ENR 1.8  REGIONAL SUPPLEMENTARY PROCEDURES (DOC 7030)

1  Flight Rules

1.1  Application of Instrument Flight Rules

All flights to operate within controlled airspace in Ha Noi and Ho Chi Minh FIRs shall be flown in accordance with IFR except as shown in ENR 1.2.

1.2  Submission of Flight Plan

A flight plan shall be submitted for every IFR flight except as notified in ENR 1.10.

2  Procedure for ADS/CPDLC Operation in Ho Chi Minh FIR

2.1  Implementation

ADS/CPDLC services within Ho Chi Minh FIR to all FANS-1/A equipped aircraft are available on a 24 hour basis.

2.2  Data link Airspace
2.2.1 ADS/CPDLC services are available in the 8 (eight) oceanic ATS routes including L625, L628, L642, M765, M768, M771, N500 and N892 within Ho Chi Minh FIR.
2.2.2 For aircraft having data link connection, CPDLC is utilized as the primary means of communications and VHF/HF voice will be used as secondary communication means. Depending on traffic loading, air traffic controllers may also use CPDLC within the range of VHF voice if the connection is still there.
2.2.3 All FANS-l/A equipped aircraft, which have CPDLC connection, shall be informed of frequency to be monitored while provided with data link services. ADS/CPDLC connection will be established either automatically or manually by ground system after logon procedure is completed.
2.2.4 ADS will be utilized as surveillance outside of radar coverage but ADS application shall not alter the current position report procedures (ADS-C separation is not to be used).
2.2.5 As Singapore ACC is already and currently providing data link services within the Singapore FIR, close coordination between Ho Chi Minh and Singapore ACCs for address forwarding function is necessary for a seamless ADS/CPDLC service within two FIRs.
2.3  ADS/CPDLC LOGON Procedures
2.3.1 The ATS Facility Notification (AFN) logon is prerequisite to any ADS or CPDLC connection.
2.3.2 To avoid automatic rejection of the logon, the flight identification number and aircraft registration contained in the logon shall be identical to the flight identification number and registration as filed in the ATS flight plan.
2.3.3 The AFN logon address for Ho Chi Minh FIR is "VVHM".
2.3.4 FANS-1/A equipped aircraft requesting data link services on entering from a non-data link FIRs or airspace being provided with radar services shall logon to VVHM from 15 to 45 minutes prior to entering the data link airspace and CPDLC/ADS-C connection will be either established automatically or manually by Ho Chi Minh ACC after logon completed. The pilot shall downlink a CPDLC position report at the first compulsory reporting point after CPDLC connection.
2.3.5 FANS-1/A equipped aircraft which are being provided with data link services on entering from Singapore FIR, shall be either transferred automatically by address forwarding process or instructed by Singapore ACC, to manually login to VVHM at an appropriate time/distance prior to the FIR boundary. The pilot shall downlink a CPDLC position report at FIR boundary after CPDLC connection.
2.3.6 For aircraft traversing between Ho Chi Minh and Singapore FIRs, if address forwarding is not processed and the controlling FIR is not becoming the active centre, the pilot shall, within 3 minutes of crossing the common FIR boundary, terminate the existing data link connection and then initiate a new AFN login to the current controlling FIR i.e. "VVHM" or “WSJC”. A downlink report is required to enable the controlling FIR to ensure that it is CPDLC data authority for the aircraft.
2.4  ADS/CPDLC Procedures
2.4.1 When entering Ho Chi Minh FIR, all aircraft, which have ATC data link communications already established, shall downlink position report by ADS and CPDLC at the FIR boundary. If a CPDLC position report has been sent per FOM procedures and uplinked response message received, the additional voice position reports are not required, unless requested by ATC.
2.4.2 To ensure the correct synchronization of message, the dialogue between ATC and pilot initiated via voice shall be completed by voice and the dialogue opened by CPDLC shall be closed by CPDLC.
2.4.3 When ATC instruct pilots to MONITOR [unit name] [frequency], CPDLC will remain the primary means of communication.
2.4.4 The downlink response "WILCO" indicates that the instruction is understood and will be complied with.
2.4.5 Pilot’s read back for ATS clearance/instruction issued via CPDLC is not required.
2.4.6 The STAND BY message is used to indicate that the request is being assessed and a short term delay is expected.
2.4.7 The REQUEST DEFERRED message is used to indicate that the request is being assessed and a long term delay is expected.
2.4.8 To avoid possible ambiguity, a CPDLC downlink message should not contain more than one clearance request.
2.4.9 If multiple clearance requests are contained in a single downlink message and the controller can not comply with all requests, uplink message element UNABLE will be sent as a response to the entire message. A separate message containing a response to those requests that can be met will then be sent by the controller.
2.4.10 If any ambiguity exists as to the intent of a particular message, clarification shall be made by voice.
2.4.11 Standard pre-formatted message elements shall be used whenever possible. Free text message elements shall be used only when an appropriate pre-formatted message element does not exist or to supplement an existing pre-formatted message element. A down linked clearance request and an up linked clearance shall be performed by the use of pre-formatted message elements only.
2.4.12 When a free text message is required, standard ATC phraseology and format shall be used. Non-essential words and phrases should be avoided. Abbreviations should only be included in free text messages when they form part of standard ICAO phraseology, e.g. ETA.
2.5  Limitations to ADS/CPDLC Services
2.5.1 Based on the nature of the emergency condition experienced, the pilot shall notify ATC of the circumstances by the most efficient means available (voice or CPDLC).
2.5.2 If a CPDLC MAYDAY or PAN message is received by ground system, the ATC will respond with the free text uplink message ROGER MAYDAY or PAN.
2.5.3 If the emergency situation no longer exists, the pilot should cancel the ADS emergency mode (if activated).
2.5.4 Special and other non-routine aircraft observations of moderate or severe turbulence, volcanic activity, etc should be reported by voice to ATS.
2.5.5 When ATC is applying radar separation between aircraft, pilots will be advised to maintain radio contact on VHF voice. CPDLC shall not be used when radar separation is applied between aircraft.
2.6  Termination of DATA LINK Service
2.6.1 For outbound flights entering Singapore FIR
2.6.2 For FANS-1/A equipped aircraft being provided with data link services, the “contact advisory message” (FN_CAD) will be automatically up-linked to cause the aircraft’s avionic to initiate logon to Singapore ATM system 15 minutes before crossing the FIR boundary. The “CONTACT or MONITOR [ATS unit name] --- [frequency]” message will be up-linked 5 minutes before crossing FIR boundary and "END SERVICE” message will be automatically up-linked at the boundary, when Singapore ACC has accepted the flight. In the event of a failure of automatic function, an “END SERVICE” message will be manually up-linked not later than the time the flight is crossing the FIR boundary or as soon as practicable.
2.6.3 For outbound flights entering FIRs not providing data link services

For FANS-1/A equipped aircraft being provided with data link services, the CPDLC message of “CONTACT [ATS unit name] [frequency]” shall be up-linked 5 minutes before crossing FIR boundary or Sector boundary.

The pilot should acknowledge this message by sending “WILCO”. When departing the data link airspace, an “END SERVICE” message will be uplinked to terminate the CPDLC connection with "VVHM".

2.7  Flight Plan Procedures

ATS systems use Item 10 (Equipment) of the standard ICAO flight plan to identify an aircraft’s data link capabilities. The participating pilots or operator shall be responsible for inserting the following information into the ICAO flight plan:

Item 10 – Radio-communication, navigation and approach aid equipment and capabilities: J1, J2, J3, J4, J5, J6, J7 to indicate data link capabilities:

  1. J1 CPDLC ATN VDL Mode 2;

  2. J2 CPDLC FANS 1/A HFDL;

  3. J3 CPDLC FANS 1/A VDL Mode A;

  4. J4 CPDLC FANS 1/A VDL Mode 2;

  5. J5 CPDLC FANS 1/A SATCOM (INMARSAT);

  6. J6 CPDLC FANS 1/ASATCOM (MTSAT);

  7. J7 CPDLC FANS 1/A SATCOM (Iridium).

Surveillance equipment and capabilities: D1 and G1 to indicate ADS-C equipment capabilities, as follows:

  1. D1 ADS-C with FANS 1/A capabilities;

  2. G1 ADS-C with ATN capabilities.

Item 18 – The letters DAT/followed by one or more letters as appropriate to indicate the type of data link equipment carried when “J” is entered in Item 10. (Refer ICAO PANS/ATM).

Example:

Item 10 - ICAO: .......J......./…D

Item 18 - ICAO Item 18: REG/..……...DAT/SV (for a satellite and VHF data link equipped aircraft).

Letter following DAT/

Type of data link

S

Satellite data link

H

HF data link

V

VHF data link

M

SSR Mode S data link

2.8  Data link Failure
2.8.1 When CPDLC connection cannot be established successfully, the pilot should select “ATC Com off” if possible and then initiate another AFN logon. If the inability to establish CPDLC connection is continuedly experienced, the pilot shall re-establish voice communication on appropriate frequency.
2.8.2 When the pilot recognizes a failure of the CPDLC connection, he should inform ATC of the situation via appropriate voice frequency and terminate the CPDLC connection, if possible, by selecting “ATC Com Off”.
2.9  Addressee for Problem Reports

Pilots or operators who have encountered problems with data link service shall submit report using the form hereafter, to the Air Navigation Department/Civil Authority of Viet Nam, at the following address:

Post:

Air Navigation Department
Civil Aviation Authority Of Viet Nam
119 Nguyen Son Street, Long Bien District
Ha Noi, Viet Nam

Telephone:   +84 24 38723600; +84 24 38274191

Fax:   +84 24 38274194

URL:   http://caa.gov.vn

Email:   and@caa.gov.vn

AFS:  NIL

FANS 1A-PROBLEM REPORT

NUMBER

Date UTC

 

Time UTC

 

Registration

 

Flight Number

 

Sector

 

Originator

 

Aircraft Type

 

Organization

 

Active Center

 

Next Center

 

Position

 

Description

 

3  Reduced Vertical Separation Minimum (RVSM) Policy and Procedures in the Ho Chi Minh and Ha Noi FIRs

3.1  Implementation of revised FLOS (Flight Level Orientation Scheme) and FLAS (Flight Level Allocation Scheme) in the WPAC/SCS (Western Pacific/South China Sea) area
3.1.1 In order to minimise flight level transition requirements for flights entering and leaving the WPAC/SCS area, the following flight level arrangements will be implemented simultaneously and permanently:

  1. A single alternate FLOS (i.e. ‘east odd flight levels, west even flight levels’) in compliance with the Table “RVSM-FEET” of Appendix 3 of ICAO Annex 2 and in accordance with the FLOS in surrounding areas;

  2. Special high capacity arrangements for six unidirectional parallel routes (L642, M771, N892, L625, N884 and M767) that involve managed use of odd and even flight levels in the same direction of flight; and

  3. An associated FLAS agreed between affected ACCs to facilitate ATC “No-PDC” operations.

3.1.2 The RVSM airspace is prescribed within controlled airspace between FL 290 and FL 410 (inclusive) in Ho Chi Minh and Ha Noi FIRs.
3.1.3 Table of flight levels in RVSM airspace belongs to Ha Noi FIR, Ho Chi Minh FIR

ATS routes/Direction

Flight level type

L642, M771, N892, L625

From FL 290 to FL 410 and inclusive

Southbound

FL 300, FL 320, FL 340, FL 360, FL 380, FL 400

Northbound

FL 290, FL 310, FL 330, FL 350, FL 370, FL 390, FL 410

Westbound

FL 300, FL 320, FL 340, FL 360, FL 380, FL 400

Eastbound

FL 290, FL 310, FL 330, FL 350, FL 370, FL 390, FL 410

South-Eastbound

FL 290, FL 310, FL 330, FL 350, FL 370, FL 390, FL 410

North-Westbound

FL 300, FL 320, FL 340, FL 360, FL 380, FL 400

North-Eastbound

FL 290, FL 310, FL 330, FL 350, FL 370, FL 390, FL 410

South-Westbound

FL 300, FL 320, FL 340, FL 360, FL 380, FL 400
3.1.4 Table of No-PDC flight levels in RVSM airspace on ATS route within Ha Noi FIR, Ho Chi Minh FIR

