part 170-03) pembuatan rencana kontingensi ......manajemen lalu lintas penerbangan dan prosedur...

V

KEMENTERIAN PERHUBUNGANDIRECTQRAT JENDERAL PERHUBUNGAN UDARA

PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA

NOMOR : KP 565 TAHUN 2015

TENTANG

PEDOMAN TEKNIS OPERASIONAL BAGIAN 170-03 (ADVISORY CIRCULARPART 170-03) PEMBUATAN RENCANA KONTINGENSI MANAJEMEN LALU

LINTAS PENERBANGAN DI INDONESIA (INDONESIA AIR TRAFFICMANAGEMENT CONTINGENCY PLAN)

h

DENGAN RAHMAT TUHAN YANG MAHA ESA

DIREKTUR JENDERAL PERHUBUNGAN UDARA,

Menimbang : a. bahwa dalam Peraturan Merited Perhubungan Nomor KM14 Tahun 20C9 tentang Peraturan KeselamatanPenerbangan Sipil Bagian 170 (Civil Aviation SafetyRegulation Part 170) Tentang Peraturan Lalu LintasPenerbangan (Air Traffic Rules), diatur mengenai RencanaKontingensi (Contingency Plan);

b. bahwa berdasarkan pertimbangan sebagaimanadimaksud pada huruf a, dipandang perlu menetapkanPedoman Teknis Operasional Bagian 170-03 (AdvisoryCircular Part 170-03) Pembuatan Rencana KontingensiManajemen Lalu Lintas Penerbangan di Indonesia(Indonesia Air Traffic Management Contingency Plan),dengan Peraturan Direktur Jenderal Perhubungan Udara;

Mengingat : 1. Undang-undang Nomor 1 Tahun 2009 tentangPenerbangan (Lembaran Negara Tahun 2009 Nomor 1Tambahan Lembaran Negara Republik Indonesia Nomor4956);

2. Peraturan Pemerintah Nomor 3 Tahun 2001 tentangKeamanan dan Keselamatan Penerbangan (LembaranNegara Republik Indonesia Tahun 2001 Nomor 9,Tambahan Lembaran Negara Republik Indonesia Nomor4075);

3. Peraturan Pemerintah Nomor 77 Tahun 2012 tentangr Perusahaan Umum (Perum) Lembaga Penyelenggara

Pelayanan Navigasi Penerbangan Indonesia, TambahanLembaran Negara Republik Indonesia Nomor (LembaranNegara Republik Indonesia Tahun 2012 Nomor 176);

V

4. Peraturan Presiden Nomor 47 Tahun 2009 tetangPembentukan Organisasi Kementerian NegaraSebagaimana diubah terakhir dengan Peraturan PresidenNomor 13 Tahun 2014;

5. Peraturan Presiden Nomor 24 . Tahun 2010 tentangKeaudukan, Tugas, dan Fungsi Kementerian Negara sertaSusunan Organisasi, Tugas dan Fungsi Eselon IKementerian Negara sebagaimana telah diubah denganPeraturan Presiden Nomor 14 Tahun 2014;

6. Peraturan Menteri Perhubungan Nomor KM 14 Tahun2009 tentang Peraturan Keselamatan Penerbangan SipilBagian 170 Peraturan Lalu Lintas Udara (Civil AviationSafety Regulation Part 170) tentang Peraturan Lalu LintasPenerbangan (Air Traffic Rules);

7. Peraturan Menteri Perhubungan Nomor KM 20 Tahun2009 tentang Peraturan Keselamatan Penerbangan SipilSistem Manajemen Keselamatan;

8. Peraturan Menteri Perhubungan Nomor KM 8 tahun 2010tentang Program Keselamatan Penerbangan Nasional;

9. Peraturan Menteri Perhubungan Nomor PM 49 Tahun2011 tentang Peraturan Keselamatan Penerbangan SipilBagian 172 Peraturan Lalu Lintas Udara (Civil AviationSafety Regulation Part 172) tentang PenyelenggaraPelayanan Lalu Lintas Penerbangan (Air Traffic ServiceProvider);

10. Peraturan Menteri Perhubungan Nomor PM 55 Tahun2015 tentang Peraturan Keselamatan Penerbangan SipilBagian 139 (Civil Aviation Safety Regulation Part 139)tentang Bandar Udara (Aerodrome);

11. Peraturan Direktur Jenderal Perhubungan Udara NomorSKEP/25/II/2009 tentang Advisory Circular 170-02Manual ofAir Traffic Services Operational Procedures;

12;. Peraturan Direktur Jenderal Perhubungan Udara NomorKP 232 Tahun 2014 tentang Petunjuk dan Tata CaraBagian 172-01 (Advisory Circular Part 172-01) mengenaiSertifikasi Penyelenggara Pelayanan Lalu LintasPenerbangan (Certification, ofAir Traffic Service Provider);

MEMUTUSKAN :

Menetapkan : PEDOMAN TEKNIS OPERASIONAL BAGIAN 170-03(ADVISORY CIRCULAR PART 170-03) PEMBUATANRENCANA KONTINGENSI MANAJEMEN LALU LINTASPENER3ANGAN DI INDONESIA (INDONESIA AIR TRAFFICMANAGEMENT CONTINGENCY PLAN).

v

BAB I

KETENTUAN UMUM

Pasal 1

Dalam Peraturan ini yang dimaksud dengan:

1. Alerting Service adalah pelayanan lalu lintas udara yangbertujuan untuk memberitahukan kepada organisasiyang berwenang dalam pencarian pesawat yangmemerlukan pencarian dan pertolongan sesuai denganorganisiasi yang dipersyaratkan.

2. Bencana adalah kondisi pandemik, gempa bumi, banjir,tsunami, dampak nuklir, abu gunung berapi, ataukondisi lain yang mengganggu sebagian atau seluruhkegiatan manajemen lalu lintas penerbangan.

3. Direktcrat Jendera) adalah Direktorat JenderalPerhubungan Udara.

4. Direktorat adalah Direktorat yang membidangi navigasipenerbangan.

5. Direktur Jenderal adalah Direktur JenderalPerhubungan Udara.

6. Direktur adalah Direktur Navigasi Penerbangan.

7. Flight Information Region (FIR)/Wilayah InformasiPenerbangan, yang selanjutnya disebut FIR adalahbatas wilayah yang mencakup semua struktur ruangudara yang dilayani oleh beberapa region.

8. Flight Information Centre (FIC) adalah unit yang bertugasuntuk memberikan Flight Information Service danAlerting Service.

9. Flight Information Service adalah pelayanan lalu lintasudara yang bertujuan untuk memberikan saran daninformasi yang berguna untuk keselamatan dan efrsiensipengaturan lalu lintas udara.

10. Konflik Militer adalah kegiatan pesawat udara negara disuatu FIR yang dapat mengganggu kegiatan manajemenlalu lintas penerbangan.

11. Navigasi Penerbangan adalah proses mengarahkangerak pesawat udara dari satu titik ke titik lain denganselamat dan lancar untuk menghindari bahayadan/atau rrntangan penerbangan.

If

12. Rencana Kontingensi (Contingency Plan) adalah rencanatirdakan pengalihan fungsi manajemen lalu lintaspenerbangan terhadap penanganan kontingensi suatuunit ATS tertentu, drmana unit tersebut tidak dapatmeiakukan kegiatan Manajemen Lalu LintasPenerbangan.

13. Operator adalah Perusahaan Umum (Perum) LembagaPenyelenggara Navigasi Penerbangan Indonesia.

14. Pesawat Udara adalah adalah setiap mesin atau alatyang dapat terbang di atmosfer karena gaya angkat darireaksi udara, tetapi bukan karena reaksi udaraterhadap permukaan bumi yang digunakan untukpenerbangan.

15. Pandemik (Pandemic) adalah wabali penyakit yangtersebar luas di suatu kawasan sehingga menggangguoperasional manajemen lalu lintas penerbangan.

16. Penerbangan adalah satu kesatuan sistem yang terdiriatas pemanfaatan wilayah udara, pesawat udara,bandar udara, argkutan udara, navigasi penerbangan,keselamatan dan keamanan, lingkungan hidup, sertafasilitas penunjang dan fasilitas umum lainnya.

17. Penerbangan Lintas (Overflying) adalah penerbanganyang merintasi wilayah udara Indonesia tanpameiakukan pendaratan di Bandar Udara wilayahIndonesia dan penerbangan lintas diatas bandar udaradalam rangka penerbangan dalam negeri.

18. Pesawat Udara Negara adalah pesawat udara yangdigunakan oleh Tentara Nasional Indonesia, KepolisianRepublik Indonesia, kepabeanan, dan instansipemerintah lainnya untuk menjalankan fungsi dankewenangan penegakan hukum serta tugas lainnyasesuai dengan peraturan perundang-undangan.

