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c) Proposed Amendment:
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1. Renumber Sections 4 to 1 4 to read 5 to 1 5
2. Add the following provisions for Air-ground Communications Failure in Section 4,
3. Amend the existing provisions for Special Procedures for In-flight Contingencies in section 5 and
4. Amend Section 7.5 (Vertical Separation) to include provisions for the implementation of RVSM in the MID Region
"4.0 Action In The Event Of Air-Ground Communications Failure
(A2-3.6.5.2: P-ATM. 8.8.3. 15.21)
4.1.1 As soon as it is known that two-way communication has failed., ATC shall maintain separation between the aircraft having,- the communication failure and other aircraft based on the assumption that the aircraft will accordance with 4.2 of 4.3.
Note. - The following expands upon the requirements contained in Annex 2, 3.6.5.2 and PANS-ATM, 8.8.3 arid 75.2. and specifies additional details regarding air-ground communication failure.
4.2 Visual Meteorological Conditions (VMC)
4.2.1 Except as provided in 4.3.1. a controlled flight experiencing communication failure in VMC shall:
a) set transponder to Code 7600:
b) continue to fly in VMS:
c) land at the nearest suitable aerodrome:
d) report its arrival time by the most expeditious means to the appropriate air traffic control unit.
4.1 4.3 Instrument Meteorological Conditions (IMC)
4.3.1 A controlled IFR flight experiencing communication failure in IMC or in VMC when it does not appear feasible to continue in IMC. within the Amman. .Bahrain.. Beirut Cairo. Damascus. Emirates. Jeddah. .Kuwait, Muscat (continental part). Sana'a (continental part) and Teheran FIRs shall:
a) set transponder to code 7600: and
b) maintain the. last assigned speed and. level or the minimum flight altitude, if the minimum flight altitude is higher than the last assigned level for a period of 7 minutes. The period of 7 minutes commences:
1) if operating on a route without compulsory reporting points or has been instructed to omit position reports;
i) at the time last assigned level or minimum flight altitude is reached, or
ii) at the time the aircraft sets transponder to Code 7600. whichever is later: or
2) if operating on a route without compulsory reporting points and no instruction to omit position reports has been received:
i) at the time last assigned level or minimum flight altitude is reached, or
ii) at the previously reported pilot estimate for compulsory reporting point, or
iii) at the time the aircraft fails to report its position over a compulsory reporting point, whichever is later:
c) there after, adjust level and speed in accordance with the field flight plan;
Note. - With regard to changes to levels and speed, the filed flight plan which is the flight plan as filed with an ATS unit by the pilot or a designated representative without any subsequent changes, will be used.
d) if being radar vectored or proceeding offset according to RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later then next significant point taking into consideration the applicable minimum flight altitude:
Note - With regard to the route to be flown or the time to begin descent to the arrival aerodrome, the current flight plan, which is the flight plan, including changes, it any brought about subsequent clearance will be used.
e) proceed according to the current flight plan to the appropriate designated navigation, aid serving the destination aerodrome and, when, required to. ensure compliance with 4.3 ft, hold over this aid until commencement of descent:
f) commence descent from the navigation aid specified in 4.3 e) at. or as close as possible to the. expected approach time last received and. acknowledged, or if no expected approach time has been received and acknowledged, at, or as close as possible to the estimated time of arrival resulting from current flight plan;
g) complete a .normal, instrument approach procedure as specified for the designated navigation aid; and
h) land. if possible within thirty minutes after the estimated time of arrival specified in 4.3 ft or the last acknowledged expected approach time, whichever is latter,
Note - Pilots are reminded that the aircraft may not be in an area a/secondary surveillance radar coverade.
4.0 5.0 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES
4.1 5.1. General Procedures
4.1.1 5.1.1 The following general procedures apply to both subsonic and supersonic aircraft. Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to weather, aircraft performance, pressurization failure and problems associated with high-level supersonic flight. They are applicable primarily when rapid descent and/or turn-back or diversion to an alternate airport are required. The pilot's judgment shall determine the sequence of actions taken, taking into account specific circumstances.
4.1.2 5.1.2 If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency signal, as appropriate.
4.1.3 5.1.3 If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time and, until a revised clearance is received, the pilot shall:
a) if possible, deviate away from an organized track or route system before commencing an emergency descent;
b) establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, flight level, aircraft position, (including the ATS route designator or the track code) and intentions on the frequency in use, as well as on frequency 121.5 MHz (or, as a back-up, the VHP inter-pilot air-to-air frequency 123.45 MHz);
c) watch for conflicting traffic both visually and by reference to ACAS (if equipped); -and
d) turn on all aircraft exterior lights (commensurate with appropriate operating limitations): .
e) advise the appropriate air traffic control unit as soon as possible of the emergency descent;
f) set the transponder to Code 7700 and select Emergency Mode on automatic dependent survellance/controller-pilot data link communication (ADS/CPDLC) system, if applicable, and
g) coordinate further intention with the appropriate ATC unit.