ATS routes

Direction

No-PDC flight levels

A202/A206

Eastbound

FL 330, FL 370, FL 390, FL 410

Westbound

FL 300, FL 340, FL 380, FL 400
A206

Eastbound

FL 290

Westbound

FL 300
A1, A1/R575

Eastbound

FL 330, FL 370, FL 390, FL 410

Westbound

FL 300, FL 340, FL 380, FL 400
G221

Northbound

FL 290

Southbound

FL 300, FL 400
G474

Eastbound

FL 330, FL 370, FL 410

Westbound

FL 320, FL 340
B214

Eastbound

FL 330

Westbound

FL 300, FL 360
B465

Eastbound

FL 330

Westbound

FL 300, FL 360
M510

Eastbound

Odd flight level from FL 290 to FL 410

Westbound

Even flight level from FL 290 to FL 410

M753, M755

Northbound

FL 300, FL 380

Southbound

FL 330
M765

Eastbound

FL 290, FL 370

Westbound

FL 340
M768

Eastbound

FL 330, FL 410

Westbound

FL 300, FL 380
M771

 

FL 310, FL 320, FL 350, FL 360, FL 390, FL 400
L628, L628/G474

Eastbound

FL 330, FL 370, FL 410

Westbound

FL 340
L625

 

FL 310, FL 320, FL 350, FL 360, FL 390, FL 400
L642

 

FL 310, FL 320, FL 350, FL 360, FL 390, FL 400
L644

Southbound

FL 330, FL 410
N500

Eastbound

FL 330

Westbound

FL 300
N639

North-Eastbound

FL 310, FL 350

South-Westbound

FL 320, FL 360
N891

Northbound

FL 300, FL 380

Southbound

FL 330
N892

 

FL 310, FL 320, FL 350, FL 360, FL 390, FL 400
R334

Northbound

Even flight level from FL 290 to FL 410

R335

Eastbound

FL 330

Westbound

FL 300
R471

Southbound

FL 310, FL 350

Northbound

FL 320, FL360
R474

North-Eastbound

FL 290, FL 310, FL 330, FL 350, FL 370, FL 390, FL 410

South-Westbound

FL 300, FL 320, FL 340, FL 360, FL 380, FL 400
R468

Eastbound

FL 330, FL 410

Westbound

FL 320, FL 340, FL 360, FL 380, FL 400
R588

Eastbound

FL 330, FL 370

Westbound

FL 320, FL 340
Q1

Southbound

FL 320, FL 360
Q2

Northbound

FL 310, FL 350
W2

Southbound

FL 320, FL 360

Northbound

FL 310, FL 350
3.1.5 Table of No-PDC flight levels in the Large Scale Weather Deviation (LWSD) on ATS routes within Ho Chi Minh and Ha Noi FIRs

ATS routes

Flight level type
L642, M771, N892, L625

Westbound: FL 320, FL 360, FL 400

Eastbound: FL 310, FL 350, FL 390

L628, G474/L628

Westbound: FL 340, FL 380

Eastbound: FL 290, FL 330, FL 370

N891, M753, M768

Eastbound: FL 330

Westbound: FL 300

3.2  Airworthiness and Operational Approval and Monitoring
3.2.1 Operators must obtain airworthiness and operational approval from the State of Registry or State of Operator, as appropriate, to conduct RVSM operations. On behalf of the Pacific ATS providers, the FAA is maintaining a website containing documents and policy for RVSM approval. The Internet address is http/www.faa.gov/ats/ato/rvsm1.htm. In the “RVSM Documentation” section, under “Documents Applicable to All RVSM Approvals”, the “Aircraft/Operator Approval Events Outlines” for US and Non-US Operators provides an outline of approval process tasks with references to related documents.
3.2.2 Operators are required to participate in the RVSM aircraft monitoring program. This is an essential element of the RVSM implementation program in that it confirms the aircraft attitude-keeping performance standard is being met. The Monitoring Agency for the Asia Region (MAAR) and Pacific Approvals Registry and Monitoring Organization (PARMO) will process the results of monitoring.
3.2.3 Monitoring accomplished for other regions can be used to fulfil the monitoring requirements for the Asia/Pacific region. The Asia Pacific Approvals Registry and Monitoring Organization (APARMO) will coordinate with other monitoring agencies to access this information. For monitoring services in the Asia/Pacific region, operators should contact the MAAR (for Asia region) and PARMO (for Pacific region) monitoring contractor.
3.3  ACAS II and Transponder Equipage
3.3.1 All aircraft, helicopters, any other aircraft category and class using ATC services and having a maximum certificated take-off mass in excess of 5 700 kg or authorized to carry more than 19 passengers shall be equipped with ACAS II/TCAS II (version 7.1) or newer (TCAS II systems with incorporated Version 7.1 meet ICAO ACAS II standards).

Note: In case of TCAS failure when aircraft are flying, aircraft are allowed to continue operating (at FL 280 or below and specially monitored by ATC unit) to continue flying to the destination aerodrome for repair. If is not possible for the TCAS system to be repaired at the destination aerodrome, aircraft are allowed to fly to the aerodrome as approved or to the next aerodrome at which maintenance facility of this TCAS is available.

3.3.2 Operators must take action to inform themselves of ACAS II equipage requirements and plan for compliance. ICAO and individual States have established policies requiring ACAS II equipage and schedules for compliance. In addition, the APANPIRG has endorsed early ACAS II equipage in the region.
3.3.3 ICAO Annex 6, Part II, states that, starting 1 January 2000, International General Aviation (IGA) airplanes shall be equipped with a pressure altitude reporting transponder certified by the appropriate State authority as meeting the provisions of Annex 10.
3.4  In-flight procedures within RVSM airspace
3.4.1 Aircraft operators shall not carry out flying in RVSM airspace except for the aircraft equipped with:

  1. Two independent altimetry systems;

  2. One altitude-alerting device;

  3. One automatic altitude-keeping device; and

  4. One altitude reporting transponder device with altimetry notification capacity that be able to connect with altitude-keeping system.

3.4.2 Before intercepting into RVSM airspace, pilot shall check the operation condition of the equipment systems and ensure that the equipment as specified in the Item 3.4.1 of this section operate normally.
3.4.3 The pilot shall notify the ATC units of any contingency circumstances (including in-flight equipment failure, turbulence, etc.) affecting the capacity to maintain the assigned flight level.

See pages ENR 1.8-20 to ENR 1.8-23 or Appendix 5 of FAA IG 91-RVSM for pilot and controller actions in contingency and scenarios.

3.4.4 During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 45 M (150 ft).
3.4.5 Except in an ADS or radar environment, pilots shall report reaching any altitude assigned within RVSM airspace.
3.4.6 Paragraphs 3.5, 3.6, 3.7 and 3.8 below contain procedures for in-flight contingencies that have been updated for RVSM operations. The contingency procedures in paragraphs 3.5, 3.6 and the off-set procedures in paragraph 3.8 should be applied in Oceanic operations. The weather deviation procedures in paragraph 3.7 may be applied in all airspace in the region.
3.5  Special Procedures for In-flight Contingencies in oceanic airspace in the Ha Noi and Ho Chi Minh FIRs
3.5.1 The following general procedures apply to both subsonic and supersonic aircraft and are intended as guidance only. Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to:

  1. Weather;

  2. Aircraft performance;

  3. Pressurization failure; and

  4. Problems associated with high-level supersonic flight.

3.5.2 The procedures are applicable primarily when rapid descent and/or turn-back or diversion to an alternate airport is required. The pilot's judgment shall determine the sequence of actions to be taken, taking into account specific circumstances.
3.5.3 If an aircraft is unable to continue flying in accordance with its air traffic control clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency signal as appropriate.
3.5.4 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:

  1. If possible, deviate away from an organized track or route system;

  2. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: flight identification, flight level, aircraft position, (including the air traffic service route designator or the track code) and intentions on the frequency in use, as well as on frequency 121.500 MHZ (or, as a back-up, the VHF inter-pilot air-to-air frequency 123.45 MHZ);

  3. Watch for conflicting traffic both visually and by reference to ACAS (if equipped); and

  4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).

3.6  In-flight Contingency Procedures for Subsonic Aircraft Requiring Rapid Descent, Turn-Back or Diversion in Oceanic Airspace in the Ha Noi and Ho Chi Minh FIRs

Initial action

3.6.1 If unable to comply with the provisions of paragraph 3.5.3 to obtain a revised ATC clearance, the aircraft should leave its assigned route or track by turning 90 degrees right or left whenever this is possible. The direction of the turn should be determined by the position of the aircraft relative to any organized route or track system (for example, whether the aircraft is outside, at the edge of, or within the system). Other factors to consider are terrain clearance and the levels allocated to adjacent routes or tracks.

Subsequent action

3.6.2 The aircraft, if able to maintain its assigned level, should acquire and maintain in either direction a track laterally separated by 25 NM from its assigned route or track and once established on the offset track, climb or descend 500 ft (150 m).
3.6.3 The aircraft, if not able to maintain its assigned level, should whenever possible, minimize its rate of descent while turning to acquire and maintain in either direction a track laterally separated by 25 NM from its assigned route or track. For subsequent level flight, a level should be selected which differs by 500 ft (150 m) from those normally used.
3.6.4 Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining the 25 NM offset, expedite climb above or descent below levels where the majority of aircraft operate (e.g., to a level above FL 400 or below FL 290) and then maintain a level which differs by 500 ft (150 m) from those normally used. However, if the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level 500 ft above or below levels normally used until a new ATC clearance is obtained.
3.6.5 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 air traffic controller as soon as practicable of the situation, reminding ATC of the type of aircraft involved and requesting expeditious handling.
3.7  Weather Deviation Procedures in the Ha Noi and Ho Chi Minh FIRs

General procedures

3.7.1 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.
3.7.2 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. In the meantime, the aircraft shall follow the procedures detailed in paragraph 3.7.10 below.
3.7.3 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.
3.7.4 Pilot shall immediately notify ATC and require deviation which may include parameters deviation. Using clearance: “(ATC UNIT), (CALLSIGN) REQUEST DEVIATION (NUMBER) NM TO THE (DIRECTION) OF (POSITION) IN (NUMBER) NM DUE (REASON)”; or “(ATC UNIT), (CALLSIGN) REQUEST HEADING (NUMBER) DUE (REASON) IN (…)”;

  1. Deviation is allowed after being approved by ATC unit;

  2. Report immediately about the change of heading/level (if possible);

  3. Requirement about the change of level, heading shall be issued timely to ATC initiate plan for air traffic control and ensure safety of flight operations;

  4. Fully implement the instructions/clearance of ATC Unit.

3.7.5 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 centerline of its cleared route.