19. Pesawat Udara Sipil pesawat udara yang digunakanuntuk kepentingan angkutan udara niaga dan bukanniaga.

20. Potensi bencana adalah kcndisi dan/atau keadaan yangmenyebabkan terganggunya sebagian atau seluruhkegiatan manajemen lalu lintas penerbangan, dapatberupa unjuk rasa, penurunan atau kegagalan sistem,konflik militer, keamanan nasional atau kondisi politikyang tidak kondusif.

21. Terminal Control Area (TMA), yang selanjutnya disebutTMA adalah ruang udara yang dikendalikan (controlarea) yang merupakan pusat pertemuan rute-rutepenerbangan di satu atau lebih bandara besar.

4

\

22. Unjuk Rasa (Industrial Actions) adalah kegiatan yangdilakukan oleh tenaga operasional penyelenggarapelayanan navigasi penerbangan yang mengganggukegiatan manajemen lalu lintas penerbangan.

BAB II

RUANG LINGKUP

Pasal 2

(1) Direktur Jenderal menetapkan dan menyebarluaskanformulasi rencana kontingensi (Contingency Plan).

(2) Penyelenggara Pelayanan Lalu Lintas Penerbanganharus membuat, mengembangkan dan mengesahkanrencana kontingensi antuk mengantisipasi adanyakeadaan yang tidak terduga yaitu terjadi bencana,dan/atau potensi akan terjadi bencana, dalam kegiatanmanajemen la)u lintas penerbangan atau wilayah ruangudara yang menjadi tanggung jawabnya.

(3) Rencana kontingensi sebagaimana dimaksud pada ayat(2) disampaikan kepada Direktur Jenderal gunamendapat persetujuan untuk selanjutnyadisebarluaskan dan dipublikasi dalam AIP

Pasal 3

(1) Rencana kontmgensi (contingency plan) terdiri dari 3(tiga) tingkat (level) sebagai berikut:a. tingkat (level) 1;b. tingkat (level) 2; danc. tingkat (level) 3.

(2) Dalam setiap tingkat (level) rencana kontingensi(contingency plan) dikategorikan sebagai berikut:a. Kategori A yaiua kondisi wilayah udara aman, tetapi

terbatas atau tidak ada pelayanan ATS, yangdisebabkan oleh:

1. unjuk rasa (industrial actions)2. pandemik;3. gempa bumi;4. banjir besar;5. tsunami;6. dampak nuklir dan7. penurunan/kegagalan sistem pelayanan navigasi

penerbangan.

b. Kategori B yaitu pelayanan ATS dapat diberikantetapi kondisi wilayah udara tidak aman, yangdisebabkan o'eh:

1. abu gunung berapi (Volcanic Ash Cloud);

V

2. darurat nuklir; dan3. konflik militer.

c. Kategori C yaitu kondisi ruang udara tidak amandan tidak tersedia pelayanan ATS, disebabkan oleh:1. wabah penyakit/pandemik yang berdampak

secara global pada suatu FIR/negara;2. keamanan nasional atau kondisi politik yang

tidak kondusif;3. pencemaran radiasi nuklir.

Pasal 4

(1) Rencana kontingensi tingkat 1 (contingency plan level 1)sebagaimana dimaksud dalam pasal 3 ayat (1) huruf amerupakan rencana kontingensi pada salah satu FIR diIndonesia, untuk menjamin kesinambungan kegiatanmanajemen lalu lintas penerbangan domestik.

(2) Rencana kontingensi tingkat 1 (contingency plan level 1)terjadi di wilayah pergerakan pesawat pada saat mulaikeberangkatan sampai pada ketinggian tertentu atausebaliknya, pada saat pesawat berada pada ketinggiantertentu sampai dengan kedatangan.

Pasal 5

(1) Rencana kontingensi tingkat 2 (contingency plan level 2)sebagaimana dimaksud daiam pasal 3 ayat (2) huruf bmerupakan rencana kontingensi antar FIR atau Negara,untuk menjamin kesinambungan kegiatan manajemenlalu lintas penerbangan untuk penerbanganinternasional yang melintas (overflying) wilayah udaraIndonesia.

(2) FIR yang unit pelayanan lalu lintas penerbangannyadalam kondisi darurat diambii alih oleh unit pelayananlam lintas penerbangan yang melayani FIR yangberbatasan.

Pasal 6

Rencana kontingensi tingkat 3 (contingency plan level 3)sebagaimana dimaksud dalam pasal 3 ayat (1) huruf cdisusun bersama oleh negara-negara sub regional/regionaluntuk menjamin kesinambungan kegiatan manajemen lalulintas penerbangan antar negara sub regional/regional yangmeliputi rute penerbangan dan ketinggian.

Y

BAB III

RENCANA KONTINGENSI TINGKAT 1(CONTINGENCY PLAN LEVEL 1)

Pasal 7

Rencana kontingensi tingkat 1 (Contingency Plan Level 1)sebagaimana dimaksud dalam pasal 4, sekurang- kurangnyaterdiri dari :a. tujuan rencana kontingensi;b. ATS Unit, Centres, States, dan FIR yang terdampak;c. tipe dan kategori kontingensi;d. manajemen rencana kontingensi (management of

contingency plan);e. manajemen lalu lintas penerbangan dan prosedur

kontingensi (air traffic management and contingencyprocedure);

f. prosedur bagi pilot dan operator (pilots and operatorprocedures);

g. prosedur komunikasi;h. pelayanan aeronautika penunjang (aeronautical support

seruices);i. pencarian dan pertolongan (search and rescue);

Pasal 8

(1) Manajemen rencana kontingensi (management ofcontingency plan) sebagaimana dimaksud dalam pasal 7huruf d sekurang- kurangnya terdiri dari :a. Komite Pusat Koordinasi (Central Coordinating

Committee);b. ATM Operational Contingency Group.

(2) Komite Pusat Koordinasi (Central CoordinatingCommittee) sebag^aimana dimaksud pada ayat (1) hurufa, sekurang-kurangnya terdiri dari :a. Direktorat Jenderal Perhubungan Udara;

b. Perum LPPNPI;

c. TNI Angkatan Udara;

d. Kementerian Pertahanan;

e. Perwakilan dari Komite/ organisasi Badan UsahaAngkutan Udara;

f. BMKG;

g. Pusat Vulkanologi dan Mitigasi Bencana Geologi(PVMBG); '"

h. Badan Usaha Bandar Udara;

i. Badan Nasional Pencarian dan Pertolongan(BASARNAS);

j. Organisasi lainnya yang dibutuhkan.

V

(3) ATM Operational Contingency Group sebagaimanadimaksud pada ayat (1) nuruf b, sekurang- kurangnyaterdiri dari :a. Air Traffic Service (ATS);b. Aeronautical Telecommunication (CNS);c. Aeronautical Meteorology (MET);d. Aeronautical Information Services (AIS);e. Search and Rescue (SAR)

Pasal 9

Manajemen Lalu Lintas Penerbangan dan ProsedurKontingensi (Air Traffic Management and ContingencyProcedure) sebagaimana dimaksud dalam pasal 7 huruf esekurang-kurangnya terdiri dari :a. penurunan pelayanan lalu lintas penerbangan dan

pemberian FIS (reduced ATS and provision of FlightInformation Services (FIS))

b. tanggung jawab ATS (ATS responsibilities);c. separasi antar pesawat (aircraft separation);d. pembatasan ketinggian (flight level restriction);e. klasifikas: ruang udara (airspace clasifications);f. laporan posisi pesawat (aircraftposition reporting);g. pengoperasian VFR (VFR operation);h. prosedur untuk unit ATS (procedure for ATS units);i. peralihan menuju skema kontingensi [transition to

contingency scheme);j. pengalihan tanggung jawab dan koordinasi (transfer of

control and coordination).

Pasal 10

Prosedur untuk pilot dan operator sebagaimana dimaksudpada pasal 7 huruf f sekurang - kurangnya terdiri dari :a. pengisian flight plan;b. prosedur pengoperasian untuk pilot;

c. pencegatan pesawat udara sipil (Interception of CivilAircraft).

Pasal 11

Prosedur komunikasi sebagaimarra dimaksud pada pasal 7huruf g sekurang- kurangnya terdiri dari :a. penurunan fungsr komunikasi (Degradation of

Communication);b. frekuensi radio komunikasi (Radio Communication

Frequency).

