4 WP 6 PBN Implementation In The Sub-Region

Through Collaboration


India

7 6 WP 7 ATM Contingency Plan – Level 2 Airports Authority of

India

8 9 WP 8 Update on Implementation Of ASBU

Block 0 Modules


India

9 7 WP 9 Establishment of Arabian Sea Indian

Ocean User Preferred Routes Geographic

Zone


India

10 7 WP 10 Delhi Airport-CDM: Implementation

Status


India

11 9 WP 11 GAGAN Services For The Region Airports Authority of

India

12 6 WP 12 Search And Rescue Agreements with the

Neighbouring States


India

13 4 WP 13 Indian Airspace & Air Route Changes Airports Authority of

India

14 4 WP 14 Implementation of Flexible Use of

Airspace In India


India

2

15 4 WP 15 Proposal to introduce 30 NM Reduced

Longitudinal Separation in BOBASIO

Airspace


India

16 4 WP 16 ADS B Implementation And Data Sharing Airports Authority of

India

17 4 WP 17 Need for greater awareness on

importance of reporting aircraft

deviations


India

18 5 PPT Seamless ATM Plan Len Wicks, Regional

Officer ATM, ICAO

20 8 IP 1 AIDC Implementation in India and related

issues with adjacent ATS Units in the

Sub-Region


India

21 8 IP 2 ATN/AMHS Implementation Status In

India


India

22 4 IP 3 Update ADS-B Programme In Indonesia Indonesia

23 6 IP 4 Inter-State Atm Contingency Plans In

Indonesia

Indonesia

24 9 IP 5 Increasing Of coordination between States

with purpose AIS Publication regarding

airspace reservation activity which affect

several FIR

Indonesia

25 7 IP 6 Indonesia ATFM/CDM and PBN

Initiative

Indonesia

25 7 IP 7 Mumbai Airport CDM


India

26 8 IP 8 Report of ATN/AMHS Status In

Indonesia

Indonesia

Appendix C



22nd

– 24th

October 2013

ORDER OF BUSINESS

Tuesday, 22 October, 2013 Time Program

0900-0930 Registration

0930-1000 Inaugural Session

1000-1030 Tea/Coffee Break

1030-1300 Discussions on Agenda Items

1300-1400 Lunch




Wednesday, 23 October, 2013 Time Program




1300-1400 Lunch




Thursday, 24 October, 2013 Time Program

0930-1030 Review of Draft Report


1100-1200 Adoption of Report

1200-1300 Closing of Meeting

1300-1400 Lunch

1

Appendix -D



22nd

– 24th

October 2013

ORDER OF DISCUSSIONS

Tuesday, 22 October, 2013

TIME SESSION AGENDA

ITEM

WP/IP

NO

SUBJECT

PRESENTED

BY

1030-1300 Session 1 1 WP01 Adoption of Provisional

Agenda

Secretariat

2 WP02 Outcome of BOBASIO/2

Meeting

Secretariat

3 WP03 Asia Pacific Seamless ATM

Plan and Implementation

Strategies

Airports

Authority of

India

3 PPT Asia/Pacific Seamless ATM

Plan

Mr Len Wicks,

Regional

Officer, ATM

4 WP06 PBN implementation in the

sub-region through

collaboration

Airports

Authority of

India

6 WP07 ATM Contingency Plan-Level

2

Airports

Authority of

India

6 IP04 Inter-State ATM Contingency

Plans in Indonesia

Indonesia

1300-1400 Lunch

1400-1530 Session 2 7 WP09 Establishment of Arabian Sea

Indian Ocean User Preferred

Routes Geographic Zone

Airports

Authority of

India

5 WP17 Need for greater awareness on

importance of reporting

aircraft deviations

Airports

Authority of

India

9 WP08 Update on Implementation of

ASBU Block 0 Modules

Airports

Authority of

India

9 IP05 Increasing of coordination

between States with purpose of

AIS Publication regarding

airspace reservation activity

which affect several FIR