Note: In cases of force majeure that affects flight safety, pilot shall have immediately action to ensure safety, and then report and comply with ATC's instructions (The pilot-in-command shall be responsible for their action)

3.7.6 The pilot will take the following actions:

  1. Advise ATC of intentions by the most expeditious means available;

  2. Comply with ATC clearance issued; or

  3. Execute the procedures detailed in 3.7.10 below. (ATC will issue essential traffic information to all affected aircraft);

  4. If necessary, establish voice communications with ATC to expedite dialogue on the situation.

3.7.7 The pilot still retains the option of initiating the communications using the urgency call "PAN PAN" to alert all listening parties to a special handling condition, which may receive ATC priority for issuance of a clearance or assistance.
3.7.8 When controller-pilot communications are established, the pilot shall notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected. ATC will take one of the following actions:

  1. If there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or

  2. If there is conflicting traffic in the horizontal dimension, ATC will separate aircraft by establishing vertical separation or, if unable to establish vertical separation, ATC shall:

    1. Advise the pilot unable to issue clearance for requested deviation

    2. Advise pilot of conflicting traffic

    3. Request pilot's intentions

Sample phraseology:

"Unable (requested deviation), traffic is (call sign, position, altitude, direction), advise intentions”

Actions to be taken if a revised ATC clearance cannot be obtained:

3.7.9 The pilot shall take the actions listed below under the provision that the pilot may deviate from rules of the air (e.g., the requirement to operate on route or track center line unless otherwise directed by ATC), when it is absolutely necessary in the interests of safety to do so.
3.7.10 If a revised ATC clearance cannot be obtained and deviation from track is required to avoid weather, the pilot shall take the following actions:

  1. If possible, deviate away from an organized track or route system;

  2. Establish communication with and alert nearby aircraft by broadcasting, at suitable intervals: flight 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 121.500 MHZ (or, as a back - up, the VHF inter-pilot air-to-air frequency 123.450 MHZ);

  3. Watch for conflicting traffic both visually and by reference to ACAS (if equipped);

  4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

  5. For deviations of less than 10 NM, aircraft should remain at the level assigned by ATC;

  6. For deviations of greater than 10 NM, when the aircraft is approximately 10 NM from track, initiate a level change based on the following criteria:

    Route center line track

    Deviations > 10 NM

    Level change

    EAST 000-179 magnetic

    LEFT

    RIGHT

    DESCEND 300 FT

    CLIMB 300 FT

    WEST 180-359 magnetic

    LEFT

    RIGHT

    CLIMB 300 FT

    DESCEND 300 FT

    Note:

    1. Items (b) and (c) above calls for the pilot to broadcast aircraft position and pilot's intentions, identify conflicting traffic and communicate air-to-air with near-by aircraft.

    2. If the pilot determines that there is another aircraft at or near the same FL with which his aircraft might conflict, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.

  7. 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.

  8. When returning to track, be at its assigned flight level, when the aircraft is within approximately 10 NM of center line.

3.8  Special Procedures to Mitigate Wake Turbulence Encounters and Distracting Aircraft System Alerts in the Ha Noi and Ho Chi Minh FIRs
3.8.1 The following special procedures are applicable to mitigate wake turbulence or distracting aircraft system alerts (e.g., ACAS, Ground Proximity Warning System (GPWS) in Asia and Pacific airspace where RVSM is applied.

Note: In the contingency circumstances below, ATC will not issue clearances for lateral offsets and will not normally respond to actions taken by the pilots.

3.8.2 An aircraft that encounters wake vortex turbulence or experiences distracting aircraft system alerts shall notify ATC and request a flight level, track or speed change to avoid the condition. However, in situations where such a change is not possible or practicable, the pilot may initiate the following temporary lateral offset procedure with the intention of returning to center line as soon as practicable:

  1. The pilot should establish contact, with other aircraft, if possible, on the appropriate VHF inter-pilot air to air frequency 123.45 MHZ, and

  2. One (or both) aircraft may initiate lateral offset(s) not to exceed 2 NM from the assigned track, provided that:

    1. As soon as practicable to do so, the offsetting aircraft notify ATC that temporary lateral offset action has been taken and specify the reason for doing so (ATC will not normally respond); and

    2. The offsetting aircraft notify ATC when re-established on assigned route(s) or track(s) (ATC will not normally respond).

3.9  Transition Areas and transition procedures

For air traffic service routes W14 and L644, the level change is subjected to appropriate ATC clearance.

3.10  Flight Planning Requirements

Unless special arrangement is made as detailed below, RVSM approval is required for operators and aircraft to operate within designated RVSM airspace. The operator must determine that the appropriate State authority has granted them RVSM operational approval and they will meet the RVSM requirements for the filed route of flight and any planned alternate routes. The letter "W' shall be inserted in item 10 (Equipment) of the ICAO standard flight plan to indicate that both the aircraft and operator are RVSM approved.

3.11  Procedures for Operation of Non-RVSM Compliant Aircraft in RVSM Airspace
3.11.1 It should be noted that RVSM approved aircraft will be given priority for level allocation over non-RVSM approved aircraft.
3.11.2 The vertical separation minimum between non-RVSM aircraft operating in the RVSM stratum and all other aircraft is 2 000 ft.
3.11.3 Non-RVSM compliant aircraft operating in RVSM airspace should use the phraseology contained in the pages ENR 1.8-24, 25.
3.11.4 Procedures for operation of Non-RVSM compliant aircraft in RVSM airspace:

Except for the regulations on separation and using phraseology, Non-RVSM compliant aircraft operating in RVSM shall apply the following regulations:

  1. Priority: In RVSM airspace, RVSM compliant aircraft have given more priority than Non-RVSM compliant aircraft.

  2. Regulations on crossing (climbing or descending) RVSM airspace of Non-RVSM compliant aircraft: Non-RVSM compliant aircraft may be cleared to climb to and operate above FL 410, or descend to and operate from FL 290 or below. In these cases, aircraft shall comply with:

    1. Do not climb/descend at less than the normal rate for the aircraft; and

    2. Climb or descend continuously, while passing through the RVSM airspace.

3.11.5 The following Non-RVSM compliant aircraft may be allowed to operate in RVSM airspace:

  1. Aircraft operating for humanitarian purpose;

  2. Aircraft operating on routes that cross (continuously climb/descend) RVSM airspace;

  3. Flights by State aircraft.

In addition, in RVSM airspace in remote and oceanic airspace, the following Non-RVSM compliant aircraft shall be allowed to operate in RVSM airspace (after coordinating with the relevant ATC units):

  1. Newly purchased aircraft, flying to the State of Registry or State of Operators;

  2. Aircraft that was RVSM approved (compliant with RVSM) but the equipment is in failure while aircraft is flying to a maintenance facility.

3.11.6 The pilot of Non-RVSM compliant aircraft shall report that the aircraft is not be approved RVSM in the following circumstances:

  1. In the first contact when flying into RVSM airspace;

  2. When required to change flight level;

  3. When read back flight level clearance, including in the case of climbing/descending in RVSM airspace.

3.11.7 The assignment of cruising levels to non-RVSM compliant aircraft listed in paragraphs 3.11.5 and 3.11.6 shall be subject to an ATC clearance. Aircraft operators shall include the "STS/Category of operations (i.e. FERRY/ HUMANITARIAN/ MILITARY/ CUSTOM/ POLICE)/ NON-RVSM COMPLIANT" in Field 18 of the ICAO Flight Plan.
3.11.8 Contact details for approval request are as follows:
Post:

Ha Noi Area Control Centre

Telephone:  +84 24 38860957; +84 24 38860958

Fax:  +84 24 38866185

Email:  norats@hn.vnn.vn

AFS:  VVHNZQZX

Post:

Ho Chi Minh Area Control Centre

Telephone:  +84 28 38441153; +84 28 38441132

Fax:  +84 28 38443774;

Email:  atc_hcm@hcm.fpt.vn

AFS:  VVHMZQZX

3.11.9 This approval process is intended exclusively for the purposes indicated above and not to replace for the RVSM approval process as specified.
3.12  Delivery Flights for Aircraft that are RVSM Compliant on Delivery

An aircraft that is RVSM compliant on delivery may operate in RVSM airspace provided that the crew is trained on RVSM policies and procedures applicable in the airspace and the responsible State issues the operator a letter of authorization approving the operation. State notification to the APARMO should be in the form of a letter, e-mail or fax documenting the one-time flight. The planned date of the flight, flight identification, registration number and aircraft type/series should be included.

3.13  Procedures for Suspension of RVSM

Air traffic services will consider suspending RVSM procedures within affected areas of the Ha Noi/Ho Chi Minh FIRs when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be 2.000 ft.

In the assignment of levels, aircraft operating on four parallel RNAV routes (L642, M771, N892 and L625) would have priority. Aircraft operating on routes that cross the four parallel routes would be assigned levels, subject to coordination with the affected FIRs.

3.14  Guidance for Pilots and Controllers for Actions in the Event of Aircraft System Malfunction or Turbulence Greater than Moderate

See pages ENR 1.8-20 to ENR 1.8-23 for detailed guidance.

3.15  Procedures for Air-Ground Communication Failure

The air-ground communication failure procedures specified in ICAO Doc 4444 PANS-ATM should be applied.

CONTINGENCY SCENARIOS

The following paragraphs summarize pilot actions to mitigate the potential for conflict with other aircraft in certain contingency situations. They should be reviewed in conjunction with the expanded contingency scenarios detailed on pages which contain additional on pages which contain additional technical and operational detail.

* Scenario 1: The pilot is:

  1. Unsure of the vertical position of the aircraft due to the loss or degradation of all primary altimetry systems, or

  2. Unsure of the capability to maintain cleared flight level (CFL) due to turbulence or loss of all automatic altitude control systems.

The Pilot should

ATC can be expected to

Maintain CFL while evaluating the situation;

 

Watch for conflicting traffic both visually and by reference toACAS, if equipped;

 

If considered necessary, alert nearby aircraft by:1) Making maximum use of exterior lights;2) Broadcasting position, FL, and intentions on 121.500 MHZ (as a back-up, the VHF inter - pilot air-to-air frequency, 123.450 MHZ, may be used).

 

Notify ATC the situation and intended course of action. Possible courses of action include:

Obtain the pilot's intentions and pass essential traffic information.

1) Maintaining the CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.

1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.

2) Requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish adequate separation from other aircraft.

2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.

3) Executing the contingency maneuver shown in paragraphs 3.5 and 3.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.

3) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.

 

4) Notify adjoining ATC facilities/sectors of the situation.

* Scenario 2: There is a failure or loss of accuracy of one primary altimetry system (e.g., greater than 200 ft difference between primary altimeters).

The Pilot should

Cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify ATC of the loss of redundancy. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the preceding scenario.

EXPANDED EQUIPMENT FAILURE AND TURBULENCE ENCOUNTER SCENARIOS

Operators may consider this material for use in training programs.

* Scenario 1: All automatic altitude control systems fail (e.g., Automatic Altitude Hold)

The Pilot should

ATC can be expected to

Initially

 

Maintain CFL

 

Evaluate the aircraft's capability to maintain altitude through manual control.

 

Subsequently

 

Watch for conflicting traffic both visually and by reference to ACAS, if equipped.

 

If considered necessary, alert nearby aircraft by:

1) Making maximum use of exterior lights;

2) Broadcasting position, FL, and intentions on 121.500 MHZ (as a back-up, the VHF inter-pilot air-to-air frequency, 123.450 MHZ, may be used);

 

Notify ATC of the failure and intended course of action. Possible courses of action include:

 

1) Maintaining the CFL and route, provided that the aircraft can maintain level.

1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.

2) Requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish lateral, longitudinal or conventional vertical separation.

2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.

3) Executing the contingency maneuver shown in paragraphs 3.5 and 3.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.

3) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.

 

4) Notify adjoining ATC facilities/sectors of the situation.

* Scenario 2: Loss of redundancy in primary altimetry systems

The Pilot should

ATC can be expected to

If the remaining altimetry system is functioning normally, couple that system to the automatic altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude keeping.

Acknowledge the situation and continue to monitor progress

* Scenario 3: All primary altimetry systems are considered unreliable or fail

The Pilot should

ATC can be expected to

Maintain CFL by reference to the standby altimeter (if the aircraft is so equipped).

 

Alert nearby aircraft by:

1) Making maximum use of exterior lights;

2) Broadcasting position, FL, and intentions on 121.500 MHZ (as a back-up, the VHF inter-pilot air-to-air frequency, 123.450 MHZ, may be used).

 

Consider declaring an emergency. Notify ATC of the failure and intended course of action. Possible courses of action include:

Obtain pilot's intentions, and pass essential traffic information.

1) Maintaining the CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.

1) If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.

2) Requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish adequate separation from other aircraft.

2) If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.

3) Executing the contingency maneuver shown in paragraphs 3.5 and 3.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained.

3) If adequate separation cannot be established and it is not possible to comply with the pilot's request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.

 

4) Notify adjoining ATC facilities/sectors of the situation.

* Scenario 4: The primary altimeters diverge by more than 200 ft (60 m)

The Pilot should

Attempt to determine the defective system through established trouble-shooting procedures and/or comparing the primary altimeter displace to the standby altimeter (as corrected by the correction cards, if required).