5.1.3.1 The aircraft shall not descend below the lowest published minimum altitude which will provide a minimum vertical clearance of 300 m (1000 ft) or in designated mountainous terrain 600 m (2000 ft) above all obstacles located in the area specified.
5.1.4 Action by air traffic control unit.
5.1.4.1 Immediately upon recognizing that an emergency, descent is in progress air traffic control units shall acknowledge the emergency on. radiotelephonv (RTF) and take all necessary action to safeguard all aircraft concerned:
5.1.4.2 In particular, they may as required by situation:
a) suggest a heading to be Flown if able by the aircraft carrying out the emergency descent in order to achieve spacing from other aircraft concerned:
b) state the minimum altitude for the area of operation, only if the level-off altitude, stated by the pilot is bellow such minimum altitude, together with the applicable ONH altimeter setting:
c) as soon as possible, provide separation with conflicting traffic, or issue essential traffic information, as appropriate.
5.1.4.3 When deemed necessary air traffic control will broadcast an emergency message, or cause such message to be broadcast, to other aircraft concerned to warn them of the emergency descent.
4.2 5.2 Special Procedures for subsonic aircraft and/or turn-back or diversion to an alternate airport due to aircraft system malfunction or other contingencies
Note.- Additional procedure for in-flight contingency involving a loss of vertical navigation performance required for flight within the MID RVSM airspace are contained in paragraph 5.3.
4.2.1 5.2.1. Initial action
4.2.1.1 5.2.1.1 If unable to comply with the provisions of 4.1.2 5.1.2 to obtain a revised ATC clearance, the aircraft should leave its assigned route or track by turning 90 degrees to the right or left whenever this is possible. The direction of the turn should, where possible, be determined by the position of the aircraft relative to any organized route or track system, e.g. whether the aircraft is outside, at the edge of, or within the system. Other factors to consider are the direction to the alternate airport, terrain clearance and the levels allocated to adjacent routes or tracks.
4.2.2 5.2.2 Subsequent action (RVSM airspace)
45.2.2.1 In RVSM airspace, an aircraft able to maintain its assigned flight level should turn to acquire and maintain in either direction a track laterally separated by 46 km (25 NM) from its assigned route or track in a multi-track system spaced at 93 km (50 NM) or otherwise, at a distance which is the midpoint from the adjacent parallel route or track; and
a) if above FL 410, climb or descend 300 m (1 000 ft); or
b) if below FL 410, climb or descend 150 m (500 ft); or
c) if at FL 410, climb 300m (1 000 ft) or descend 150m (500 ft).
45.2.2.2 An aircraft that is unable to maintain its assigned flight level should:
a) initially minimize its rate of descent to the extent that it is operationally feasible;
b) turn while descending to acquire and maintain in either direction a track laterally separated by 46 km (25 NM) from its assigned route or track in a multi-track system spaced at 93 km (50 NM) or otherwise, at a distance which is the mid-point from the adjacent parallel route or track; and
c) for the subsequent level flight, select a level which differs from those normally used by 300 m (1 000 ft) if above FL 410, or by 150 m (500 ft) if below FL 410.
45.2.3 Subsequent action (non-RVSM airspace)
45.2.3.1 In non-RVSM airspace, an aircraft able to maintain its assigned flight level should turn to acquire and maintain in either direction a track laterally separated by 46 km (25 NM) from its assigned route or track in a multi-track system spaced 93 km (50 NM) or otherwise, at a distance which is the midpoint from the adjacent parallel route or track and:
a) if above FL 290, climb or descend 300 m (1 000 ft);or.
b) if below FL 290, climb or descend 150 m (500 ft); or
c) if at FL 290, climb 300 m (1 000 ft) or descend 150 m (500 ft).
45.2.3.2 An aircraft unable to maintain its assigned level flight should:
a) initially minimize its rate of descent to the extent that it is operationally feasible;
b) turn while descending to acquire and maintain in either direction a track laterally separated by 46 km (25 NM) from its assigned route or track in a multi-track system spaced at 93 km (50 NM) or otherwise, at a distance which is the mid-point from the adjacent parallel route or track;
and
c) for the subsequent level flight, a level should be selected which differs from those normally used by 300 m (1 000 ft) if above FL 290 or by 150 m (500 ft) if below FL 290.
