• J1 CPDLC ATN VDL Mode 2;
• J2 CPDLC FANS 1/A HFDL;
• J3 CPDLC FANS 1/A VDL Mode A;
• J4 CPDLC FANS 1/A VDL Mode 2;
• J5 CPDLC FANS 1/A SATCOM (INMARSAT);
• J6 CPDLC FANS 1/ASATCOM (MTSAT);
• J7 CPDLC FANS 1/A SATCOM (Iridium).

• D1 ADS-C with FANS 1/A capabilities
• G1 ADS-C with ATN capabilities

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.

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.

1. Weather;
2. Aircraft performance;
3. Pressurization failure; and
4. Problems associated with high-level supersonic flight.

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 121.5 MHz (or, as a back-up, the VHF inter-pilot air-to-air frequency 123.45);
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).

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.

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.

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

• 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.
• 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.

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).

• Do not climb/descend at less than the normal rate for the aircraft; and
• Climb or descend continuously, while passing through the 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.

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.

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.

• L642 – CHEUNG CHAU to MERSING
• M771 – MERSING to CHEUNG CHAU
• L625 – LUSMO to POTIB
• N892 – HENGCHUN to MERSING

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.

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

4.5.1 Lateral Separation Minima

4.5.2 Longitudinal Separation

4.5.3 Vertical Separation

• L642: FL 320, FL 360 & FL 400
• M771: FL 310, FL 350 & FL 390
• For traffic on crossing routes N891, M753 and M768: FL 330 (eastbound) and FL 300 (westbound)

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, 1NM or 2NM 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.

• 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.

• 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.

• Set transponder to Mode A/C code 7600.

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

• 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.

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

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

• 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.

• 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.
• During the time which contingency procedures applied, operators continue to transmit flight plan messages to ATS units via AFTN as usual procedure.
• When receiving the notification from Steering committee, ATS providers of adjacent FIRs will apply Contingency Plan in accordance with signed ATM Contingency Agreements.
• 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).
• 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.
• 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.
• 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.

• 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.
• 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.
• 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.

• 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.
• 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.
• 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.
• 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 121.5 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, …)
• Pilots are to strictly follow the in–flight broadcasting procedures and monitor VHF frequency 123.45 MHz continuously.
• 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.
• Pilots need to contact with ATS contingency unit immediately (at least 10 minutes before the estimated time of arriving/crossing transfer of control boundary).
• Pilots have to maintain the highest consciousness when operating in the contingency airspace and have appropriate action to ensure safety for the flight.

• Contingency area 1 includes: Sector 1 and Sector 2 of Ha Noi ACC;
• Contingency area 2 includes: Sector 3 and Sector 4 of Ha Noi ACC.

• Contingency area 1 corresponds to Sector 1 of Ho Chi Minh ACC;
• Contingency area 2 corresponds to Sector 2 and sector 6 of Ho Chi Minh ACC;
• Contingency area 3 corresponds to Sector 3 of Ho Chi Minh ACC;
• Contingency area 4 corresponds to Sector 4 of Ho Chi Minh ACC;
• Contingency area 5 corresponds to Sector 5 of Ho Chi Minh ACC.