If the defective system can be determined, couple the functioning altimeter system to the altitude-keeping device.

If the defective system cannot be determined, follow the guidance in Scenario 3 for failure or unreliable altimeter indications of all primary altimeters.

* Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact the aircraft's capability to maintain flight level

The Pilot should

ATC can be expected to

Watch for conflicting traffic both visually and by reference to ACAS, if equipped.

 

If considered necessary, alert nearby aircraft by:

1) Making maximum use of exterior lights;

2) Broadcasting position, FL, and intentions on 121.500 MHZ (as a back-up, the VHF inter-pilot air-to-air frequency, 123.450 MHZ, may be used).

 

Notify ATC of intended course of action as soon as possible. Possible courses of action include:

 

1) Maintaining the CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.

1) Assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation; and if so, apply the appropriate minimum.

2) Requesting flight level change, if necessary.

2) If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot's intentions.
3) Executing the contingency maneuver shown in paragraphs 3.5 and 3.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.

3) Notify other aircraft in the vicinity and monitor the situation.

 

4) Notify adjoining ATC facilities/sectors of the situation.

CONTROLLER-PILOT PHRASEOLOGY

Message

Phraseology

For a controller to ascertain the RVSM approval status of an aircraft:

(Call sign) CONFIRM RVSM APPROVED

For a pilot to report non-RVSM approval status:

i. On the initial call on any frequency within the RVSM airspace (controllers shall provide a readback with this same phrase), and

ii. In all requests for flight level changes pertaining to flight levels within the RVSM airspace; and

iii. In all read-backs to flight level clearances pertaining to flight levels within the RVSM airspace.

 NEGATIVE RVSM*

Additionally, except for State aircraft, pilots shall include this phrase to read back flight level clearances involving the vertical transit through FL 290 or FL 410.

 

For a pilot to report RVSM approval status.

 AFFIRM RVSM*
For a pilot of a non-RVSM approved State aircraft to report non-RVSM approval status, in response to the phrase (call sign) CONFIRM RVSM APPROVED. NEGATIVE RVSM STATE AIRCRAFT*
For denial of clearance into the RVSM airspace:

(Call sign) UNABLE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB TO] FLIGHT LEVEL(number)

For a pilot to report when severe turbulence affects the aircraft's capability to maintain the height-keeping requirements for RVSM.

 UNABLE RVSM DUE TURBULENCE*

For a pilot to report that the aircraft's equipment has degraded below the Minimum Aircraft Systems Performance Specification required for flight within the RVSM airspace. (This phrase is to be used to convey both the initial indication of the non-MASPS compliance, and henceforth, on initial contact on all frequencies within the lateral limits of the RVSM airspace until such time as the problem ceases to exist, or the aircraft has exited the RVSM airspace).

 UNABLE RVSM DUE EQUIPMENT*

For a pilot to report the ability to resume operations within the RVSM airspace after an equipment or weather-related contingency.

 READY TO RESUME RVSM*

For a controller to confirm that an aircraft has regained its RVSM approval status, or to confirm that the pilot is ready to resume RVSM operations.

 REPORT ABLE TO RESUME RVSM

COORDINATION BETWEEN ATS UNITS

Paragraph

Message

Phraseology

1

To verbally supplement an automated estimate message exchange which does not automatically transfer Item 18 flight plan information.

NEGATIVE RVSM or NEGATIVE RVSM STATE AIRCRAFT [as applicable]

2

To verbally supplement estimate messages of non- RVSM approved aircraft.

NEGATIVE RVSM or NEGATIVE RVSM STATE AIRCRAFT [as applicable]

3

To communicate the cause of a contingency relating to an aircraft that is unable to conduct RVSM operations due to severe turbulence or other severe weather-related phenomenon [or equipment failure, as applicable].

NEGATIVE RVSM or NEGATIVE RVSM STATE AIRCRAFT [as applicable]

4  Required navigation performance (RNP)

4.1  RNP 10 navigation requirements
4.1.1 ATC will apply the 50 NM lateral separation minima to aircraft, which are approved for RNP 10 operations, on those segments of the following RNAV routes which fall within the Ho Chi Minh Flight Information Region:

  1. L642 – CHEUNG CHAU to MERSING

  2. M771 – MERSING to CHEUNG CHAU

  3. L625 – LUSMO to POTIB

  4. N892 – HENGCHUN to MERSING

4.1.2 Pilots shall inform ATC of any deterioration or failures of the navigation systems below the navigation requirements for RNP 10. ATC shall then provide alternative separation and/or alternative routing.
4.1.3 Pilots of aircraft meeting RNP 10 requirements must indicate /R at Item 10 of ICAO Flight Plan.
4.2  Operations by aircraft not meeting RNP 10 requirements
4.2.1 An aircraft that is unable to meet the minimum navigation requirement for RNP 10 must file flight plan at FL 280 or below. Operations above FL 280 for these aircraft will be subject to ATC approval, in accordance with the provisions of paragraph 4.2.3 below.
4.2.2 Pilots of such aircraft wishing to operate on RNAV routes specified in paragraph 4.1.1 above, at or above FL 290, must indicate their level requirements at Item 18 of the ICAO Flight Plan as RMK/REQ FL (insert level). Approval to operate at the preferred level will be subject to ATC co-ordination and clearance. Flights that are not approved will be required to operate at FL 280 or below or via alternative routes.
4.2.3 ATC units receiving a request for a non-RNP 10 approved aircraft to operate on RNAV routes specified in paragraph 4.1.1, at or above FL290, will co-ordinate with adjacent ATC units affected by the flight. In deciding whether or not to approve the flight, each ATC unit will take into consideration:

  1. Traffic density;

  2. Communications, including the non-availability of normal communications facilities;

  3. Weather conditions en-route; and

  4. Any other factors pertinent at the time.

4.3  Safety assessment criteria

The safety criteria associated with the introduction of the reduced lateral separation minima of 50 NM (RNAV routes L642, M771, L625, N892) will be in accordance with the requirements for RNP 10 navigation performance i.e. aircraft navigation performance shall be such that the standard deviation of lateral track errors shall be less than 8.7 km (4.7 NM).

4.4  Monitoring of aircraft navigation performance
4.4.1 Monitoring of aircraft navigation performance is a joint responsibility between the aircraft operators and the States of Registry, or States of Operators (as applicable), regulatory authorities and the ATS providers. The detection and reporting of non-conformance with the navigation requirements against the following parameters will rely primarily on radar monitoring by ATC units:

  1. Lateral deviations: deviation of 15 NM or more from track centerline based on radar observations;

  2. Longitudinal deviations:

    1. Where time separation is being applied by ATC – when the reported separation based on ATC verified pilot estimates varies by 3 minutes or more from the expected separation at the reporting point; or

    2. Where a distance - based standard is being applied by ATC based on either ADS, radar observation or RNAV distance reports – when the distance varies by 10NM or more from the expected distance.

4.4.2 ATC will advise the pilot-in-command when such deviations are observed and implement the required investigation procedures.
4.4.3 The ATC authority will investigate the causes of such deviations in conjunction with the aircraft operator and the State of Registry, or the State of the Operators, as applicable.
4.5  Separation minima
4.5.1 Lateral Separation Minima

  1. A lateral separation minima of 50 NM may only be applied between aircraft approved for RNP 10 operations operating at FL 290 or above, on the RNAV routes shown in paragraph 4.1.1;

  2. When an aircraft not meeting the navigation requirements of RNP 10 is approved to operate at or above FL290, on the RNAV routes shown in paragraph 4.1.1, vertical separation shall be applied with aircraft operating on adjacent routes.

4.5.2 Longitudinal Separation

  1. 50NM longitudinal separation may be applied between RNP10 approved aircraft operating on ATS route M771 and L642 which either LOGON to CPDLC or are within VHF radio range;

  2. 80 NM RNAV or 10 minutes (or less) Mach Number Technique (MNT) separation minima may be applied between aircraft.

4.5.3 Vertical Separation

  1. A vertical separation minima of 2 000 ft shall be applied in contingency and emergency situations within RVSM airspace between FL 290 and FL 410;

  2. A vertical separation minima of 2 000 ft shall be applied between non-RVSM approved aircraft and other aircraft when operating in RVSM airspace from FL 290 to FL 410 inclusive.

4.6  Operators procedures

The operator shall ensure in-flight procedures, crew manuals and training programmes are established in accordance with RNP10 requirement.

4.7  Contingency procedures (including weather deviation)
4.7.1 Pilots must inform ATC of any deviation from cleared routes due to adverse weather. ATC will issue the necessary clearance(s) to ensure separation from other aircraft.
4.7.2 When pilots are unable to contact ATC to request a clearance to deviate from cleared tracks to avoid adverse weather conditions, they must comply with the approved weather deviation procedures published in Regional Supplementary Procedures (Doc 7030) pages MID/ASIA/RAC4-5.
4.7.3 Flight level assignment for large scale weather deviation:

  1. L642: FL 320, FL 360 & FL 400

  2. M771: FL 310, FL 350 & FL 390

  3. For traffic on crossing routes N891, M753 and M768: FL 330 (eastbound) and FL 300 (westbound).

5  Strategic lateral offset procedures (SLOP)

5.1  Strategic Lateral Offsets in Oceanic Airspace

2 NM strategic lateral offset procedures are only applied in Ho Chi Minh FIR on the RNAV routes in the oceanic airspaces as follows:

ROUTES

REMARKS

L625

All segments

L628

All segments

L642

All segments excepting the segment KARAN – DVOR/DME PTH

L644

All segments

M753

All segments

M765

All segments

M768

All segments excepting the segment DVOR/DME TSH - ELSAS

M771

All segments

N500

All segments excepting the segment DVOR/DME PTH - NDB AC

N891

All segments

N892

All segments

5.1.1 Offsets are applied only by aircraft with automatic offset tracking capability.
5.1.2 The following requirements apply to the use of the offset:

  1. The decision to apply a strategic lateral offset is the responsibility of the flight crew.

  2. The offset shall be established at a distance of one or two nautical miles to the right of the centre line relative to the direction of flight.

  3. The strategic lateral offset procedure has been designed to include offsets to mitigate the effects of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, one of the three available options (centerline, 1 NM or 2 NM right offset) shall be used.

  4. In airspace where the use of lateral offsets has been authorized, pilots are not required to inform air traffic controller (ATC) that an offset is being applied.

  5. Aircraft transiting areas of radar coverage in airspace where offset tracking is permitted may initiate or continue an offset.

6  Requirements for aircraft use RNAV1

6.1  General procedures
6.1.1 For RNAV 1 SIDs and STARs operations, the aircraft shall be GNSS equipped and the navigation systems shall meet ICAO RNAV 1 standard of accuracy or equivalent. The navigation based on DME/DME and DME/DME/IRU is not applicable.
6.1.2 Operators/pilots are responsible for checking RAIM Prediction.
6.1.3 Operators/pilots who are not approved to fly RNAV 1 based on GNSS shall inform ATC and expect radar vectors on the track of available procedures or expect conventional procedures where applicable.
6.1.4 For RNAV 1 operation radar surveillance is mandatory.
6.1.5 A set of transition routes have been designed to link RNAV 1 SIDs and STARs with the existing airways.
6.1.6 When air traffic condition permits, ATC shall vector aircraft using possible shortest tracks to approach for landing or to intercept the relating airways.
6.1.7 ATC phraseology shall be compliant with the Amendment 7A, Doc 4444 - ICAO.
6.1.8 RNAV 1 SID/STAR within shall support for current VOR/DME, NDB procedure and radar vectoring. Those aircraft shall advise ATC before entering Noi Bai TMA and can expect radar vector or VOR/DME, NDB procedure operations. Those aircraft should expect delays or extended routings during peak hours.
6.2  Procedures in abnormal circumstances
6.2.1  Aircraft unable to comply with RNAV 1 requirements

If unable to comply with RNAV 1 requirements, pilots shall inform ATC and expect radar vectors on track of published RNAV 1 procedures.