45.2.4. DIVERSION ACROSS THE FLOW OF ADJACENT TRAFFIC. Before diverting across the flow of adjacent traffic, the aircraft should climb above FL 410 or descend below FL 280 using the procedures specified in 45.2.1 or 45.2.2 or 45.2.3. However, if the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level as defined in 45.2.2.1 or 45.2.3.1 until a revised ATC clearance is obtained.
45.2.5 EXTENDED RANGE OPERATIONS BY AIRCRAFT WITH TWO-TURBINE POWER UNITS (ETOPS). If these contingency procedures are employed by a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved and request expeditious handling.
5.3 Special procedures for in-flight contingencies involving a loss of vertical navigation performance.
Note - Applicable within Amman, Bahrain, Beirut, Cairo, Damascus, Emirates, Jeddah, Kuwait, Muscat (continental part), Sana'a (continental part) and Teheran FIR's.
5.3.1 Degradation of aircraft equipment - pilot reported
5.3.1.1 When informed by the pilot of an RVSM approved aircraft operating in the MID RVSM airspace that the aircraft's equipment no longer meets the RVSM MASPS, ATC shall consider the aircraft as non-RVSM approved/
5.3.1.2. ATC shall take action immediately to provide, a minimum vertical separation of 600 m (2000 ft) or an appropriate horizontal separation from all other aircraft concerned that are operating in the MID RVSM airspace. An aircraft rendered non-RVSM approved shall normally be cleared out of the RVSM airspace by ATC when it is possible to do so.
5.3.1.3 Pilots shall inform ATC, as soon as practicable, of any restoration of the proper functioning of equipment required to meet the RVSM MASPS.
5.3.1.4. The first ACC to become aware of a change in an aircraft's RVSM status shall coordinate with adjacent ACCs as appropriate,
5.3.2 Severe turbulence - not forecast
5.3.2.1 When an aircraft operating in the RVSM airspace encounters severe turbulence due to weather or wake vortex that the pilot believes will impact the aircraft's capability to maintain its cleared flight level, the pilot shall inform ATC. ATC shall establish either an appropriate horizontal separation or an increased or an increased minimum vertical separation.
5.3.2.2. ATC shall to the extent possible, accommodate pilots requests for flight, level and/or route changes and shall pass on traffic information as required.
5.3.2.3. ATC shall solicit reports from other aircraft to determine whether RVSM should be suspended entirely or within a specific flight level band and/or area.
5.3.2.4. The ACC suspending RVSM shall coordinate suspension(s) with and any reguired adjustments to sector capabilities with adjacent ACCs as appropriate to ensure an orderly progression to the transfer of traffic.
5.3.3 Severe turbulence - forecast
5.3.3.1. When a meteorological forecast is predicting severe turbulence ATC shall determine whether RVSM should be suspended and if so the period of time and specific flight level(s) and/or area.
5.3.3.2. In cases where RVSM will be suspended the ACC suspending RVSM shall coordinate with adjacent ACCs with regard to flight levels appropriate for the transfer of traffic unless a contingency flight level allocation scheme has been determined by letter of agreement. The ACC suspending RVSM shall also coordinate applicable sector capabilities with adjacent ACCs as appropriate.
4.3 5.4: Weather deviation procedures for oceanic-controlled airspace
4.3.1 5.4.1 General
4.3.1.1 5.4.1.1 The following procedures are intended to provide guidance. All possible circumstances cannot be covered. The pilot's judgment shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance.
4.3.1.2 5.4.1.2 If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, the aircraft shall follow the procedures detailed in paragraph 4.3.4 5.5.4 below.
4.3.1.3 5.4.1.3 The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the center line of its cleared route.
4.3.2 5.5.2 Obtaining priority from ATC when weather deviation is required
4.3.2.1 5.4.2.1 When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response.
4.3.2.2 5.4.2.2 The pilot still retains the option of initiating the communications using the urgency call "PAN PAN" (preferably spoken three times) to alert all listening parties to a special handling condition which will receive ATC priority for issuance of a clearance or assistance.