*

Pasal 12

Pelayanan penunjang aeronautica sebagaimana dimaksudpasal 7 huruf h, sekurang - kurangnya terdiri dari :a. Pelayanan Informasi Aeronautika (Aeronautical

Information Services) yang memuat publikasi NOTAM/ASHTAM;

b. Pelayanan Meteorologi (Meteorological Service).

Pasal 13

Format Rencana Kontingensi Manajemen Lalu LintasPenerbangan Indonesia Tingkat 1 (Indonesian Air TrafficManagement Contingency Plan Level 1) sebagaimanatercantum dalam lampiran I peraturan ini.

BAB IV

RENCANA KONTINGENSI TINGKAT 2(CONTINGENCY PLAN LEVEL 2)

Pasal 14

Rencana Kontrngensi tingkat 2 sebagaimana dimaksudpada pasal 5, sekurang- kurangnya terdiri dari :a. tujuan rencana kontingensi;b. ATS Unit, Centres, States, dan FIR yang terdampak;c. tipe dan kategori kontingensi;

d. manajemen rencana kontingensi (Management ofContingency Plan);

e. struktur rute kontingensi (Contingency Route Structure);f. manajemen lalu . lintas Penerbangan dan Prosedur

Kontingensi (Air Traffic Management and ContingencyProcedure);

g. prosedur bagi pilot dan operator (Pilots and OperatorProcedures);

h. prosedur komunikasi;

i. pelayanan aeronautika penunjang (Aeronautical SupportServices);

j. pencarian dan pertolongan (Search and Rescue);

Pasal 15

(1) Manajemen Lalu Lintas Penerbangan dan ProsedurKontingensi (Air Traffic Management and ContingencyProcedure) sebagaimana dimaksud pada pasal 14 hurufe, sekurang- kurangnya terdiri dari:

a. penurunan pelayanan lalu lintas penerbangan danpemberian FIS (Reduced ATS and Provision of FlightInformation Services (FIS));

b. tanggung jawab ATS (ATS Responsibilities);c. separasi antar pesawat (Aircraft Separation);d. pembatasan ketinggian (Flight Level Restriction);e. klasifikasi ruang udara (Airspace Clasifications);f. laporan posisi pesawat (Aircraft Position Reporting);g. pengoperasian VFR (VFR Operation);h. prosedur untuk unit ATS (Procedure for ATS Units);i. peralihan menuju skema kontingensi (Transtion to

contingency scheme);j. pengalihan tanggung jawab dan koordinasi (Transfer

of Control and Coordination).

(2) Prosedur untuk Pilot dan Operator sebagaimanadimaksud pada pasal 14 huruf g, sekurang - kurangnyaterdiri dari:

a. pengisian flight plan;b. persetujuan melintas (overflight);c. prosedur pengoperasian untuk pilot;d. pencegatan pesawat udara sipil (Interception of Civil

Aircraft);

(3) Prosedur komunikasi sebagaimana dimaksud padapasal 14 huruf h, sekurang- kurangnya terdiri dari:a. penurunan fungsi komunikasi (degradation of

communication);b. frekuensi radio komunikasi (radio communication

frequency).

(4) Pelayanan penunjang Aeronautica sebagaimanadimaksud pasal 14 huruf i., sekurang - kurangnyaterdiri dari :

a. pelayanan informasi aeronautika (aeronauticalinformation services) yang memuat publikasiNOTAM/ASHTAM;

b. pelayanan meteorologi (meteorological service).

Pasal 16

Format rencana kontingensi manajemen lalu lintaspenerbangan Indonesia tingkat 2 (Indonesian Air TrafficManagement Contingency Plan Level 2), tercantum dalamlampiran II peraturan ini.

10

BAB V

KETENTUAN PENUTUP

Pasal 17

Direktur mengawasi pelaksanaan peraturan ini.

Pasal 18

Peraturan ini berlaku pada tanggal ditetapkan.

Ditetapkan di JakartaPada tanggal 25 September 2015


ttd

SUPRASETYO

SALINAN Peraturan ini disampaikan kepada:1. Menteri Perhubungan;

2. Sekretaris Jenderal;

3. Inspektur Jenderal;4. Sekretaris Direktorat Jenderal Perhubungan Udara;5. Para Direktur di Lingkungan Direktorat Jenderal perhubungan Udara;6. Para Kepala Kantor Otoritas Bandar Udara;7. Direktur Utama Perum LPPNPI.

__an sesuai dci gan aslinya

LA BAGIAN WUKUM DAN HUMAS

HEMI PAMURAHARJO

Pembina Tk I (IV/b)NIP. 19660508 199003 1 001

li

Lampiran I Peraturan Direkcur Jenderal Perhubungan UdaraNomor : KP 565 TAHUN 2015

Tanggal : 25 September 2015

AIR TRAFFIC MANAGEMENT

CONTINGENCY PLAN LEVEL 1

[AIRSPACE NAME]

12

AIR TRAFFIC MANAGEMENTCONTINGENCY PLAN LEVEL 1

[AIRSPACE NAME]

Version XX

Effective: [DD Month YYYY]

13

AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL 1

SIGNING PAGE

By the grace of God Almighty, Indonesian Air Navigation Service Provider(Airnav Indonesia) publi hes the Contingency Plan Handbook as the technicalguidance in conducting ontingency arrangement at the specified ATS unit.

Authoiized in (place), (date) (month) (year)

By

Director of Indonesian Air Navigation Service Provider

(Name)

Approved by,

Director General of Civil Aviation

(Name)

14

SIGNATORIES

KAME

TITLE

SIGNATURE

DGCA-INDONESIA [Pcge] XXXX FIR

15


TABLE OF CONTENTS

Page

SIGNATORIES

FOREWORD

DOCUMENT CHANGE RECORD

ATM CONTINGENCY PLAN LEVEL 1 FOR [ATS UNIT/AIRSFACE NAME]

OBJECTIVE

ATS UNITS, CENTRES, STATES AND FIRS AFFECTED

MANAGEMENT OF THE CONTINGENCY PLAN

AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES

PILOTS AND OPERATOR PROCEDURES

COMMUNICATION PROCEDURES

AERONAUTICAL SUPPORT SERVICES

SEARCH AND RESCUE

LIST OF APPENDICES

DGCA-INDONESIA [Page] XXXX FIR

16


FOREWORD

[EXAMPLE]

This is the Air Traffic Management (ATM) Contingency plan for Air Traffic Services (ATS) for[AFFECTED AIRSPACE]. The Contingency Plan will come into effect as determined by theDirector General of the Directorate General of Civil Aviation (DGCA), who is the authority for civilaviation operations in Indonesia.

This Contingency Plan (the Plan) provides for the contingency arrangements to be introduced topermit the continuance of domesticl flights , in the event that the air traffic and supportservices normally undertaken by [ATS UNIT/CENTRE] should become partially or totallyunavailable due to any occurrence that restricts flight operations

This Contingency plan provides for the contingency cryteria Level 1, for coordinated internalState ( Domestic) contingency plans, with little or no effect on external air navigation serviceprovider; and as Category .... [TYPE OF CATEGORY).

This Plan has been developed in close co-operation and collaboration with the ATS Units of TheTerminal Control Area (TMA; (under jurisdiction of [AFFECTED] ACC) and [ADJACENT] FlightInformation Center (FIC). The Indonesian Air Force also has been consulted and recognizes therequirement for the Plan and the civil aviation procedures that apply there to.

The Plan will oe activated by promulgation of a NOTAM issued by the Indonesian InternationalNOTAM Office (INO) as far in advance as is practicable. However, when such prior notificationis impracticable for any reasoi , the Plan will be put into effect on notification by the designatedauthority, as authorized by the DGCA. It is expected that the civil aviation authorities concerned,and the airline operators will fully cooperate to implement the Plan as soon as possible.

This Plan has been prepared in coordination with the International Civil Aviation Organization(ICAO) to meet the requirements in ICAO Annex 11 —Air Traffic Servicas to provide for the safeand orderly continuation of domestic flights through Indonesian airspace.

Any proposed amendments to this plan shall be forwarded to:

Director General

Directorate General of Civil A iation

Jl. Medan Merdeka Barat No. 8

Gedung Karya Lt. 5Jakarta, 10110, IndonesiaTel: (62-21)3505137Fax: (62-21)3505139

DGCA - INDONESIA [Page] XXXX FIR

17

AIR TRAFFIC MANAGEMENT C0N1INGENCY PLAN LEVEL 1


The following table records the complete history of the successive editions of the presentdocument.