RNAV 1 non-compliant aircraft (performance of climb to, speed... ) shall be used VOR/DME arrival/departure procedure until radar vector shall be applied by ATC.

6.2.2  Aircraft experiencing degradation or failure of RNAV 1 System or GNSS signal

When an aircraft cannot meet the requirements of RNAV 1 compliance as a result of a failure or degradation of the RNAV 1 system, pilot shall notify ATC and expect the same procedure as RNAV 1 non-compliant aircraft.

6.2.3  Aircraft experiencing adverse weather

  1. When an aircraft flying on RNAV 1 procedure encounters adverse weather which is likely to impact the aircraft’s adherence to the cleared procedure, pilot will notify ATC and request a revised clearance.

  2. ATC clearance "Direct to" will be used for aircraft to avoid adverse weather, where applicable. In case adverse weather area affects important points of RNAV 1 procedures, radar vector shall be applied by ATC for all aircraft.

6.2.4  Radio communications failure procedure

In the event of a radio communication failure, the pilots of RNAV 1 equipped aircraft are expected to follow the procedures given below:

  1. Set transponder to Mode A/C code 7600.

  2. Arriving aircraft continue on the cleared procedures comply with altitude and speed restrictions and at the end of the STAR make appropriate approach procedures.

  3. Departing aircraft continue on the cleared procedures comply with altitude and speed restrictions and further climb to cruising level as mentioned in current flight plan.

6.2.5  Radar failure procedure

ATC expect to apply non-radar control for all aircraft until radar system resumes normal operation.

6.2.6  Procedure for changing RWY in use

  1. ATC at TWR shall determine time to change RWY in use and aircraft sequence in order to issue suitable clearance for aircraft.

  2. In case of necessity, radar vectoring will be used by ATC to deal with complicated situations.

  3. In case of changing RWY due to bad weather or contingency procedure, aircraft shall be mainly radar vectored to ensure safety and regularity of the air traffic flow. In this case, arrival/departure aircraft are not given priority based on sequence but on the current traffic situation.

6.3  The phraseology used when SID/STAR operations in Viet Nam

Complied with the Amendment 7A, Doc 4444 - ICAO.

7  Air traffic management contingency plan on civil aviation of Viet Nam

7.1  Introduction

The purpose of this ATM Contingency Plan is to ensure that flight operations are conducted continuously at an Air Traffic Management (ATM) contingency area, especially the main overflight flows within Ho Chi Minh and Ha Noi FIRs; contingency implementation of affected ATS units will be carried out promptly, orderly and safely.

7.2  Affected states and FIRs

Affected FIRs and ATS units of these states include:

StateFIR

ATS unit

Cambodia

Phnom Penh

Phnom Penh ACC

Lao

Vientiane

Vientiane ACC

China

 

Kunming

Kunming ACC

Guangzhou

Nanning ACC

Sanya

Sanya ACC

Philippines

Manila

Manila ACC

Singapore

Singapore

Singapore ACC

Malaysia

Kuala Lumpur

Kuala Lumpur ACC

7.3  ATM and contingency procedures
7.3.1 ATM contingency methods in this Plan are applied in 2 cases: short term contingency case (occur unpredictably, immediately, and not enough time to prepare) and long term contingency case (predictably and enough time to prepare).
7.3.2 During ATM contingency situation, Air Navigation Services (ANS) such as communication, ATS surveillance services may be postponed or disrupted. At that time, one NOTAM will be issued to show related information, including estimated time and date when the service is reactive. During contingency situation, adjacent ATS units is responsible to provide flight information service, alerting service on contingency routes inbound for their responsibility area.
7.3.3 In case of ATM contingency, the controlled sectors under related ATS units may be re–divided or remain unchanged. The responsibility of provide ATS services shall be delegated by ATM contingency units for contingency ATS routes in accordance with this plan. The chart for ATM contingency responsibility area is described in detail at specified contingency procedure of related ATS units.
7.3.4 VHF and HF are the main communication equipments.
7.3.5 ATS unit may be overloaded during the first stage of contingency period. ATS unit can provide appropriate actions to temporarily adjust flight routes for flights on alternate routes which are not contingency ones, after that step to step change to contingency routes structure.
7.3.6 NOTAM on Contingency Plan includes:

  1. Time and date the commencement of the ATM Contingency Plan;

  2. Airspace available for landing and overflights, airspace to be avoided;

  3. Detail of ATS units and services available and not available, any limits on ATS provision (example: ACC, APP, TWR, GCU), including an estimated date of restoration of the service (if available);

  4. Information on the provisions made for alternative services;

  5. Applicable ATS routes, AIP published contingency routes or tactically defined contingency routes;

  6. Any changes to the ATS contingency routes not contained in this Plan;

  7. Any special procedures to be complied by neighbouring ATS units not covered by this Plan;

  8. Any special procedures to be complied by pilots;

  9. Any other related details that aircraft operators may find useful with actions taken.

Note: Sample NOTAM is specified in Item 4 of this plan.

7.3.7 In case the International NOTAM Office can not issue NOTAM, the Tan Son Nhat ARO/AIS Centre will carry out Contingency Plan in accordance with the request of Steering committee.
7.3.8  Aircraft separation:

  1. The separation will be applied in accordance with the regulation as specified in Doc. 4444 and Doc. 7030 (ICAO: Minimum vertical separation of 300 m (1 000 ft) will be applicable in RVSM airspace and 600 m (2 000 ft) in non – RVSM airspace.

  2. Acceptable flight interval: 15 minutes for aircraft flying at the same flight level, on the same route or on crossing tracks at transferring control point.

7.3.9  Flight level limitation:

Depending on contingency situation, aircraft on long–haul international flights and special flights (search and rescue, State aircraft, humanitarian flights…) will be normally afforded priority for flight levels.

7.3.10  Aircraft position report:

Pilots will continue to report the aircraft positions as usual, in accordance with normal ATS reporting procedures.

7.3.11  VFR operation:

In case of contingency, VFR flights will not operate within related contingency airspace, unless special case such as flight of State aircraft and special one granted by Steering committee.

7.3.12  Procedures for ATS units:

ATS units providing ATC service will be compliance with emergency operation procedures and apply appropriate level for contingency procedure in accordance with ATM contingency agreements. These procedures include:

  1. When ATS units determine that the possibility of ATS provision may be downgraded, due to contingency situation, they will notice pilots the contingency situation and provide recommendation that possibility of the ATS unit concerned may be removed and the providing of ATC service may be disrupted. In case the removal of ATS unit is necessary, Contingency Plan will be applied. If having enough time, ATS unit will inform pilots an emergency notification on current frequency about alternate communication means.

  2. During the time which contingency procedures applied, operators continue to transmit flight plan messages to ATS units via AFTN as usual procedure.

  3. When receiving the notification from Steering committee, ATS providers of adjacent FIRs will apply Contingency Plan in accordance with signed ATM Contingency Agreements.

  4. ATS contingency unit is responsible for overflights entering Ha Noi and Ho Chi Minh FIRs have to establish communication with the aircraft as soon as possible (at least 30 minutes before estimated time of entering into contingency responsible area).

  5. ATS contingency unit is responsible for flights entering into contingency FIR will instruct the pilot to maintain flight level and latest assigned speed (Mach number if applied) during overflying in the FIR.

  6. Responsible ATS contingency unit will not be allowed to change any flight level or speed (Mach number if applied) at least 10 minutes before the aircraft enter into contingency FIR.

  7. The pilot can choose to avoid Viet Nam airspace and the related Civil Aviation Authority will have to provide appropriate alternate contingency routes. This will be informed by NOTAM.

7.3.13  Transition to Contingency Plan:

  1. During times of uncertainty when airspace closures seem possible, aircraft operators should be prepared for a possible change in routing while en–route, familiarization of the alternative routes outlined in this Contingency Plan, as well as those which may be promulgated by a State via NOTAM or AIP.

  2. In case the airspace is closed that has not been promulgated, if possible, ATS unit informs to all pilots about the closed airspace and request them to wait for the next instructions.

  3. ATS units shall pay attention about the closure of airspace or airports, each airline has their own different requests for alternate ATS routes. ATS unit must be ready to consider and meet the pilot's requirement in order to ensure the safety for flight operation.

7.4  Pilot and operator procedures
7.4.1  Submit ATS flight plans

When operating in Viet Nam FIRs, pilots or authorised delegated representative dispatchers of operators shall submit flight plans in accordance with the requests specified in Viet Nam AIP, Annex 2 and Doc.4444.

7.4.2  Flight permission

Aircraft operators shall obtain flight permissions from Viet Nam granted permission offices (Civil Aviation Authority of Viet Nam, Department of Defence – Ministry of Defence, Consular Department – Ministry of Foreign Affairs) before carrying out overflights, departing, arriving flights to Viet Nam’s FIRs, see Viet Nam AIP for related details.

7.4.3  Pilot operating procedures

  1. Before flying in contingency area, pilots consider to make decision to flight into alternate airport or continue the flight as scheduled, agree with ATS unit to do this.

  2. Pilots of aircraft operating during contingency operations shall complied with the following procedures:

    1. Aircraft proceeding along ATS routes are established in this Plan will comply with the IFR rules and will be assigned a flight level in accordance with the flight level allocation scheme applicable to contingency routes shown at detailed Contingency Plan of related ATS unit.

    2. At least 10 minutes before entering into contingency FIR, aircraft have to reach the latest flight level assigned by responsible ATS unit or follow other instructions suitably with signed agreement.

    3. During flight time within contingency FIR, pilots have to maintain the latest flight level assigned by latest responsible ATS unit before entering into contingency route system and can not change the flight level and speed except under emergency situation or to ensure safety for the flight.

    4. Whenever emergencies or the flight safety reasons for flights that make them impossible to maintain assigned flight level when entering into contingency airspace, pilots have to change their heading to the right of center line of ATM contingency route before changing flight level. In case of deviating beyond the FIR, pilots have to inform ACC responsible for that area immediately. Blinded transmission is done on VHF frequency 121.500 MHZ and by broadcasting on frequency pilots have to inform ACC immediately by broadcasting on frequency 123.45 MHZ related emergency flight level change message (including aircraft callsign, position, passing flight level, flight level left, …).

    5. Pilots are to strictly follow the in–flight broadcasting procedures and monitor VHF frequency 123.45 MHZ continuously.

    6. Pilots have to make position reports at the latest reporting point before entering into contingency airspace as well as information on estimated time of entering and leaving contingency airspace; make position reports when over compulsory position reporting point established on contingency route.

    7. Pilots need to contact with ATS contingency unit immediately (at least 10 minutes before the estimated time of arriving/crossing transfer of control boundary).

    8. Pilots have to maintain the highest consciousness when operating in the contingency airspace and have appropriate action to ensure safety for the flight.

    Note: Traffic Information Broadcasts by Aircraft (TIBA) procedure shown at Item 7.8 of this plan.

7.4.4  Interception of civil aircraft

Pilots need to be aware that according to current international circumstances, their aircraft might be intercepted by military aircraft on contingency route. Aircraft operators must therefore be familiar with international intercept procedures contained in the Circular on Air Navigation Services (ANS) of the Ministry of Transport, ICAO Annex 2 – Rules of the Air and promulgated in Viet Nam AIP.