4.3.3 5.5.3 Actions to be taken when controller-pilot communications are established
a) Pilot notifies ATC and requests clearance to deviate from track, advising, when possible, the extent of the deviation expected.
b) ATC takes one of the following actions:
1) if there is no conflicting traffic in the horizontal dimension, air traffic control will issue clearance to deviate from track; or
2) if there is conflicting traffic in the horizontal dimension, ATC separates aircraft by establishing vertical separation; or
3) if there is conflicting traffic in the horizontal dimension and ATC is unable to establish appropriate separation, ATC shall:
i) advise the pilot of inability to issue clearance for requested deviation; and
ii) advise the pilot of conflicting traffic; and
iii) request pilot's intentions. SAMPLE PHRASEOLOGY:
"UNABLE (requested deviation), TRAFFIC IS (call sign, position, altitude direction), ADVISE INTENTIONS."
c). Pilot will take the following actions:
1) advise ATC of intentions by the most expeditious means available; and
2) comply with ATC clearance issued; or
3) execute the procedures detailed in 4r3T45 JM- below. (ATC will issue essential traffic information to alt affected aircraft); and
4) if necessary, establish voice communications with ATC to expedite dialogue on the situation
4.3.4 5.5.4 Actions to be taken if a revised ATC clearance cannot be obtained.
4.3.4.1 5.5.4.1 The provisions of this section apply to situations where pilot has the need to exercise the authority of a pilot-in-command under the provisions of Annex 2 paragraph 2.3.1.
4.3.4.2 5.5.4.2 If a revised ATC clearance cannot be obtained and deviation from track is required to avoid weather, the pilot shall take the following actions:
a) if possible, deviate away from an organized track or route system;
b) broadcast aircraft position and intentions on the frequency in use, as well as on frequency 121.5 MHz, as suitable intervals stating: flight identification (operator call sign), flight level, track code or ATS route designator, and extent of deviation expected establish communication with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft identification, flight level, aircraft position (including the ATS route designator or the track code) and intentions (including the magnitude of the deviation expected) on the frequency in use, as well as on frequency 121.5 MHz (or, as a back-up, the VHP inter-pilot air-to-ail frequency 123.45 MHz).
c) watch for conflicting traffic both visually and by reference to AC AS (if equipped);
Note.- If, as a result of actions taken under paragraphs 4.3.4.2 5.4.4.2 b) and c) above, the pilot determines that there is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
d) turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
e) for deviations of less than 19 km (10 NM), aircraft should remain at the level assigned by ATC;
f) for deviations of greater than 19 km (10NM) when the aircraft is approximately 19 km (10NM) from track, initiate a level change based on the criteria in Table 1;
g) when returning to track, be at its assigned flight level, when the aircraft is within approximately 19 km (10 NM) of centre line; and
h) if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.
6.5 7.5 Vertical separation
The minimum vertical separation that shall be applied between FL 290 and-FL 410 inclusive is 300 m (1000 ft).
6. 7.5.1 Area of applicability
6. 7.5.1.1 The reduced vertical separation minimum (RVSM) shall be applied for flights within the *Amman. Auckland Oceanic, *Bahrain. Bali, Bangkok, *Beirut. Brisbane, *Cairo, *Damascus, *Emirates, Hanoi, Ho Chi Minh, Hong Kong, Honiara, Jakarta, *Jeddah, Kota Kinabalu, Kuala Lumpur, *Kuwait, Manila, Melbourne, *Muscat, Naha, Nauru, New Zealand, Phnom Penh, Port Moresby, *Sana'a. Singapore, Taibei, *Teheran, Tokyo, Ujung Pandang, and Vientiane flight information regions (FIRs).
6. 7.5.2 RVSM approval
6. 7.5.2.1 The minimum separation in 67.5 shall only be applied between aircraft and operators that have been approved by the State of Registry or the State of the Operator, as appropriate, to conduct flights in RVSM airspace and that are capable of meeting the minimum aircraft system performance specification (MASPS) height-keeping requirements (or equivalent).
6. 7.5.3 MASPS
6. 7.5.3.1 The MASPS height-keeping requirements are as follows:
a) for all aircraft, the differences between cleared flight level and the pressure altitude actually flown shall be symmetric about a mean of 0 m (0 ft), shall have a standard deviation no greater than 13 m (43 ft) and shall be such that the error frequency decreases with increasing magnitude at a rate which is at least exponential;
b) for groups of aircraft that are nominally of identical design and build with respect to all details that could influence the accuracy of height-keeping performance in the RVSM flight envelope (FL 290 to FL 410 inclusive):
1) the mean altimetry system error (ASE) of the group shall not exceed 25 m (80 ft) in magnitude; and
2) the sum of the absolute value of the mean ASE and of three standard deviations of ASE shall not exceed 75 m (245 ft);
c) for non-group aircraft for which the characteristics of the airframe and altimetry system fit are unique and so cannot be classified as belonging to a group of aircraft, the ASE shall not exceed 61 m (200 ft) in magnitude in the RVSM flight envelope (FL 290 to FL 410 inclusive); and
d) the following criteria shall be used in the operational assessment of airspace system safety: the total vertical error (TVE), which is the difference between the geometric height of the aircraft and the geometric height of the flight level to which it is assigned, is required to be such that:
1) the probability that TVE equal to or greater than 91 m (300 ft) in magnitude is equal to or less than 2.0 x 10" ;
2) the probability that TVE equal to or greater than 152 m (500 ft) in magnitude is equal to or less than 5.0 x 10";
3) the probability that TVE equal to or greater than 200 m (650 ft) in magnitude is equal to or less than 1.4 x 10";
4) the probability that TVE between 290 m and 320 m (950 ft and 1 050 ft), inclusive, in magnitude is equal to or less than 1.7 x 10" ; and
5) the proportion of time that aircraft spend at incorrect flight levels, 300 m (1 000 ft), or multiples thereof, away from assigned flight levels is equal to or less than 7.1 x 10".