EDITION

NUMBER

EDITION

DATE

INFOCENTRE

REFERENCEREASON FOR CHANGE

PAGES

AFFECTED

DGCA-INDONESIA [Pagej XXXX FIR

18

AIR TRAFFIC MANAGEMENT CON riNGENCY PLAN LEVEL 1

ATM CONTINGENCY PlAN LEVEL 1(DOMESTIC FLIGHTS)

FOR [AIRSPACE NAME]

Effective: day/month/year/time (UTC)

1. OBJECTIVE

1.1 The Air Traffic Management (ATM) Contingency contains arrangements to ensure thecontinued safety of air navigation in the event of partial or total disruption of air trafficservices in [AIRSPACE/SERVICE DESCRIPTION] in accordance with ICAO Annex 11 -Air Traffic Services. The Contingency Plan provides the ATS procedures andcontingency route structure using existing airways in most cases that will allow aircraftoperators to depart/arrive [AIRSPACE DESCRIPTION].

1.2 This Contingency plan provides for the contingency cryteria Level 1, for internal state(domestic) contingency plans involving two or more ATS Units; and as [TYPE OFCATEGORY].

1.3 In the event of disruption of the ATC services provided by [AFFECTED ATSUNIT/CENTRE],airspace is delegated to all ATS Units (under jurisdiction of [AFFECTEDATS UNIT/CENTRE]) and [ADJACENT FIC] will be introduced to ensure safety of flightand to facilitate flight operations of Domestic flight commensurate with the prevailingconditions

1.4 All TMAs under jurisdiction of [AFFECTED ATS UNIT/CENTRE] will be raised verticallyup to [DETERMINED LEVEL].

1.5 [ADJACENT FIC] which undertaking the [AFFECTED AIRSPACE] has a responsibility forflight information up to [DETERMINED LEVEL].

2. [ATS UNITS, CENTRES, STATES AND FIRS AFFECTED]

2.1 In the event that the Director General of Civil Aviation activates this Contingency Plan,the ATS Units of the Terminal Control Area (TMA) and Flight Information Center (FIC)affected will be notified in accordance with Letter Operational Coordination Agreement(LOCA) established Such ATS Units directly affected by this Contingency Plan are asfollows:

a) [ATS Unit, Centres, States]

[FIR/ACC/a! S UNIT]

b) [ATS Unit, Centres, States]

[FIR / ACC /A1S UNIT]


19


c) [ATS Unit, Centres, States]

[FIR/ACC/ATSUNiT]

d) [ATS Unit, Centres, States]

[FIR/ACC/ATS UNIT]

e) [ATS Unit, Centres, States]

[FIR/ACC/ATSUNiT]

2.2 The contact details of the civil aviation authorities and organizations concerned arecontained in Appendix 1. These details should be kept up to date and relevantinformationprovided to the DGCA as soon as practicable.

Type of Contingency Plan

2.3 Level of contingency plans:

This is ATM State Contingency Plan Level 1, for internal state (domestic flight)contingency plans involving two or more ATS Units/Centres/States/FIRs;

2.4 Categories of contingency plans:

i. Category A - Aircpace Safe, but Restricted or No ATS, due to causal events such asindustrial action, pandemic, big natural disaster, earthquake, nuclear emergencyaffecting the provision of ATS, or ATM system failure or degradation;

ii. Category B - Airspace Not Safe, due to causal events such as Volcanic Ash Cloud(VAC), military activity

iii. Category C - Air: pace Not Available, due to causal events such as pandemic,national security - normally a political dacision

3. MANAGEMENT OF THE CONTINGENCY PLAN

3.1 The contingency measures set out in this Plan are applicable in cases of foreseeableevents caused by unexpected interruptions in AT3 caused by natural occurrences orother circumstances which, in one way or another, may impair or totally disrupt theprovision of ATS and/or of the related support services in the (ATS Unit Name).

3.2 The following arrangements have been put in place to ensure that the management ofthe Contingency Plan provides for domestic flights to proceed in a safe and orderlyfashion through the [AFFECTED AIRSPACE].

Central Coordinating Committee (CCC)

3.3 As soon as practicable in advance of, or after a contingency event has occurred, theDirector General, DGCA shall convene the Central Coordinating Committee (CCC)comprised of representatives from:


20


1) Directorate General of Civil Aviation

2) AirNav Indonesia (Perum LPPNPI)

3) Indonesian Air Force

4) Ministry of Defense

5) Representative from the airlines committee

6) Meteorological and Geophysical Agency

7) Airport operator

8) Search and Rescue (SAR)

9) Other participants as required

3.4 The CCC shall oversee the conduct of the Contingency Plan and in the event that the[AFFECTED ATS UNI''.'CENTRE] premises are out of service for an extended period,make arrangements foi and facilitate the :empoiary relocation of the [AFFECTED ATSUNIT/CENTRE] and the restoration of Al S services The terms of reference for the CCCwill be determined by the DGCA.

3.5 Contact details of the n iembers of the CCC are provided in Appendix 1 & 2.

ATM Operation al Contingency Group

3.6 The ATM Operational Contingency Group (AOCG) will be convened by the CCC with aprimary responsibility to oversee the day to day operations under the contingencyarrangements, and coordinate operational ATS activities, 24 hours a day, throughout thecontingency period. The terms of reference of the AOCG will be determined by the CCC.The AOCG will include specialized personnel from the following disciplines:

Air Traffic Service (ATS)• Aeronautical Telecommunication (CNS)• Aeronautical Meteorology (MET)

Aeronautical Information Services (AIS)Search and Rescue (SAR)

The mission of the AOCG shall include:

i) review and update of the Contingency Plan as required;

ii) keep up to date ai all times of the co itingency situation;

iii) organize contingency teams in each of the specialized areas;

iv) keep in contact with and update the ICAO Asia and Pacific Regional Office,operators and the IATA Regional Office;


21

AIR TRAFFIC MANAGEMEN 1 CONTINGENCY PLAN LEVEL 1

v) exchange up-to-date information with the adjacent ATS authorities concerned tocoordinate contingency activities;

vi) notify the designated organizations in Indonesia of tne contingency situationsufficiently in advance and/or as soon as possible thereafter;

vii) take the necessary action for issuing NOTAMs according to the correspondingcontingency situation, this plan or as otherwise needed (example NOTAMS areprovided in Appendix 3). If the situation is foreseeable sufficiently in advance, aNOTAM will be issued 48 hours in advance.

4. AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES

Reduced ATS and provision of flight information services (FIS)

4.1 During the contingency critical period, Air Traffic Control Services may not beavailable, particularly with regard to availability of communications and radarservices. In cases where service are not available, a NOTAM will be issued providingthe relevant information, including an expected date and time of resumption of service.The contingency plan provides for limited flight information and alerting servicesto be provided by FIC affected.

4.2 The primary means of communication will be by VHF or HF radio.

ATS Responsibilities

4.3 During the early stages of a contingency event, ATC may be overloaded and tacticalaction taken to reroute aircraft on alternative routes not included in this Plan.

4.4 In the event that ATS cannot be providec, in the [AFCECTED AIRSPACE] a NOTAM shadbe issued indicating the following:

a) time and date of the beginning of the contingency measures;

b) details of the facilities and services available or not available and any limits on ATSprovision (e.g., ACC, APP, TWR and FIC), including an expected date of restorationof services if available;

c) information on the provisions made for alternative services;

d) applicable ATS routes, AlP-published contingency route, or tacticaly definedcontingency routes.

e) any special procedures to be followed by pilots; and

f) any other details -vith respect to the disruption and actions being taken that aircraftoperators may find useful.

Aircraft Separation

4.5 Aircraft separation criteria will be applied in accordance with the standard separation ofeach TMA concerned


22


Flight level restt ictions

4.6 Where possible, special operations (e.g. Search and Rescue (SAR)), State aircraft,humanitarian flights, at ) shall be given priority wi;h respect to cruising levels.

Airspace Classifications

4.7 If ATC services become unavailable during the interruption of air traffic services, anddepending on the level of service and anticipated outage of facilities, airspaceclassifications may be changed to reflect the reduced level of services. Changes toairspace classification will be notified by NOTAM.

Flight level restrictions

4.8 Where possible, special operations (e.g. Search and Rescue (SAR)), State aircraft,humanitarian flights, etc) shall be given piority with respect to cruising levels.

VFR operations

4.9 VFR flights may still operate in the [AFFECTED AIRSPACE] depend on subject of APP-TMA under jurisdiction of [AFFECTED ATS UNITS/CENTRE], including special casessuch as State aircraft, Medivac flights, and any otner essential flights authorized by theDGCA.

Procedures for ATS Units

4.10 The ATS units providing ATC services will foilow their unit emergency operatingprocedures and activate the appropriate level of contingency procedures in line with theOperational Coordination Agreement.