7.5  Communication procedures
7.5.1 When operating within the contingency airspace, pilots should use normal radio communication procedures where ATC services are available. These will be in accordance with the communication procedures in this Plan or as otherwise notified by NOTAM.
7.5.2 If communications are lost unexpectedly on the normal ATC frequencies, pilots should try the next applicable frequency, e.g. if en–route contact is lost then try the next appropriate frequency. Pilots should also consider attempting to contact with ATS unit on the latest frequency where two–way communication recovered. In the absence of communication with ATS unit, the pilot should continue to make routine position reports on the assigned frequency, and also broadcast positions on assigned contingency frequency.
7.5.3 Communication frequencies: A list of frequencies to be used for the contingency routes and the ATS units providing FIS and air – ground communication monitoring for contingency FIR.
7.6  ATM contingency procedures
7.6.1   Ha Noi ACC
7.6.1.1 Reorganisation of contingency sectors:

Ha Noi ACC‘s contingency area are reorganised as follows:

  1. Contingency area 1 includes: Sector 1 and Sector 2 of Ha Noi ACC;

  2. Contingency area 2 includes: Sector 3 and Sector 4 of Ha Noi ACC.

7.6.1.2  Contingency procedures:

Contingency procedure

Contingency area

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short termcontingency

 

Contingency area 1

Noi Bai APP

Noi Bai APP

121.500 MHZ (Primary)
121.000 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 3866186 VVNBZAZX

Contingency area 2

Ho Chi Minh ACC

Ho Chi Minh ACC

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 28 39972430

 VVHMZQZX

Long termcontingency

 

Contingency area 1

Ha Noi ACC

Old Ha Noi ACC at Noi Bai

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38860957

VVHNZQZV

Contingency area 2

Ha Noi ACC

Old Ha Noi ACC at Noi Bai

125.900 MHZ (Primary)
134.425 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38860958

VVHNZQZV

7.6.1.3  Contingency routes, flight levels and frequencies:

In case of contingency, related ATS unit requests pilots change to contingency ATS routes and flight levels. Pilots will perform the deviated lateral off set procedure and broadcast in case of changing flight level. ATS routes, flight levels and frequencies are as follow:

Long term contingency:

ATS route

Direction

Flight level

Segment

Contingency area

Frequency (VHF)

R474

East-bound

270, 290, 330, 370 LAVOS - TEBAK

Area 1

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

West-bound

260, 300, 340, 380
A202

East-bound

290, 330 VILAO - ASSAD

Area 2

125.900 MHZ (Primary)
134.425 MHZ (Secondary)
121.500 MHZ (EMERG)

West-bound

300, 400
W1

South-bound

280 NOB - VIDAD

Area 1

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

North-bound

 

South-bound

280

VIDAD - VILOT (segment HAMIN - VILOT from FL 245 to FL 280)

Area 2

125.900 MHZ (Primary)
134.425 MHZ (Secondary)
121.500 MHZ (EMERG)

North-bound

270
Q1

South-bound

320, 360 NOB - VIDAD

Area 1

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

North-bound

 

South-bound

320, 360 VIDAD - SADIN

Area 2

125.900 MHZ (Primary)
134.425 MHZ (Secondary)
121.500 MHZ (EMERG)

North-bound

270
W20

South-bound

320, 360 CBI - MAREL

Area 1

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

North-bound

310, 350
W2

South-bound

140, 240 NAH - VIN

Area 1

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

North-bound

150, 250

South-bound

140, 240

VIN - CQ (segment KONCO - CQ from FL 245 and above)

Area 2

125.900 MHZ (Primary)
134.425 MHZ (Secondary)
121.500 MHZ (EMERG)

North-bound

150, 250
Q2

North-bound

310, 350 LATOM - MIBAM

Area 2

125.900 MHZ (Primary)
134.425 MHZ (Secondary)
121.500 MHZ (EMERG)

MIBAM - VPH

Area 1

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

A1

East-bound

290, 330 PAPRA - BUNTA

Area 2

125.900 MHZ (Primary)
134.425 MHZ (Secondary)
121.500 MHZ (EMERG)

West-bound

300, 340

Note: Depending on the process of contingency period, other ATS routes will be supplied in accordance with capability of providing services.

7.6.2   Ho Chi Minh ACC
7.6.2.1  Reorganisation of contingency sectors:

Ho Chi Minh ACC‘s contingency areas are reorganised as follows:

  1. Contingency area 1 corresponds to Sector 1 of Ho Chi Minh ACC;

  2. Contingency area 2 corresponds to Sector 2 and Sector 6 of Ho Chi Minh ACC;

  3. Contingency area 3 corresponds to Sector 3 of Ho Chi Minh ACC;

  4. Contingency area 4 corresponds to Sector 4 of Ho Chi Minh ACC;

  5. Contingency area 5 corresponds to Sector 5 of Ho Chi Minh ACC.

7.6.2.2  Contingency procedures:

Contingency procedure

Contingency area

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short termcontingency

 

 

 

 

Contingency area 1

Ha Noi ACC

Ha Noi ACC

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38729924 VVHNZQZX

Contingency area 2

Ho Chi Minh ACC

IFR Division of Tan Son Nhat TWR

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 28 39972432

 

Contingency area 3

Ho Chi Minh ACC

IFR Division of Tan Son Nhat TWR

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 28 39972450

 

Contingency area 4

Ha Noi ACC

Ha Noi ACC

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38729924

 VVHNZQZX

Contingency area 5

Ha Noi ACC

Ha Noi ACC

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38729924

 VVHNZQZX

Long termcontingency

 

 

 

Contingency area 1

Ho Chi Minh ACC

Ha Noi ACC

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

 

 

Contingency area 2

Ho Chi Minh ACC

Ha Noi ACC

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

 

 

Contingency area 3

Ho Chi Minh ACC

Ha Noi ACC

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

 

 

Contingency area 4

Ho Chi Minh ACC

Ha Noi ACC

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

 

 

 

Contingency area 5

Ho Chi Minh ACC

Ha Noi ACC

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

 

 
7.6.2.3  Contingency routes, flight levels and frequencies:

In case of contingency, related ATS unit requests pilots change to contingency ATS routes and flight levels. Pilots will perform the deviated lateral off set procedure and broadcast in case of changing flight level. ATS routes, flight levels and frequencies are as follow:

Long term contingency:

ATS route

Direction

Flight level

Segment

Frequency (VHF)

L642

Follow regulated direction of flight

310, 320 390, 400 EXOTO – RUTIT

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

RUTIT – ESPOB

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

N892

Follow regulated direction of flight

310, 320 390, 400 MIGUG – OSIXA

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

OSIXA – MELAS

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

M771

Follow regulated direction of flight

310, 320 390, 400 DUDIS – SUDUN

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

SUDUN – DONDA

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

L625

Follow regulated direction of flight

310, 320 390, 400 AKMON – UDOSI

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

UDOSI – ARESI

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

B202

East–bound

290 BOMPA – PLK

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280
G474

East–bound

290 ANINA – PCA

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280
R588

East–bound

290 GONLY – PLK

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280
L628

East–bound

290 PCA – VIMUT

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280

East–bound

290 VIMUT – ARESI

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280
M753

North–bound

270 IPRIX – OSOTA

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

South–bound

260
N891

North–bound

300 XONAN – IGARI

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

South–bound

330 
M765

East–bound

370 IGARI – VIGEN

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280

East–bound

370 VIGEN – SAMAP

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280

East–bound

370 SAMAP – PANDI

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

280
N500

East–bound

330 TSH – BUKMA

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

300

East–bound

330 BUKMA – MATGI

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

300

East–bound

330

MATGI – AGSIS
Below FL 305

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

300

East–bound

330

MATGI – AGSIS
Above FL 305

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

300

East–bound

330 AGSIS – PANDI

120.700 MHZ (Primary)
133.150 MHZ (Secondary)
121.500 MHZ (EMERG)

West–bound

300
L637

North–East bound

250 BITOD – TSH

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

South–West bound

240
R468

South–East bound

270 SAPEN – TSH

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

North–West bound

380

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

M768

South–East bound

270 TSH – ASEBO

120.900 MHZ (Primary)
133.850 MHZ (Secondary)
121.500 MHZ (EMERG)

North–West bound

380

South–East bound

270 ASEBO – AKMON

133.050 MHZ (Primary)
119.350 MHZ (Secondary)
121.500 MHZ (EMERG)

North–West bound

380
W1

North–bound

270 VILOT – MEVON

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

South–bound

280

North–bound

270 MEVON – TSH

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

South–bound

280
Q1

South–bound

320, 360 SADIN – ENGIM

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

North–bound

270

South–bound

320, 360 ENGIM – AC

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

North–bound

270
W2

South–bound

140, 240 CQ – IBUNU

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

North–bound

150, 250

South–bound

140, 240 IBUNU – TSH

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

North–bound

150, 250
Q2

North–bound

310, 350 TSH – SADAS

120.100 MHZ (Primary)
128.775 MHZ (Secondary)
121.500 MHZ (EMERG)

SADAS – LATOM

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

Note: Depend on the process of contingency, other ATS routes will be supplied in accordance with ability of providing services.

7.6.3  Approach areas
7.6.3.1  Noi Bai Approach
7.6.3.1.1  Reorganisation of contingency area:

2 sectors: Terminal control (Noi Bai TMC) and Arrival control (Noi Bai ARR) of Noi Bai Approach Control are combined 1 contingency area.

7.6.3.1.2  Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Ha Noi ACC (Sector 1)

Ha Noi ACC

132.300 MHZ (Primary)
128.150 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38729920 VVHNZQZX

Long term contingency

Noi Bai APP

Old Ha Noi ACC at Noi Bai

121.500 MHZ (Primary)
121.000 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38860957

+84 24 38860958

VVHNZQZV
7.6.3.2  Tan Son Nhat Approach
7.6.3.2.1  Reorganisation of contingency areas:

2 sectors: Terminal control (TMC) and Arrival control (ARR) of Tan Son Nhat Approach Control are combined into 1 contingency area.

7.6.3.2.2  Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Tan Son Nhat TWR

Tan Son Nhat TWR

118.700 MHZ

130.000 MHZ

+84 28 38440532
ext 6235		 VVTSZTZX

Long term contingency

Tan Son Nhat APP

Tan Son Nhat TWR

118.700 MHZ

130.000 MHZ

+84 28 38440532
ext 6235		 VVTSZTZX
7.6.3.3  Da Nang Approach

Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Da Nang CTL

Da Nang CTL

125.300 MHZ (Primary)
125.450 MHZ (Secondary)

121.500 MHZ (EMERG)

+ 84 236 3825018;
5225 (PABX:
+84 236 3813814)		 VVDNZAZX

Long term contingency

Da Nang APP

Da Nang SUPCTL/APP

120.450 MHZ (Primary)
125.450 MHZ (Secondary)
121.500 MHZ (EMERG)

+ 84 236 3825018

5226 (PABX:
+84 236 3813814)

 VVDNZAZX
7.6.3.4  Da Nang Upper Approach Control

Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Da Nang APP

Da Nang APP

120.450 MHZ (Primary)
125.450 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 236 6299577;
5225 (PABX:
+84 236 3813814)		 VVDNZAZX

Long termcontingency

Da Nang CTL

Da Nang SUPCTL/APP

125.300 MHZ (Primary)
125.450 MHZ (Secondary)

121.500 MHZ (EMERG)

 5226 (PABX:
+84 236 3813814)		 VVDNZAZX
7.6.3.5  In case Da Nang Upper Approach Control/Approach is unserviceable

Reorganisation of contingency areas

Contingencyprocedure

 

Description

Unit responsiblefor providing ATS

Contingencyposition

Contingency technical equipments

Frequency (VHF)

Tel

AFTN/AMHS

Contingency area 1

- Lateral limits:

+ Northern: Boundary of Ha Noi FIR and Ho Chi Minh FIR then to boundary of Ho Chi Minh FIR and Sanya FIR.

+ Eastern: From point inboundary of Ho Chi Minh FIR and Sanya FIR with coordinates 161832N 1100000E to point withcoordinates 155235N 1100000E.

+ Southern: From point with coordinates 155235N 1100000E to point with coordinates 152444N 1084216E (located at NDB "CQ", to point with coordinates 144110N 1073324E (the intersection of Ho Chi Minh FIR, Vientiane FIR and Phnom Penh FIR)

+ Western: National borders of Viet Nam and Lao.

- Vertical limit:

From ground/water up toand FL 245 inclusive.

- Short term contingency:Ha Noi ACC(Sector 4) is responsible for Da Nang CTL and DaNang APP

 Ha Noi ACC

123.300 MHZ

124.550 MHZ

121.500 MHZ (EMERG)

 

+84 24 38729924;

+84 24 38729925

 VVHMZQZX

- Long term contingency: Da Nang CTL

Search andRescue CoordinationCenter

125.300 MHZ (Primary)
125.450 MHZ (Secondary)

121.500 MHZ (EMERG)

+84 236 3811666;

5243 (PABX:
+84 2363813814)

 VVDNZAZX

- Long term contingency: Da Nang APP

120.450 MHZ (Primary)
125.450 MHZ (Secondary)

121.500 MHZ (EMERG)

Contingency area 2

- Lateral limits:

+ Northern: The Southern limit of contingency area 1.