Note - Guidance material regarding the initial achievement and continued maintenance of the height-keeping performance in  1,5.3.1 is contained in the Guidance Material on the Implementation of a 300 m (1 000 ft) Vertical Separation Minimum (VSM) for Application in the Airspace of the Asia/Pacific Region.
6 7.5.4. Target level of safety (TLS)
6 7.5.4.1 Application Except for the airspace forming part of the MID RVSM area where a TLS of 3,75 x 10 fatal accident per aircraft flight hour due to all causes of risk in the vertical dimension has been specified, the application of RVSM in the other airspace designated in 6 7.5.1.1 shall meet a TLS of 5 x 10 fatal accidents per aircraft flight hour due to all causes of risk in the vertical dimension.
Note - The rational for choosing a TLS value of TLS of 3,75 x 10 fatal accidents (1,25 x 10 for technical, risk and 2,5 x 10 for operational risk) per aircraft flight hour due to, all causes of risk in the vertical dimension, in the MID RVSM airspace, is to ensure that the TLS value of 2,5 x 10 for technical risk will not be infringed with future projected traffic growths and the system remains safe for a period of at least 12 years,
6 7.5.5 Approval status and aircraft registration
6 7.5.5.1 Item 10 of the flight plan (Equipment) shall be annotated with the
6 7.5.5 Approval status and aircraft registration
6 7.5.5.1 Item 10 of the flight plan (Equipment) shall be annotated with the letter W if the aircraft and operator have received RVSM State approval. Furthermore, the aircraft registration shall be indicated in Item 18 of the flight plan.
6 7.5.6 Operation of aircraft not approved for RVSM
6 7.5.6.1 Aircraft that have not received RVSM State approval may be cleared to operate in airspace where RVSM may be applied in accordance with policy and procedures established by the State provided that 600 m (2 000 ft) vertical separation is applied.
6 7.5.7 Monitoring
6 7.5.7.7 Adequate monitoring of flight operations in the Asia and Pacific RVSM airspace shall be conducted to assist in the assessment of continuing compliance of aircraft with the height-keeping capabilities in 6 7.5.3.7. Monitoring shall include assessment of other sources of risk to ensure that the TLS specified in 6 7.5.4.1 is not exceeded.
Note - Details of the policy and procedures for monitoring established by the Asia/Pacific Air Navigation Planning and Implementation Regional Group and the Middle East Planning and Implementation Group (MIDANPIRG) are contained in the Guidance Material on the Implementation of a 300 m (1000 ft) Vertical Separation Minimum (VSM) for Application in the Airspace of the Asia/Pacific Region and the MID Region ATC Manual and OPS/AIR Manual.
6 7.5.8 Wake turbulence procedures
6 7.5.8.1 The following special procedures are applicable to mitigate wake turbulence encounters in the Asia and Pacific airspace where RVSM is applied.
6 7.5.8.1.1 An aircraft that encounters wake turbulence should notify air traffic control (ATC) and request a revised clearance. However, in situations where a revised clearance is not possible or practicable:
a) the pilot should establish contact with other aircraft, if possible, on the appropriate VHP inter-pilot air-to-air frequency; and
b) one (or both) aircraft may initiate lateral offset(s) not to exceed 2 NM from the assigned route(s) or track(s), provided that:
1) as soon as it is practicable to do so, the offsetting aircraft notify ATC that temporary lateral offset action has been taken and specify the reason for doing so; and
2) the offsetting aircraft notify ATC when re-established on assigned route(s) or track(s).
Note.- In the contingency circumstances above, ATC will not issue clearances for lateral offsets and will not normally respond to action taken by pilots.
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