Transition to and from Contingency

4.11 During times of uncertainty in the event of partial or total disruption of air traffic servicein the Ujung Pandang FIR,aircraft operators should be prepared for a possibility of levelchange (descend) in routing wnile en-route, familiarization of the alternative routesoutlined in this Contingency Plan, as well as those which may be promulgated by ATSUnits concerned.

4.12 In the event of disruption has not been promulgated, ATC should, if possible, broadcastto all aircraft in their airspace, what airspace is being closed and to stand by for furtherinstructions.

4.13 ATS Units concerned should recognize that when closures of airspace or airports arepromulgated, individual airlines might have different company requirements as to theiralternative routings. A i'C shouid be alert to respond to any request by aircraft and reactcommensurate with safety.

Transfer of control and coordinatior

4.14 The transfer of control and communication should be at the common TMA boundarybetween ATS units under jurisdiction [AFFECTED ATS UNIT/CENTRE] and/or[ADJACENT FIC] unless there is mutual agreement between adjacent ATS units andauthorization given to use alternative transfer of control points. These will be specified inthe respective OCAs

DGCA - INDONESIA [Pcge] XXXX FIR

23

AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LcVEL 1

4.15 The ATS providers concerned should review the effectiveness of current coordinationrequirements and procedures in light of contingency operations or short notice ofairspace closure, and make any necessary adjustments to tne Contingency Plan andOCAs.

5. PILOTS AND OPERATOR PROCEDURES

Filing of flight pia ns

5.1 Flight planning requirements for the [AFFECTED AISPACE] are to be followed in respectto normal flight planning requirements contained in the Indonesia AeronauticalInformation Publication (AIP) and as detailed at Appendix 5.

Pilot operating procedures

5.2 Aircraft overflying the AFFECTED AIRSPACE] shall follow the following procedureslikehood on ATM Contingency Plan Level 2 For [AFFECTED AIRSPACE].

Interception of civil aircraft

5.3 Pilots need to be aware that in light of current international circumstances, a contingencyrouting requiring aircraft to operate off normal traffic flows, could result in an intercept bymilitary aircraft. Aircraft operators must therefore be familiar with international interceptprocedures contained in ICAO Annex 2 -Rules of the Air, paragraph 3.8 and Appendix 2,Sections 2 and 3.

5.4 The Indonesian Air Foice may intercept civM aircraft over the territory of Indonesia in theevent that a flight may not be known to and identified by the military authority. In suchcases, the ICAO intercept procedures contained in Annex 11 - Air Traffic Services,Attachment(reproducea in Appendix 6) will be followed by the Indonesian Air Force, andpilots are to comply with instructions given by the pilot of the intercepting aircraft. In suchcircumstances, the pilot of the aircraft being intercepted shall broadcast information onthe situation.

5.5 Pilots need to continuously guard the VHF emergency frequency 121.5 MHz and shouldoperate their transponder at all times during flight, regardless of whether the aircraft iswithin or outside airspace where secondary surveillance radar (SSR) is used for ATSpurposes. Transponder should be set on a discrete code assigned by ATC or selectcode 2000 if ATC has not assigned a code

6. COMMUNICATION PROCEDURES

Degradationof Communication - Pilot Radio Procedures

6.1 When operating within the contingency airspace of the [AFFECTED AIRSPACE], pilotsshould use normal radio communication procedures where ATS services are available.These will be in accordance with the communication procedures in this Plan or asotherwise notified by NOTAM.

DGCA-INDONESIA [Pcge] XXXX FIR

24

AIRTRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL 1

6.2 If communications are lost unexpectedly on the normal ATS frequencies, pilots should trythe next applicable frequency, e.g. if en-route contact is lost then try the next appropriatefrequency, that is, the next normal handover frequency. Pilots should also considerattempting to contact ATC on the last frequency where two-way communication had beenestablished. In the absence of no communication with ATC, the pilot should continue tomake routine position reports on the assigned frequency, and also broadcast positions inaccordance with the ICAO TIBA.

Communication frequencies

6.3 A list of frequencies to be used for the contingency routes and the ATS units providingFIS and air-ground communication monitoring for the (ATS Unit Name) is detailed atAppendix 4.

7. AERONAUTICAL SUPPORT SERVICES

Aeronautical Intormation Services (AIS)

8.1 A NOTAM contingency plan will be developed to ensure continuation of the NOTAMservice for the [AFFECTED AIRSPACE] in support of contingency operations. TheNOTAMs will establish the actions to be take in order tc reduce the impact of the failuresin the air traffic services. The NOTAMs will also establish the necessary coordination andoperational procedures that would be established before, during and after anyContingency phase.

Meteorological Services (MET)

8.2 The Indonesia Agency for Meteorology, Climatology and Geophysics (BMKG) is thedesignated meteorological authority of Indonesia. SMKG is also the provider ofmeteorological services for the international and domestic air navigation. In order tocomply with CASR 174. BMKG should ensure regular provision of the following productsand services:

a) aerodrome observations and reports - local MET REPORT and SPECIAL, as wellas WMO-coded METAR and SPECI; METAR and SPECI should be provided for allinternational aerodromes listed in .he AOP Table of ASIA/PAC Basic ANP andFASID Table MET 1A;

b) terminal aerodrome forecast - TAP as per the requirements indicated in FASIDTable MET 1A;

c) SIGMET should be issued by the meteorological watch offices (MWO) designatedin FASID Table MET 1B - [LOCATION INDICATOR OF AFFECTED AIRSPACE];

d) information for the ATS units (TWR, APP, ACC) as agreed between themeteorological authority and the ATS units concerned;

e) Flight briefing and documentation as per Annex 3, Chapter 9.


25

AIR TRAFFIC MANAGEMENT CON 1 INv.ENCY PLAN LEVEL 1

8.3 It is expected that the Indonesia MET services would continue to be available in theevent of an ATS contingency situation. However, should ATS services for the[AFFECTED AIRSPACE] be withdrawn, tinely MET information may not be immediatelyavailable to pilots in flight. Alternative means of obtaining up to date MET informationconcerning the [AFFEC TED AIRSPACE] will be provided to the extent possible throughthe adjacent ATS authorities. In addition, alternative means of OPMET informationtransmission to the reg'onal OPMET data bank Singapore and both WAFCs (London andWashington), which offers available contingency for the global dissemination of OPMETinformation will be attempted, e.g. making use of the communication networks ofcommunication service providers (ARINC and SITA).

8. SEARCH AND RESCUE

Notification and Coordination

10.1 ACCs involved in this Contingency Plan ire required to assist as necessary to ensurethat the proper Search arid Rescue (SAR) authorities are provided with the informationnecessary to support downed aircraft or aircraft with an in-flight emergency in respect tothe ([AFFECTED AIRSPACE].

10.2 The SAR authority responsible for the [AFFECTED AIRSPACE] is the [CITY] RescueCoordination Centre (CITY RCC/CITYSAR Office) and National Search and RescueAgency (BASARNAS)

Contact detail for:

[CITY] Search and Resque (SAR Office)

IDD

Fax

AFTN

Email

National Search and Resque (BASARNAS)

IDD

Fax

AFTN

Email

10.3 All ATS Units (under jurisdiction of the [AFFECTED ATS UNIT/CETREj and [ADJACENTFIC] shall assist as necessary in the dissemination of INCERFA, ALERFA andDETRESFA in respect to incidents in the [AFFECTED AIRSPACE].

10.4 In the event that the [AFFECTED AIRSPACE] is not available, the responsibility forcoordinating with the [ADJACENT ATS UNIT] RCC for aircraft emergencies and incidentsinvolving the [AFFECTED AIRSPACE] will be undertaken by the all ATS Units (underjurisdiction of the [AFFECTED ATS UNIT]. The CCC will take appropriate steps to ensurethat SAR information is made available to the [ADJACENT RCC]. The AOCG will alsooversee SAR coordination and disseminate relevant contact information.

10.5 In the event that both [AFFECTED ATS UNIT/CENTRE] and [ADJACENT ATSUNIT/CENTRE] ACCs are not availabie, there are 24 hour-alert SAP. Cffices (JRCCs)throughout Indonesia coordinated by the National SAR Agencv (BASARNAS) to ensurethe provision of SAR services in the Indonesian SSR.