Indonesia


1600-1700 Session 3 5 - Coordination Issues amongst

BOBASIO States


BOBASIO

States

2



22nd

– 24th

October 2013

ORDER OF DISCUSSIONS

Wednesday, 23 October, 2013

TIME SESSION AGENDA

ITEM

WP/IP

NO

SUBJECT

PRESENTED BY

0930-1100 Session 1 4 WP13 Indian Airspace & Air Route

Changes

Airports Authority

of India

4 WP14 Implementation of Flexible Use of

Airspace in India

Airports Authority

of India

9 WP11 GAGAN Services for the Region

Airports Authority

of India

4 WP15 Proposal to introduce 30NM reduced

longitudinal separation in the

BOBASIO airspace

Airports Authority

of India

6 WP12 Search & Rescue Agreements with

the neighbouring States

Airports Authority

of India


1130-1300 Session 2 4 WP05 Use of ADS-B for monitoring

aircraft height keeping performance

Airports Authority

of India

4 IP3 Update ADS-B Program in Indonesia Indonesia

4 WP16 ADS-B Implementation and data

sharing

Airports Authority

of India

8 IP02 ATN/AMHS Implementation status

in India

Airports Authority

of India

8 IP8 Report of ATN/AMHS Status in

Indonesia

Indonesia

1300-1400 Lunch

1400-1530 Session 3 7 WP10 Delhi Airport – CDM

Implementation

Airports Authority

of India

7 IP07 Mumbai Airport-CDM Airports Authority

of India

7 IP06 Indonesia ATFM/CDM and PBN

Initiative

Indonesia

4 WP04 India’s Proposal towards

establishment of sub-

regional/regional ATFM

Airports Authority

of India

8 IP1 AIDC Implementation in India and

related issues with adjacent ATS

Units in the Sub Region

Airports Authority

of India


1600-1700 Session 4 5 Coordination Issues amongst

BOBASIO States


BOBASIO States

3



22nd

– 24th

October 2013

Thursday, 24 October, 2013

TIME SESSION DISCUSSIONS/PROGRAM

PRESENTED BY

0930-1030 Session 1 Review of Draft Report Secretariat


1100-1300 Session 2 Adoption of Report Secretariat

Closing Meeting Airports Authority of India

1300-1400 Lunch

Appendix E



22nd

– 24th

October 2013

LIST OF PARTICIPANTS

Name (Mr./Ms.)

Title/Designation e-mail ID/ Tel No

1. BANGLADESH

1. AZAD ZAHIRUL ISLAM

DIRECTOR(ATS/ AERODROMES), CAAB

Email: [email protected] Tel: +8801911418611

2. KAZI KHIRUL KABIR AERODROME OFFICER, CAAB


3. MOHAMMAD DOULOTUZZAMAN

SENIOR-AERODROME OFFICER, CAAB


2. HONGKONG

1 OWEN DELL IATA , CATHAY PACIFIC AIRWAYS


3. ICAO

1 LEONARD WICKS REGIONAL OFFICER (ATM) ICAO APAC

Email: [email protected] (+66-8) 490 73 260

4. INDONESIA

1 AHMAD SETVAWAN

AIRNAV INDONESIA, JATSC

Email:[email protected] Tel: +628174805236

2 DINA YUNITA AIS, DGCA Email: [email protected] Tel: +6281318918241

3 ELFI AMIR(TEVI) Dy. Director (ATC), DGCA


4 LISNAWATI ATS INDONASIA, DGCA Email: [email protected] Tel: +6282124044902

5 MARDIANA FBNPP, DGCA Email: [email protected] Tel: +6281298000490

6 ROSEDI SALAM AIRNAV INDONESIA, Email: [email protected]

http://www.aai.aero/public_notices/aaisite_test/main_new.jsp




mailto:%20%[email protected]






http://www.aai.aero/public_notices/aaisite_test/main_new.jsp

AIRNAV Tel: +6281342678721

5. MALAYSIA

1. ABDUL RALI BIN KASSIM

DCA MALAYSIA Email :[email protected] Tel :+60378465233

2. NASURUDDIN DCA MALAYSIA Email: [email protected] Tel: +60192808171

6. MYANMAR

1. SOE PAING DEPUTY DIRECTOR(ANS), DCA

Email: [email protected] Tel:+9595011703l:

2. TIN MAUNG KYI ASST DIRECTOR(ANS), DCA


7. SEYCHELLES

1. DOMINIC SAVY ATCO_PAR OFFICER, SCAA

Email: [email protected] Tel: +248-2520020

2. LINEDA SAMSON SATCO_OPS, SCAA Email: [email protected] Tel: +248-2527207

8. SINGAPORE

1. ARIC OH IATA, SINGAPORE [email protected] Tel : +6565403694

2. DAVID ROLLO ASST DIRECTOR IATA, SINGAPORE

Email : [email protected] Tel: +6564992251

3. MICHAEL SHEE ATCM ,ATM_OPS, CAAS ,


4. SIVAPIRAKASAM RENGASAMY

ATCM ,ATM_OPS PLANNING, CAAS

Email :[email protected] Tel: +6597541347

9. SOMALIA

1 ALI JAMA ABDI FIC Supervisor, ICAO/CACAS

Email: [email protected] Tel: +254207622785/6/9

2 WILSON OWINO ATS EXPERT, ICAO SOMALIA


10. THAILAND

1. BANCHA KINGBUALUANG

AREA CONTROL, AERO THAI.

Email : [email protected] Tel : 081-5833355

2. LEN WICKS REGIONAL OFFICER ICAO(ATM)

Email : [email protected] Tel : 66849073260

3. SUPPANAT HANNARONGSAG

AREA CONTROL, AERO THAI.