+ Eastern: From point with coordinates 155235N 1100000E to point with coordinates 133000N 1100000E.

+ Southern: Latitude 133000N.

+ Western: National borders of Viet Nam and Cambodia.

- Vertical limit:

From ground/water up to and FL 245 inclusive.

 

 

- Short term contingency: Ho Chi Minh ACC (Sector1) is responsible for Da Nang CTL

Ho Chi Minh ACC

134.050 MHZ (Primary)
125.375 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 28 38441132;

+84 28 38441153

 VVHMZQZX

- Long term contingency: Da Nang CTL

Search andRescue CoordinationCenter

125.300 MHZ (Primary)
125.450 MHZ (Secondary)

121.500 MHZ (EMERG)

+84 236 3811666 (or other contactaccording to the actual condition);

5243 (PABX:
+84 236 3813814)

 VVDNZAZX

- Long term contingency: Da Nang APP

125.300 MHZ (Primary)
125.450 MHZ (Secondary)

121.500 MHZ (EMERG)

Note: ATC Contingency Area Chart of Da Nang CTL see page ENR 1.8-69.

7.6.3.6  Cam Ranh Approach
7.6.3.6.1  Reorganisation of contingency areas:

Cam Ranh APP remain as the current responsibility area service provision.

7.6.3.6.2  Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term, long term contingency

Ho Chi Minh ACC
(Sector 1)

Ho Chi Minh ACC

134.050 MHZ

125.375 MHZ

+84 238 441153

ext: 6202

 VVHMZQZX
7.6.4  Aerodrome Control Tower/Ground Control
7.6.4.1  Noi Bai Aerodrome Control Tower/Ground Control

Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Noi Bai APP

Noi Bai APP

125.100 MHZ (Primary)
121.000 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38866186 VVNBZAZX

Long term contingency

Noi Bai TWR

K4 TWR

118.400 MHZ (Primary)
118.900 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38866186 VVNBZTZX

Noi Bai GCU

K4 TWR

121.900 MHZ (Primary)121.650 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 24 38866186 VVNBZTZX
7.6.4.2  Tan Son Nhat Aerodrome Control Tower/Ground Control

Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Tan Son Nhat APP

Tan Son Nhat APP

125.500 MHZ (Primary)
121.000 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 28 35470330 VVTSZAZX

Long termcontingency

Tan Son Nhat TWR

Old Tan Son Nhat TWR

118.700 MHZ

130.000 MHZ

+84 28 38440532

ext 6235

 

Tan Son Nhat GCU

Old Tan Son Nhat TWR

121.900 MHZ

121.600 MHZ

+84 28 38485383

ext 6928

 
7.6.4.3  Da Nang Aerodrome Control Tower/Ground Control
7.6.4.3.1  Da Nang Aerodrome Control Tower

Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Da Nang GCU

Da Nang GCU

121.600 MHZ (Primary)
121.900 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 236 6299577
5324 (PABX:
+84 236 3813814)		 VVDNZTZX

Long term contingency

Da Nang TWR

Da Nang SUP TWR/GCU

118.350 MHZ (Primary)
118.050 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 236 6299577
5324 (PABX:
+84 236 3813814)		 VVDNZTZX
7.6.4.3.2  Da Nang Ground Control

Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Da Nang TWR

Da Nang TWR

118.350 MHZ (Primary)
118.050 MHZ (Secondary)
121.500 MHZ (EMERG)

5227 (PABX:
+84 236 3813814)		 VVDNZTZX

Long term contingency

Da Nang GCU

Da Nang SUP TWR/GCU

121.600 MHZ (Primary)
121.900 MHZ (Secondary)
121.500 MHZ (EMERG)

5227 (PABX:
+84 236 3813814)

 VVDNZTZX
7.6.4.3.3  In case Da Nang Aerodrome Control Tower/Ground Control is unserviceable

Contingency procedures:

Contingency procedure

Unit responsible for providing ATS services

Contingency position

Contingency technical equipment

Frequency (VHF)TelAFTN/AMHS

Short term contingency

Da Nang APP

Da Nang APP

120.450 MHZ (Primary)
125.450 MHZ (Secondary)
121.500 MHZ (EMERG)

84 236 6299577;
5225 (PABX:
+84 236 3813814)		 VVDNZAZX

Long term contingency

Da Nang TWR

MET observation station at Da Nang International Airport

118.350 MHZ (Primary)
118.050 MHZ (Secondary)
121.500 MHZ (EMERG)

+84 236 2229777;5321 and 5323 (PABX:
+84 236 3813814) or using the mobile phone number of Observer/Watch-supervisor

 VVDNYMYX

Da Nang GCU

121.600 MHZ (Primary)
121.900 MHZ (Secondary)
121.500 MHZ (EMERG)

7.6.4.3.4   In case Da Nang Aerodrome Control Tower is unserviceable (Da Nang CTL, APP, TWR, GCU are unserviceable simultaneously).

Contingency procedures

7.6.4.3.4.1 Da Nang Upper Approach Control/Approach

Applied as the item 7.6.3.5 above.

Ha Noi ACC will use the emergency frequency to issue holding clearance or clearance to fly to the alternate aerodrome for flight which is on approach procedure during the time TWR/GCU Da Nang deploying forces and facilities at contingency position.

Note: In case, the aircraft is on the final approach segment, aircraft may execute a missed approach procedure when the pilot do not receive the landing clearance.

7.6.4.3.4.2 Da Nang Aerodrome Control Tower/Ground Control

  1. Short term contingency

    1. Request to suspend the departure flights at Da Nang International Airport;

    2. Ha Noi ACC is requested to use the emergency frequency to issue holding clearance or clearance to fly to the alternate aerodrome for flight which is on approach procedure during the time TWR/GCU Da Nang deploying forces and facilities at contingency position.

      Note: In case, the aircraft is on the final approach segment, aircraft may execute a missed approach procedure when the pilot do not receive the landing clearance.

  2. Long term contingency

    Applied as the item 7.6.4.3.3 above.

7.6.4.4  Cam Ranh Aerodrome Control Tower

Contingency procedures:

Contingency procedure

Responsible unit for providing position services

ATS Contingency

Frequency (VHF)

Short term, long term contingency

Cam Ranh TWR

Military K5A TWR

 118.200 MHZ
7.6.4.5  Aerodrome Control Tower:Cat Bi, Vinh, Dien Bien, Dong Hoi, Tho Xuan, Van Don, Phu Bai, Chu Lai, Phu Cat, Pleiku, Tuy Hoa, Buon Ma Thuot, Lien Khuong, Con Son, Can Tho, Ca Mau, Rach Gia and Phu Quoc

Contingency procedures:

TWR

Contingency position

Contingency technical equipments

Frequencies (VHF)

Tel

Dien Bien

2nd floor of the old Terminal

118.700 MHZ

121.500 MHZ

+84 215 3824429

Cat Bi

Old TWR

 118.500 MHZ
121.500 MHZ		+84 225 8830606

Vinh

1) Old TWR2) Radar

118.300 MHZ

121.500 MHZ

+84 238 3852173

Dong Hoi

1) ATS Reporting Office2) Isolation area of Terminal

 118.700 MHZ
121.500 MHZ		+84 232 3810995
Tho Xuan

1) K5 TWR to the East2) K5 TWR to the West

118.650 MHZ

121.500 MHZ

+84 237 3889888

Van Don

5th floor of Airport Operation Centre

118.100 MHZ

121.500 MHZ

+84 203 3991868

Phu Bai

Old VSAT

 118.800 MHZ+84 234 6504493

Chu Lai

Military K5 TWR

 118.250 MHZ+84 235 2243966

Phu Cat

Old TWR (PRY)Military K5 TWR (SRY)

 118.600 MHZ+84 256 6521443

Pleiku

CIP Division (2nd floor of Terminal)

 118.100 MHZ+84 269 6577009

Tuy Hoa

Military K4 TWR

 118.900 MHZ+84 257 2240744

Buon Ma Thuot

Old TWR

118.450 MHZ

121.500 MHZ

+84 262 3862222

Lien Khuong

Old TWR

118.400 MHZ

121.500 MHZ

+84 263 3841021

Con Son

Top floor of Terminal

118.150 MHZ

121.500 MHZ

+84 254 3831911

Can Tho

Old TWR of E917

118.800 MHZ

121.500 MHZ

+84 292 3744597

Ca Mau

Top floor of Terminal

118.100 MHZ

121.500 MHZ

+84 290 3837681

Rach Gia

Old TWR

118.300 MHZ

121.500 MHZ

+84 297 3865831

Phu Quoc

2nd floor of Terminal, passenger lounge

118.600 MHZ (Primary)
118.725 MHZ (Secondary)
121.500 MHZ

+84 297 3977766
7.6.5  Air Traffic Service Reporting Office
7.6.5.1  Noi Bai Air Traffic Service Reporting Office

Contingency procedures:

Contingency procedure

Responsible unit for providing ATS services

Contingency position

AFTN/AMHS

Short term, long term contingencies

Noi Bai ARO or Tan Son Nhat ARO (transmit message)

Marshaling Unit at 1st floor of T2 Terminal to the West (in order to receive and directly provide information to pilot/flight dispatchers of airlines or Flight Plan Support Staff).

 

AFTN/AMHS terminal of Noi Bai APP or Tan Son Nhat ARO (in order to transmit ATS message via AFTN/AMHS systems).

 VVNBZAZX VVTSZPZX
7.6.5.2  Tan Son Nhat Air Traffic Service Reporting Office

Contingency procedures:

Contingency procedure

Responsible unit for providing ATS services

Contingency position

AFTN/AMHS

Short term, long term contingencies

Tan Son Nhat ARO or Noi Bai ARO (transmit message)

Marshaling Unit (in order to receive and directly provide information to pilot/flight dispatchers of airlines or Flight Plan Support Staff).

 

AFTN terminal of Tan Son Nhat TWR or Noi Bai ARO (in order to transmit ATS message via AFTN system).

 VVTSZTZX VVNBZPZX
7.6.5.3  Da Nang Air Traffic Service Reporting Office

Contingency procedures:

Contingency procedure

Responsible unit for providing ATS services

Contingency position

AFTN/AMHS

Short term, long term contingencies

Da Nang ARO or Cam Ranh ARO (transmit message)

Da Nang AMSS Unit at 2rd floor of Da Nang TWR (in order to receive and directly provide information to pilot/flight dispatchers of airlines or Flight Plan Support Staff).

 

AFTN terminal of Da Nang AMSS Unit or Cam Ranh ARO (in order to transmit ATS message via AFTN/AMHS systems).

VVDNYFYX
VVCRZPZX
7.6.5.4  Cam Ranh Air Traffic Service Reporting Office

Contingency procedures:

Contingency procedure

Responsible unit for providing ATS services

Contingency position

AFTN/AMHS

Short term, long term contingencies

Cam Ranh ARO or Da Nang ARO (transmit message)

Cam Ranh APP (in order to receive and directly provide information to pilot/flight dispatchers of airlines or Flight Plan Support Staff).

 

AFTN/AMHS terminal of Cam Ranh APP or Da Nang ARO (in order to transmit ATS message via AFTN/AMHS systems).