26


LIST OF APPENDICES

Appendix 1 - Contact Details

Appendix 2 - Coordinating Bodies

Appendix 3 - Specimen NOTAMs

Appendix 4 - List of APP-TMA or FSS

Appendix 5 - Flight Planning

Appendix 6 - ICAO interception Procedures

DGCA - INDONESIA [Pace] XXXX FIR

27

ATM CONTINGENCY PLAN

LEVEL 1 FOR [AIRSPACE NAME;

CONTACT DETAILS

APPENDIX 1

NO NAME ar.d POSITION ADDRESSES

XX

Phone : XXXX

Email : XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email : XXXX

XX

Phone : XXXX

Email : XXXX

XX

Phone : XXXX

Email : XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email : XXXX

DGCA-INDONESIA [page]

28


LEVEL 1 FOR [AIRSPACE NAME]

COORDINATING BODIES

APPENDIX 2

NO NAME and POSITION ADDRESSES

XX

Phone : XXXX

Email : XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone . XXXX

Email : XXXX

XX

Phone : XXXX

Email : XXXX

XX

Phone : XXXX

Email: XXXX


29

ATM CONTINGENCY PLAN APPENDIX 3

LEVEL 1 FOR [AIRSPACE NAME J

SAMPLE NOTAMS

a) Delegated of Domestic Flights

NOTAM DUE IX DISRUPTION OF ATS IN [AFFACTED] FIRS, DOMESTIC FLIGHTS AREDELEGATED TO ATS UNTi UNDER JURISDICTION OF [AFFECTED] ACC AND [ADJACENT] FIC WITHLEVEL ALLOCATED NOT A30VE FL.280

b) Airspace Available Limited ATS

NOTAM DUE TO ANTICIPATED DISRUPTION OF ATS IN THE [AFFACTED] FIR ALL ACFT ARE

ADVISED THAT THERE WILL BE LIMITED ATS. PILOTS MAY EXPERIENCE DLA.

d) Non adherence to the Contingency Plan

NOTAM OPERATORS NOT ABLE TO ADHERE TO THE CONTINGENCY PLAN SHALL AVOID

THE JAKARTA FIRS.


30

AT

MC

ON

TIN

GE

NC

YP

LA

N

LEVE

L1

FO

R[A

IRSP

AC

EN

AM

E]

AP

PE

ND

IX4

LIS

TO

FA

PP

-TM

AO

RF

SS

NO

APP-TMAandFSSUNIT

FREQUENCY

AFTNADDRESSES

PHONENUMBER

XX

XXXXX

XXXXX

xxxxxxxx

xxxxxx

XXXXX

XXXXX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XX

XXXXX

XXXXX

xxxxxxxx

XXXXXX

XX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XXXXX

XXXXX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

XX

XXXXX

XXXXX

XXXXXXXX

XXXXXX

DG

CA

-IN

DO

NE

SIA

[pag

e]


LEVEL 1FOR [AIRSPACE NAME] ^__

FLIGHT PLANNING REQUIREMENT

Airline operators are expected to tamiliarize themselves with the Regional Contingency Plan as well asContingency Plans Jakarta FIR and the activation times. For aircraft intending to operate in areas duringperiods when the contingency plans are activated, the operators shall plan the flight to conform with theactivation times of the Contingency Plans. Airline operators shall ensure that flights are established oncontingency routes prior to entering an area which is under Contingency Plan procedure.

The flight planning requirements during the contingency period will be in accordance to ICAO Annex 2Chapter 3 and Doc 4444 Part II. Additional information, will, however, be required, to indicate that theflight will operate in airspace where the contingency plan is active. This information is to be indicated inthe 'RMK/' field of item 18 of the ICAO flight plan, for example 'RMK/Contingency routes WIII/VTS' orWAAAA/VTS in the event that Jakarta ACC has taken over the air traffic services for Ujung Pandang ACC.(Remarks/aircraft will be operating on contingency routes in the Jakarta FIRs),

Repetitive Flight Plans (RPLs/Bulk Stored) will not be accepted during the time that the contingency planis activated. Airline operators are required to file flight plans in accordance with the contingency flightplanning procedures. Flight plan;, should be filed at least 12 hours in advance in order to allow sufficienttime for manual processing.

DGCA-INDONESIA j£—|

32

ATM CONTINGENCY PLAN APPENDIX 6LEVEL 1 FOR [AIRSPACE NAME]

ICAO INTERCEPTION PROCEDURES

Article 3 bis*

a) The contracting Staus recognize that every State must refrain from resorting to the use ofweapons against civil aircraft in flight and that, in case of interception, the lives of personson board and the safety of aircraft must not be endangered. This provision shall not beinterpreted as modifying in any way the rights und obligations of States set forth in theCharter of the United Nations.

(Exti act from ICAO Annex 2 - Hules ofthe Air)

3.8 Interception

Note- The word "interception" in this context does net include intercept and escort serviceprovided, on request, to an aircraft in distress, in accordance with Volumes II and III of the InternationalAeronautical and Maritime Search and Rescue Manual (Doc 9731).

3.8.1 Interception of civil aircraft shall be governed by appropriate regulations andadministrative directives issued by Contracting States in compliance with the Convention onInternational Civil Aviation, and in particular Article 3(d) under which Contracting States undertake,when issuing regulations for their State aircraft, to have due regard for the safety of navigation of civilaircraft. Accordingly, in drafting appropriate regulations and administrative directives due regard shall behad to the provisions ofAppendix 1, Section 2 and Appendix 2, Section 1.

Note- Recognizing that it is essential for the safety offlight that any visual signals employed inthe event of an interception which should be undertaken only as a last resort be correctly employed andunderstood by civil and military aircraft throughou- the world, the Council of the International CivilAviation Organization, when adopting the visual signals in Appendix 1 to this Annex, urged ContractingStates to ensure that they be strictly cdhered to by their State aircraft. As interceptions of civil aircraftare, in all cases, potentially hazardous, the Council has also formulated special recommendations whichContracting States are urged to apply in a uniform manner. These special recommendations arecontained in Attachment A.

3.8.2 The pilot-in-command of a civil aircraft, when intercepted, shall comply with theStandards in Appendix 2, Sections 2 and 3, interpreting and responding to visual signals as specified inAppendix 1, Section 2.

Note. -See also 2.1.1 cud 3.4.

* On 10 May 1984the Assemblyame ided the Conventionby adopting the Protocol introducing Article 3 bis. Under Article 94a) of the Convention, the amendment came into force o.i 1 October 1998 in respeci of States which have ratified it.


33


INTERCEPTION OF CIVIL AIRCRAFT

(Appendix 2of ICAO Annex 2 - Rules of the Air)

(Note.- See Chapter 3, 3.8 ofthe Annex)

1. Principles to be observed by States

11 To achieve the uniformity in regulations which is necessary for the safety of navigation ofcivil aircraft due regard shall be had by Contracting States to the following principles whendeveloping regulations and administrative directives:

a) interception of civil aircraft will be undertaken only as a last resort;b) if undertaken, an interception will be limited to determining the identity of the aircraft,

unless it is necessary to return the aircraft to its planned track, direct it beyond theboundaries of national airspace, guide it away from a prohibited, restricted or dangerarea or instruct it to effecta landing at i designated aerodrome;

c) practice interception of civil aircraft will not be undertaken;d) navigational guidance and related information will be given to an intercepted aircraft by

radiotelephony, whenever radio contact can be established; and

e) in the case where an intercepted civil aircraft is required to land in the territoryoverflown, the aerodrome designated for the landing is to be suitable for the safelanding of the aircraft type concerned.

Note- In the unanimous adoption by the 25th Session (extraordinary) of the ICAO Assembly on10 May 1984 of Article 3bis to the Convention on International Civil Aviation, the Contracting Stateshave recognized that "every State must refrain from resorting to the use of weapons against civilaircraft inflight."

1.2 Contracting States shall publish a standard method that has been established for themanoeuvring of aircraft inteicepting a civil aircraft. Such method shall be designed to avoid anyhazard for the intercepted aircraft.

Note— Special recommendations regarding a method for the manoeuvring ore contained inAttachment A, Section 3.

1.3 Contracting States shall ensure that provision is made for the use of secondary surveillanceradar, where available, to identify civil aircraft in areas where they may be subject tc interception.

2. Action by intercepted aircraft

2.1 An aircraft which is intercepted by another aircraft shall immediately:

a) follow the instructions given by the intercepting aircraft, interpretingand responding tovisual signals in ac Lordance witn the specifications in Appendix 1;

b) notify, if possible, *he appropriate air traffic services unit;

c) attempt to establish radio communication witii the intercepting aircraft or with theappropriate intercept control unit, by making a general call on the emergency frequency121.5 MHz, givui) the identity of the intercepted ai-craft and the nature of the flight;and if no contact has been established and if practicable, repeating this call on the

emergency frequency 243 MHz;d) if equipped with SSR transponder, selea Mode A, Code 7700, unless otherwise

instructed by the appropriate air traffic sen/ices unit.

dgca-Indonesia [page]

34



APPENDIX 6

2.2 If any instructions received by radio from any sources conflict with those given by theintercepting aircraft by visual signals, the intercept-d aircraft shall request immediate clarificationwhile continuing to comply with the visual instructio isgiven by the intercepting aircraft.