[email protected] Tel : 081-3309219

11. UMIRATES AIRLINES UAE

1. SATHYANATH UNNI AERONUATICAL SERVICE MANAGER , IATA UAE

Email :[email protected] Tel : +971504541876

12. INDIA( Other than Airports Authority of India)















1. Cdr. E RAMAKRISHNA

SATCO, GOA, INDIAN NAVY

2. PRASHANTH SANGLIKAR

Asst Dir/IATA [email protected] Tel:9968502572

3. Cdr. V K DAGAR Jt. Director, IHQ MOD (NAVY)

Email: [email protected] Tel: 011-23011008

13. AAI

1. V.K.DUTTA ED (ATM) Email: [email protected] Tel: 9958010012

2. P K MISHRA ED (ASM) Email: [email protected] Tel: 9910211770

3. M C DANGI GM(ATM) Email: [email protected] Tel: 965022144

4. I N MURTHY GM (ATM/CIC) Email :[email protected] Tel: 9866072604

5. S V SATISH GM (ATM) Email: [email protected] Tel: 9717333896

6. JAYANT DAS GUPTA

GM (ATM) Email: [email protected] Tel: 9870363692

7. A P GAJBE GM (ATM) Email:[email protected] Tel: 9650555192

8. KANHAYA LAL GM (ATM) Email: [email protected] Tel: 9650596385

9. CHANDAN SEN GM (ATM) Email: [email protected] Tel: 9432282300

10 SUNIL KUMAR OBEROI

GM (ATM) Email: [email protected] Tel: 9910310795

11 K C PATRO GM (CNS-P) Email: [email protected] Tel: 9971393929

12 S K SWAMY GM (CNS) Email: [email protected] Tel: 9008013666

13 PAN SINGH GM (CNS) Email: [email protected] Tel: 9950311255

14 A P UDAYNARAYANA

JT GM(ATM) Email: [email protected] Tel: 9445035614

15 RAKESH BHATNAGAR

JTGM (ATM) Email: [email protected] Tel: 9650077447

16 S S RATHORE JTGM (ATM) Email: [email protected] Tel: 9560168444

17 O S EKKA JTGM (ATM-SQMS) Email: [email protected] Tel: 9866212756

18 SENTHIL VALAVAN JT GM ATM) Email: [email protected] Tel:9989475115

19 N V ATALE JTGM (ATM) Email: [email protected] Tel: 9650518833

20 C V SHAJI JTGM (ATM) Tel: 9444372323





















21 M.K. DAS JTGM (ATM) Email: [email protected] Tel: 09869079465

22 S V V PRASAD JTGM (CNS) Email: [email protected] Tel: 9490755489

23 AJAY K. KAPUR JTGM(CNS) Email: [email protected] Tel: 9868815045

24 HANUMANTH RAO JT GM(ATC) Email:[email protected] Tel: 9490793974

25 M RAJAKISHORE JT GM (COM) Email:[email protected] Tel:+919966611123

26 M NANDAKUMAR DGM(ATM) Email:[email protected] Tel: 9948991168

27 SUDHANSHU GUPTA

SM(ATM) Email: [email protected] Tel: 09892377827




tel:+919966611123



APPENDIX-F


Indian Ocean (BOBASIO) Region


to 24th

October 2013.

POINTS OF CONTACT- Coordination for examination of

feasibility of GAGAN within APAC States

1 11/11/2013



– 24th

October 2013

TASK LIST: BOBASIO/3

Action

Item

ID

Description Responsible

State/

Organisation

Time Frame

3/1 BOBASIO States to study the Seamless ATM Plan and

in accordance with the requirements outlined in the

plan, review version 1.0 of the Asia/Pacific Seamless

ATM Plan, utilize the regional plan to develop a State

plan with implementation timelines for applicable

Seamless ATM elements and also ensure that relevant

decision-makers are briefed on the State Seamless ATM

Plan, further, based on consultation, submit the first

Regional Seamless ATM reporting form to the ICAO

Regional Office by the 1st March 2014.

Concerned

States

1st March, 2015

3/2 States to consider declaring airspace corresponding to

its ATM capability and consider non-exclusive type of

airspace classification, to allow for utilization of such

airspace by aircraft not meeting the requirements.

BOBASIO

States

30th June, 2014

3/3 India to follow up the task of joint routes design with

neighbouring States for mutual benefit.

India and

neighbouring

States

31st March, 2014

3/4 India, Malaysia, Indonesia and other BOBASIO States

to collaborate, to establish RNP 4 routes in the Bay of

Bengal to support 30/30 NM separation.

India, Malaysia

Indonesia and

other BOBASIO

States

30th June, 2014

3/5 IATA to sensitize airline operators to equip aircraft with

FANS/1A data link capability

IATA TBD

3/6 Indonesia to provide details of the actual (not theoretical

circular 200NM) range of ADS-B located in Banda-Aceh,

so that the requirement of data sharing between

Indonesia and India can be explored.

Indonesia TBD

3/7 Malaysia and India to provide an update on possibility Malaysia and Feb, 2014

2 11/11/2013

of sharing of Port Blair ADS-B data with Malaysia and

enable seamless transfer of communication at the FIR

boundary for implementation of 50-50 NM separation, at

the SAIOACG meeting in February 2014.

India

3/8 All BOBASIO States to report occurrences of LLDs and

LLEs to BOBASMA in timely manner. They should

sensitize their controllers to report the occurrences of

LLDs and LLE.

States obliged to

submit data to

BOBASMA

Ad infinitum

3/9 Indonesia to issue an Aeronautical Information Circular

(AIC) as soon as possible to alert aircraft operators of

their intention to issue an ADS-B mandate in 2016 or

any later year, with a suitable prescribed lead time.