VVCRZAZX
VVDNZPZX
7.6.5.5  Air Traffic Service Reporting Office at Airports: Cat Bi, Vinh, Dien Bien, Dong Hoi, Tho Xuan, Van Don, Phu Bai, Chu Lai, Phu Cat, Pleiku, Tuy Hoa, Buon Ma Thuot, Lien Khuong, Con Dao, Can Tho, Ca Mau, Rach Gia and Phu Quoc

Contingency procedures:

Contingency procedure

ARO

Contingency position

Responsible unit for providing ATS services

Short term contingency

Cat Bi ARO

Cat Bi TWR

Noi Bai ARO

Vinh ARO

Vinh TWR

Dien Bien ARO

Dien Bien TWR

Dong Hoi ARO

Dong Hoi TWR

Tho Xuan ARO

Tho Xuan TWR

Van Don ARO

Van Don TWR

Phu Bai ARO

Phu Bai TWR

Da Nang ARO

Chu Lai ARO

Chu Lai TWR

Phu Cat ARO

Phu Cat TWR

Pleiku ARO

Pleiku TWR

Tuy Hoa ARO

Tuy Hoa TWR

Can Tho ARO

Can Tho TWR

Cam Ranh ARO

Phu Quoc ARO

Phu Quoc TWR

Buon Ma Thuot ARO

Buon Ma Thuot TWR

Tan Son Nhat ARO

Lien Khuong ARO

Lien Khuong TWR

Con Son ARO

Con Son TWR

Ca Mau ARO

Ca Mau TWR

Rach Gia ARO

Rach Gia TWR

Long term contingency

Cat Bi ARO

Cat Bi TWR

Noi Bai ARO

Vinh ARO

Vinh TWR

Dien Bien ARO

Dien Bien TWR

Dong Hoi ARO

Dong Hoi TWR

Tho Xuan ARO

Tho Xuan TWR

Van Don ARO

Van Don TWR

Phu Bai ARO

Phu Bai TWR

Da Nang ARO

Chu Lai ARO

Chu Lai TWR

Phu Cat ARO

Phu Cat TWR

Pleiku ARO

Pleiku TWR

Tuy Hoa ARO

Tuy Hoa TWR

Can Tho ARO

Can Tho TWR

Cam Ranh ARO

Phu Quoc ARO

Phu Quoc TWR

Buon Ma Thuot ARO

Buon Ma Thuot TWR

Tan Son Nhat ARO

Lien Khuong ARO

Lien Khuong TWR

Con Son ARO

Con Son TWR

Ca Mau ARO

Ca Mau TWR

Rach Gia ARO

Rach Gia TWR

Note:

  1. Long term contingency procedures for Ha Noi ACC, Ho Chi Minh ACC, Da Nang CTL, Noi Bai APP, Tan Son Nhat APP, Da Nang APP, Cam Ranh APP, Noi Bai TWR/GCU, Da Nang TWR/GCU, Tan Son Nhat TWR/GCU:

    1. Before implementing plan: Experiment to provide ATS services within 15 minutes or for 3 continuous flights. During the experiment time, only 1 flight is accepted at a time for contingency responsible area of participated ATS Units.

    2. Implementing plan: After succeeding experiment, provision of ATS services shall be complied with Contingency Plan.

  2. Long term contingency procedures for Cam Ranh, Cat Bi, Vinh, Dien Bien, Dong Hoi, Tho Xuan, Van Don, Phu Bai, Chu Lai, Phu Cat, Pleiku, Tuy Hoa, Buon Ma Thuot, Lien Khuong, Con Son, Can Tho, Ca Mau, Rach Gia and Phu Quoc TWRs.

    1. Before implementing plan: Experiment to provide ATS services for 3 continuous flights. During the experiment time, only 1 flight is accepted at a time within responsibility area.

    2. Implementing plan: After succeeding experiment, provision of ATS services shall be complied with Contingency Plan.

7.7  Specimen NOTAM
7.7.1  Avoidance of airspace

NOTAM...DUE TO DISRUPTION OF ATS IN...FIR(S) ALL AIRCRAFT ARE ADVISED TO AVOID THE FIR(S).

7.7.2  Aerodrome Control Tower (TWR)

(A…./.. NOTAMN
Q) FIR/ QSTXX /IV/NBO/A/000/999/ COORDINATES 005
A) DOMESTIC/INTERNATIONAL AD
B) EFFECTIVE TIME
C) INVALID TIME
E) DUE TO DISRUPTION OF ATS IN THE AREA OF…. (NAME OF AD). ALL ACFT ARE ADVISED TO USE TIBA PROCEDURE ON FREQ 123.45 MHZ. ATS FLOW OPS AVBL FOR ONE FLT PER 30/15 MINUTES.)

7.7.3  Approach Control Unit (APP)

(A…./.. NOTAMN
Q) FIR/QSPXX/IV/BO/AE/000/999/ COORDINATES 05
A) DOMESTIC/INTERNATIONAL AD
B) EFFECTIVE TIME
C) INVALID TIME
E) DUE TO DISRUPTION OF ATS AT (NAME OF AD) TERMINAL CONTROL AREA (TMA), ALL ACFT OPERATING IN (NAME OF AD) TMA CONTACT TO (NAME OF AD) ACC ON FREQ …. MHZ OR NAME OF AD) TWR ON FREQ ….. MHZ FOR ATC CLEARANCE AND MUST USE TIBA PROC ON FREQ 123.45 MHZ. TRAFFIC OPS AVBL FOR ONE FLT PER 15 MINUTES AT TRANSFER OF CONTROL POINT.)

7.7.4  Area Control Centre (ACC)

Example: Ha Noi ACC

( A…../.. NOTAMN
Q) VVHN/QSCXX/IV/NBO/E/000/999/2023N10547E999
A) VVHN
B) EFFECTIVE TIME
C) INVALID TIME
E) ATM CONTINGENCY APPLIED IN HANOI FIR DUE TO DISRUPTION OF ATS ARE AS FLW:
– ACFT OPERATING IN SECTOR 1 CONTACT TO HANOI ACC ON FREQ 132.3 MHZ OR 128.150 MHZ OR 121.500 MHZ FOR ATC CLEARANCE.
– ACFT OPERATING IN SECTOR 2 CONTACT TO HANOI ACC ON FREQ 133.65 MHZ OR 132.925 MHZ OR 121.500 MHZ FOR ATC CLEARANCE.
– ACFT OPERATING IN SECTOR 3 CONTACT TO HANOI ACC ON FREQ 125.9 MHZ OR 134.425 MHZ OR 121.500 MHZ FOR ATC CLEARANCE.
– ACFT OPERATING IN SECTOR 4 CONTACT TO HANOI ACC ON FREQ 123.3 MHZ OR 124.55 MHZ OR 121.500 MHZ FOR ATC CLEARANCE.
– ACFT OPERATING IN THESE TWO SECTORS MUST APPLY TIBA PROC AND DEVIATING 2 NM FM CENTERLINE WHEN CHANGING THE HEIGHT.
– TIBA FREQ 123.45 MHZ.
– TRAFFIC LOADING AVBL FOR ONE FLT PER 15 MIN (FOR FLTS WITH THE SAME FL AT TRANSFER OF CONTROL POINT).
– FL APPLIED FOR ATS ROUTES ARE AS FLW:

ATS route

Heading

Flight level

   
   
7.7.5  Notification of resumed normal operation

(A…./.. NOTAMC A…../..
Q) VVHN/QSCXX/IV/NBO/E/000/999/2023N10547E999
A) VVHN
B) EFFECTIVE TIME
E) ATM CONTINGENCY FINISHED. ATS IN …(NAME OF AD/FIR) RESUMED NML OPS.)

7.8  Traffic information broadcast by aircraft (TIBA) procedures

Special procedures have been developed for pilots use in active contingency zones if air traffic services are significantly degraded or unavailable. These procedures will enable traffic information broadcasts by aircraft (TIBA) to be made as well as providing collision hazard information. When aircraft will enter designated airspace in which it is known in advance that ATM contingency, pilots should maintain a listening watch on the 123.45 MHZ frequency 10 minutes prior to entering that airspace.

7.8.1  Time of broadcast

Pilots shall make broadcasts in English on 123.45 MHZ as follows:

  1. At the time the loss of normal communications is recognised;

  2. 10 minutes before entering a designated airspace when it is known in advance that ATM contingency within that airspace or for a pilot taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as after take–off;

  3. 10 minutes prior to crossing a reporting point;

  4. 10 minutes prior to crossing or joining an ATS, RNAV route;

  5. At 20 minutes intervals between distant reporting point;

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

  7. At the time of a change in flight level; and

  8. At any other time considered necessary by the pilot.

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

7.8.2  Forms of broadcast

TIBA broadcast should be made using the following phraseologies:

  1. For other than those indicating changes in flight level:

    ALL STATIONS (Necessary to identify a traffic information broadcast)
    (Callsign)
    FL (Number) (or CLIMBING TO FL (Number))
    (Direction)
    (ATS route) (or DIRECT FROM (Position) TO (Position)
    POSITION] (Position) AT (Time)
    ESTIMATING (Next reporting point, or the point of crossing or joining a designated ATS route) AT (Time)
    (Callsign)
    FL (Number) (Direction).

    Example:

    “ALL STATION WINDAR 671 FL 350 NORTHWEST BOUND DIRECT FROM PUNTA TO PAMPA 5040 NORTH 2010 EAST AT 2358. ESTIMATING CROSS LIMA 31 AT 4930 NORTH 1920 EAST AT 0012 WINDAR 671 FL 350 NORTHWEST BOUND OUT."

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

  2. Before a change in flight level:

    ALL STATIONS
    (Callsign)
    (Direction)
    (ATS route) (or DIRECT FROM (Position) TO (Position)) LEAVING FL (Number) FOR FL (Number) AT (Position and time).

  3. At the time of a change in flight level:

    ALL STATIONS
    (Callsign)
    (Direction)
    (ATS route) (or DIRECT FROM (Position) TO (Position) LEAVING FL (Number) NOW FOR FL (Number).

    Followed by:
    ALL STATIONS
    (Callsign)
    MAINTAINING FL (Number).

  4. When reporting a temporary flight level change to avoid an imminent collision risk:

    ALL STATIONS
    (Callsign)
    LEAVING FL (Number) NOW FOR FL (Number).
    Followed as soon as practicable by:
    ALL STATIONS
    (Callsign)
    RETURNING TO FL (Number) NOW.

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

7.8.3  Cruising level change

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

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

7.8.4  Collision avoidance

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

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

  2. Display all available aircraft lighting which would improve the visual detection of the aircraft;

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

  4. Notify the action taken on the appropriate ATS frequency; and

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

7.8.5  Operation of transponder

When implementing TIBA procedure, pilots shall operate aircraft transponders on Modes A and C at all time. In the absence of alternative instructions from the appropriate ATS unit, aircraft not assigned a discrete code should squawk code A2000.

7.8.6  Operation of TCAS

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

Sơ đồ khu vực ứng phó không lưu của ACC Hà NộiENR 1.8-61ATC Contingency Areas Chart of Ha Noi ACC
Sơ đồ khu vực ứng phó không lưu của ACC Hồ Chí Minh từ mặt đất lên đến và bao gồm FL 265ENR 1.8-63TC Contingency Areas Chart of Ho Chi Minh ACC from SFC up to FL 265 inclusive
Sơ đồ khu vực ứng phó không lưu của ACC Hồ Chí Minh từ FL 265 lên đến và bao gồm FL 305ENR 1.8-65 ATC Contingency Areas Chart of Ho Chi Minh ACC from FL 265 up to FL 305 inclusive
Sơ đồ khu vực ứng phó không lưu của ACC Hồ Chí Minh từ FL 305 lên đến và bao gồm FL 460ENR 1.8-67ATC Contingency Areas Chart of Ho Chi Minh ACC from FL 305 to FL 460
Sơ đồ khu vực ứng phó không lưu của CTL Đà NẵngENR 1.8-69ATC Contingency Areas Chart of Da Nang CTL
Figure 98. ATC Contingency Areas Chart of Ha Noi ACC
../graphics/9107
Figure 99. ATC Contingency Areas Chart of Ho Chi Minh ACC from SFC up to FL 265 inclusive
../graphics/9108
Figure 100. ATC Contingency Areas Chart of Ho Chi Minh ACC from FL 265 up to FL 305 inclusive
../graphics/9111
Figure 101. ATC Contingency Areas Chart of Ho Chi Minh ACC from FL 305 to FL 460
../graphics/9112
Figure 102. ATC Contingency Areas Chart of Da Nang CTL
../graphics/9113