2.3 If any instructions received by radio from any sources conflict with those given by theintercepting aircraft by radio, the intercepted aircraft shall request immediate clarification whilecontinuing to comply with the radio instructions given by the intercepting aircraft.

3. Rad'o communication during interception

If radio contact is established during interception but communication in a common language is notpossible, attempts shall be made to convey instructions, acknowledgement of instructions andessential information by using the phrases and pronunciations in Table 2.1 and transmitting eachphrase twice:

Table 2.1

Phrases for use by INTERCEPTING aircraft Phrases for use by INTERCEPTED aircraft

Phrase Pronunciationi Meaning Phiasc Pronunciationi Meaning

CALL SIGN KOLSA-IN Wh?t is your call sign? CALL SIGN

(call sigr,)2

KOLSA-IN

(call sign)

My call sign is (call sign)

FOLLOW FOL-LO Follow me WILCO VILL-KO Understood

Will comply

DESCEND DEE-SEND Descend for landing Can not KANN NOTT Unable to comply

YOU LAND YOU LAAND Land at this aerodrome REPEAT REE-PEET Repeat your instruction

PROCEED PRO-SEED You may proceed AM LOST AM L05ST Position unknown

MAYDAY MAYDAY 1 am in distress

HIJACK HI-JACK 1have been hijacked

UND LAAND

(place name) (place name)1request to land at

(place name)

DESCEND DEE-SEND 1require descent

l.ln the secondz column, syllables to ba niphasized are underlined.2.Thecallsign required to be given is that used inroaiotelephony communications withair traffic servicesun'ts and corresponding to theaircraft identification in the flight plan.3.Circumstances may not always permit noi make desirable, the uso of the pn.ase "HIJACK".

DIREKTUR JENDERAL PERHUBUNGAN UDARA

ttd

SUPRASETYO

Salinan Peraturan sesuai dengan aslinya

[LrOHvI DAN HUMAS

r/v/

DGCA-INDONESIA

RAHARJO

I I / (IV/b)199003 1 001

[page]

35

Lampiran II Peraturan Direktur Jenderal Perhubungan UdaraNomor : KP 565 TAHUN 2015Tanggal : 25 September 2015



[AIRSPACE NAME]



[AIRSPACE NAME]

Version X.X

Effective: [DD Month YYYY]

37


SIGNING PAGE

By the grace of God Almighty, Indonesian Air Navigation Service Provider(Airnav Indonesia) publishes the Contingency Plan Handbook as the technicalguidance in conducting contingency arrangement at the specified ATS unit.

Authorized in (place) (date) (month) (year)

By

Director of Indonesian Air Navigation Service Provider

(Name)

Approved by,

Director General of Civil Aviation

(Name)

38

SIGNATORIES

NAME

TITLE

SIGNATURE


39


TABLE OF CONTENTS

Page

SIGNATORIES

FOREWORD


ATM CONTINGENCY PLAN LEVEL 1 FOR [AIRSPACE NAME]

OBJECTIVE

ATS UNITS, CENTRES, STATES AND FiRS AFFECTED

MANAGEMENT OF THE CONTINGENCY PLAN

CONTINGENCY ROUTE STRUCTURE

AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES

PILOTS AND OPERATOR PROCEDURES

COMMUNICATION PROCEDURES

AERONAUTICAL SUPPORT SERVICES

SEARCH AND RESCUE

LIST OF APPENDICES

DGCA - INDONESIA [Page]XXXX FIR

40


[EXAMPLE]

FOREWORD

This is the [AIRSPACE NAME] Air Traffic Management (ATM) Contingency Plan for Air TrafficServices (ATS) for The Contingency Plan will come into effect as determined by theDirector General ofthe Directorate General of Civil Aviation (DGCA), who is the authority for civilaviation operations in Indonesia.

This Contingency Plan (the Plan) provides for the contingency arrangements to be introduced topermit the continuance of International flights .. .., in the event that the air traffic and supportservices normally undertaken by should become partially or totally unavailable due to anyoccurrence that restricts flight operations

This Contingency plan provides for the contingency cryteria Level 2, for coordinated (interState/FIR) contingency plans involving two or more States / FIRs, and for Category [TYPEOF CATEGORY].

This Plan has been developed in close co-operation and collaboration with the civil aviationauthorities responsible for the adjacent FIRs and representatives of the users of the airspace.The Indonesian Air Force also has been consulted and recognizes the requirement for the Planand the civil aviation procedures that apply thereto.

The Plan will be activated by promulgation of a NOTAM issued by the Indonesian InternationalNOTAM Office (INO) as far in advance as is practicable. However, when such prior notificationis impracticable for any reason, the Plan will be put into effect on notification by the designatedauthority, as authorized by the DGCA. It is expected that the civil aviation authorities concerned,and the airline operators will fully cooperate to implement the Plan as soon as possible.

This Plan has been prepared in coordination with the International Civil Aviation Organization(ICAO) to meet the requirements in ICAO Annex 11 - Air Traffic Services to provide for the safeand orderly continuation ofdomestic flights through Indonesian airspace.

Any proposed amendments to this plan shall be forwarded to:

Director General

Directorate General of Civil Aviation

Jl. Medan Merdeka Barat No. 8Gedung Karya Lt. 5Jakarta, 10110, IndonesiaTel: (62-21) 3505137Fax: (62-21)3505139


41



The following table records the complete 'listory of the successive editions of the presentdocument.

EDITION

NUMBER

EDITION

DATE

INFOCENTRE

REFERENCEREASON FOR CHANGE

PAGES

AFFECTED


42


1. OBJECTIVE


LEVEL 2 (INTERNATIONAL FLIGHTS)FOR [AIRSPACE NAME]

Effective: day/month/year/time (UTC)

1.1 The Air Traffic Management (ATM) Contingency contains arrangements to ensure thecontinued safety of air navigation in the event of partial or total disruption of air trafficservices in [AIRSPACE/SERVICE DESCRIPTION] in accordance with ICAO Annex 11 -Air Traffic Services, Chapter 2, paragraph 2.30. The Contingency Plan provides the ATSprocedures and contingency route structure using existing airways in most cases that willallow aircraft operators to depart/arrive [AIRSPACE DESCRIPTION].

1.2 This Contingency plan provides for the contingency cryteria Level 2, tor coordinated(inter-State) contingency plans involving two or more States/FIRs; and as Category ....[TYPE OF CATEGORY],

1.3 This Contingency Plan does not address arrangements for aircraft arriving and departingat Indonesian airports or for domestic flight operations within [AIRSPACE/SERVICEDESCRIPTION].For domestic flight the upper level is [LEVEL]

2. [ATS UNITS, CENTRES, STATES AND FIRS AFFECTED]

2.1 In the event that the Director General, DGCA activates this Contingency Plan, the civilaviation authorities of +he adjacent FIRs will be notified in accordance with the OperationCoordination Agreement (OCA) established between the States concerned. The adjacentATS Units, Centres, States, FIRs and ACCs directly affected by this Contingency Planare as follows:

a) [ATS Unit, Centres, States]

[FIR/ACC/ATSUNIT]

b) [ATS Unit, Centres, States]

[FIR/ACC/ATSUNIT]

c) [ATS Unit, Centres, States]

[FIR/ACC/ATSUNIT]

d) [ATS Unit, Centres, States]


43


[FIR/ACC/ATSUNIT]

e) [ATS Unit, Centres, States]

[FIR/ACC/ATSUNIT]

2.2 The contact details of the civil aviation authorities and organizations concerned arecontained in Appendix 1. These details should be kept up to date and relevantinformationprovided to the DGCA as soon as practicable.

Type of Contingency Plan

2.3 Level of contingency plans:

This is ATM State Contingency Plan Level 2, for inter states/FIRs (international flight)contingency plans involving two or more States / FIRs;

2.4 Categories of contingency plans:

i. Category A - Airspace Safe, but Restricted or No ATS, due to causal events such asindustrial action, pandemic, earthquake, natural disasters, nuclear emergencyaffecting the provision ofATS, or ATM system failure or degradation;

All flights should folllow the Contingency Requirement according to the Appendix 4.

ii. Category B - Airspace Not Safe, due to causal events such as Volcanic Ash Cloud(VAC), military activity

All flights should avoid affected area and flight information service will be given by[AIRSPACE/SERVICE DESCRIPTION THAT WILL BE TAKE OVER] or othersrelevant information (ASHTAM)

iii. Category C - Airspace Not Available, due to causal events such as pandemic,national security - normally a political decision.

All flight may elect to avoid the [NAME OF FIR].The contingency routes to be used in this scenario will be provided by the ATSauthorities concerned.