Indonesia TBD

3/10 Mumbai OCC to submit a study on traffic pattern

to/from AFI regions in terms of time of operation and

density to facilitate the evaluation of the FLAS and its

review.

India 15th Nov, 2013

3/11 Mumbai to conduct a sensitization programme for OCC

controllers, with an emphasis on employing FLAS as a

last resort for level allocation and avoiding its adoption

as a routine tool.

India 31st October

2013

3/12 AAI to conduct a study on performance of HF in Arabian

Sea airspace and submit its findings to pertinent

adjacent FIR Controlling authority for optimization.

India 31st March, 2014

3/13 To ensure required level of position reporting by Kenya

Airways and flight crew of other AFI region based

airlines, ICAO EASAF Office shall coordinate with

concerned airlines. These airlines to be sensitized

regarding significance, safety and regulatory provisions

of establishing and maintaining listening watch on

appropriate frequency and timely position reporting to

ATC e.g. The flight crew of aircraft operating from AFI

region and subsequently entering in Mumbai FIR to be

reminded of the requirement to contact Mumbai FIC at

least 10 minutes before crossing Mumbai –

Mogadishu/Seychelles FIR boundary

ICAO Nairobi

Office

Mogadishu

Seychelles FIR

Controlling

ANSPs

IATA

ASAP

And before

31st December,

2013.

3/14 LOA between Kolkata ACC and Yangon ACC to be

signed by Appropriate Authority of Yangon and sent to

Airports Authority of India.

Yangon 31st December,

2013

3/15 Draft agreement on sharing of ADS-B data to be

exchanged between India and Myanmar.

India and

Yangon

31st March, 2014

3/16 Coordination Procedures between Chennai OCC and

Kuala Lumpur ACC to be signed by the appropriate

authorities of Malaysia and India.

India and

Malaysia

31st December,

2013

3 11/11/2013

3/17 LOA/Coordination Procedures for AIDC data exchange

between Chennai and Kuala Lumpur to be finalized

India and

Malaysia

31st March, 2014

3/18 Development of ATM Contingency Plan Level 2/3

(Note: ATMTF meeting scheduled in the 3rd week of Nov,

2013 and is being attended by India)

BOBASIO

States

31st December,

2013

3/19 Neighbouring States to expedite execution of SAR

agreement(s), providing details of the responsibility of

States and their agencies, especially in Cross Border

Areas.

BOBASIO

States

31st December,

2013

3/20 BOBASIO States which are planning A-CDM to ensure

the “Business Rules”; terminology and procedures were

aligned regionally to ensure that user interfaces with

various A-CDM systems are common.

BOBASIO

States

31st March, 2014

3/21 Neighboring Centers adjacent India to share their plan

with India for AIDC implementation in a time bound

manner.

Neighbouring

BOBASIO

States to India

31st March, 2014

3/22 ICAO to standardize single ICD version within APAC

region and all the regions of ICAO to achieve

harmonious implementation.

ICAO Regional

Office

31st March, 2014

3/23 India to coordinate through POC for further feasibility

studies on GAGAN and feedback from the member

States.

India 31st March, 2014

3/24 A more robust Agenda of BOBASIO in line with the

SAIOACG meeting is to be finalized based on a

structured approach

BOBASIO/4 TBD

3/25 The BOBASIO meeting to consider election of

Chairperson and Secretary for BOBASIO meetings and

their continuity for two years so that action items could

be meticulously and purposefully tracked

BOBASIO/4 TBD

3/26 The Member States other than India to consider hosting

the meetings for better participation and greater

involvement

All BOBASIO

States

As and when

proposed

3/27 The meeting report to be submitted to ATM subgroup so

that issues may further be discussed at ATMSG

meeting.

Regional officer

ATM, APAC

12th November,

2013

3/28 Indonesia and India to evaluate the draft Letter of

Coordination Agreement LOCA regarding airspace

reservation for rocket launching activity for approval

and signing.

Indonesia and

India

TBD