3. MANAGEMENT OF THE CONTINGENCY PLAN

3.1 The contingency measures set out in this Plan are applicable in cases of foreseeableevents caused by unexpected interruptions in ATS caused by natural occurrences orother circumstances, which, in one way or another, may impair or totally disrupt theprovision of ATS and/or of the related support services in the [AIRSPACE/SERVICEDESCRIPTION].

3.2 The following arrangements have been put in place to ensure thai the management ofthe Contingency Plan provides for domestic flights to proceed in a safe and orderlyfashion through the [AIRSPACE DESCRIPTION].


44


Central Coordinating Committee

3.3 As soon as practicable in advance of, or after a contingency event has occurred, theDirector General, DGCA shall convene the Central Coordinating Committee (CCC)comprised of representatives from:

1) Directorate General of Civil Aviation

2) AirNav Indonesia (Perum LPPNPI)

3) Indonesian Air Force

4) Ministry of Defense

5) Representative from the airlines com Tiittee

6) Meteorological and Geophysical Agency

7) Airport operator

8) Search and Rescue (SAR)

9) Other participants as required

3.4 The CCC shall oversee the conduct of the Contingency Plan and in the event that the[AIRSPACE/SERVICE DESCRIPTION] premises are out of service for an extendedperiod, make arrangements for and facilitate the temporary relocation of the [SERVICE]to the [ALTERNATE FACILITY OR ATS UNIT/CENTRE] and the restoration of[SERVICE]. The terms of reference for the CCC will be determined by the DGCA.

3.5 Contact details of the members of the CCC are provided in Appendix 2.

ATM Operational Contingency Group

3.6 The ATM Operational Contingency Group (AOCG) will be convened by the CCC with aprimary responsibility to oversee the day to day operations under the contingencyarrangements, and coordinate operational ATS activities, 24 hours a day throughout thecontingency period. The terms of reference of the AOCG will be determined by the CCCThe AOCG will include specialized personnel from the following disciplines:

Air traffic control (ATS)Aeronautical telecommunication (COM)Aeronautical meteorology (MET)Aeronautical information services (AiS)ATS equipment maintenance service providerSearch and Resque

The mission of the ACCG shall include:

i) review and update of the Contingency Plan as required;

DGCA-INDONESIA [page]XXXX FIR

45


ii) keep up to date at all times cf the contingency situation;

iii) organize contingency teams in each of the specialized areas;

iv) keep in contact with and update the ICAO Asia and Pacific Regional Office,operators and the IATA Regional Office;

v) exchange up-to-date information with the adjacent ATS authorities concerned tocoordinate contingency activities;

vi) notify the designated organizations in Indonesia of the contingency situationsufficiently in advance and/or as soon as possible thereafter;

vii) take the necessary action for issuing NOTAMs according to the correspondingcontingency situation, this plan or as otherwise needed (example NOTAMS areprovided in Appendix 3). If the situation is foreseeable sufficiently in advance, aNOTAM will be issued 48 hours in advance.

4. CONTINGENCY ROUTE STRUCTURE

4.1 In the event of disruption of the ATC services provided by [AIRSPACE/SERVICEDESCRIPTION], contingency routes will be introduced to ensure safety of flight and tofacilitate limited flight operations commensurate with the prevailing conditions. ExistingATS routes form the basis of the contingency routes to be used, and a flight levelassignment scheme introduced to minimize potential points of conflict and to limit thenumber of aircraft operating simultaneously in the system under reduced air trafficservices. The contingency route structure for domestic flights is detailed in Appendix 4.Additional contingency routes will be introduced as and when circumstances require,such as in the case of volcanic ash clouds forming.

4.2 In regard to domestic operations, if circumstances dictate, all flights shall be temporarilysuspended until a full assessment of the prevailing conditions has been determined andsufficient air traffic services restored. A decision tc curtail or restart domestic operationswill be made by the CCC.

4.3 Aircraft on long-haul International flights and special operations (e.g. Search and Rescue(SAR), State aircraft, humanitarian flights, etc), snail be afforded priority for levels at FL.XXX and above. For flight planning purposes, domestic and regional operators shouldplan on the basis that FL. XXX and above may not be available.

4.4 International operators affected by the suspension of all operations from Indonesianairports will be notified by the relevan; airport authority when operations may beresumed, and flight planning information will be made available pertaining to that airport.Domestic flights who have received such approval may be required to flight plan viadomestic routes to join international contingency routes.

4.5 International operators may elect to avoid the [AIRSPACE] by using ATS routes[DESCRIBE ATS ROUTES OR ADJACENT AIRSPACE]. The contingency routes to beused in this scenario will be provided by the ATS authorities concerned.

4.6 Contingency Routes Structure[DESCRIBE ATS ROUTES STRUCTURE]


46


5. AIR TRAFFIC MANAGEMENT AND CONTINGENCY PROCEDURES

Reduced ATS and provision of flight information services (FiS)

5.1 During the contingency critical period, ATS including ATC may not be available,particularly with regard to availability of communications and radar services. In caseswhere service are not available, a NOTAM will be issued providing the relevantinformation, including an expected date and time of resumption of service. Thecontingency plan provides for limited flight information and alerting services to beprovided by adjacent ACCs.

5.2 In the event that the [AIRSPACE/SERVICE DESCRIPTION] premises are out of servicefor an extended period, make arrangements for and facilitate the temporary relocation ofthe (ATS Unit Name) at the Ujung Pandang ACC and the restoration of ATS services. Allthe Domestic flight who will flight transit through the [AIRSPACE/SERVICEDESCRIPTION] shall make a contact to Ujung Pandang ACC.

5.3 The flight monitoring will be provided by the LAIRSPACE/SERVICE DESCRIPTION]adjacent. Except for the aircraft using ADSC/CPDLC, the communication, monitoring andcontrolling will be provided by Ujung pandang ACC as a designated ATS authorities onthe contingency routes that enter their respective FIRs. A chart depicting the airspacearrangement is provided in Appendix 5.

5.4 The primary means of communication will be by VHF or HF radio except for aircraftoperating automatic dependent surveillance (ADS) and controller /pilot data linkcommunication (CPDLC) systems. When CPDLC has been authorized for use by therelevant ATC authority, this will become the primary means of communication with HF assecondary. In the case of ADS automatic position reporting, this replaces voice positionreporting and CPDLC or HF will become the secondary means. Details of thecommunication requirements are provided in Appendix 6.

ATS Responsibilities

5.5 During the early stages of a contingency event, ATC may be overloaded and tacticalaction taken to reroute aircraft on alternative routes not included in this Plan.

5.6 In the event that ATS cannot be provided in the [AIRSPACE/SERVICE DESCRIPTION] aNOTAM shall be issued indicating the following:

a) time and date of the beginning of the contingency measures;

b) airspace available for landing and overflying traffic and airspace to be avoided;

c) details of the facilities and services available or not available and any limits on ATSprovision (e.g., ACC, APPROACH, TOWER and FIS), including an expected date ofrestoration of services if available;

d) information on the provisions made for alternative services;

e) any changes to the ATS contingency routes contained in this Plan;

f) any special procedures to be followed by neighbouring ATS units not covered by thisPlan;


47


g) any special procedures to be followed by pilots; and

h) any other details with respect to the disruption and actions being taken that aircraftoperators may find useful.

5.7 In the event that the Indonesian International NOTAM Office is unable to issue the

NOTAM, the (alternate) International NOTAM Office at Singapore and/or Brisbane willtake action to issue the NOTAM of closure airspace upon notification by the DGCA or itsdesignated authority, e.g. the ICAO Asia and Pacific Regional Office.

Aircraft Separation

5.8 Aircraft separation criteria will be applied in accordance with the Procedures for AirNavigation Services-Air Traffic Management (PANS ATM, Doc 4444) and the RegionalSupplementary Procedures (Doc 7030).

5.9 The longitudinal sepaiation will be 15 minutes. However, this may be reduced to 10minutes in conjunction with application of the Mach number technique in light ofdevelopments and as authorized by the DGCA by the appropriate OCA

5.10 The route structure provides for laterai separation of 100 NM, this may be reduced toRNAV/RNP 10 separation in conjunction with application RNAV/RNP 10 Separation inRNAV10 Routes in light of developments and as authorized by the DGCA by theappropriate OCAand in cases where this is less and for crossing routes, a minimumvertical separation of 2000 ft will be applied

Flight level restrictions

5.11 Where possible, aircraft on long-haul international flights shall be afforded priority forcruising levels.

Airspace Classifications

5.12 If ATC services become unavailable during the interruption of air traffic services, anddepending on the level of service and anticipated outage of facilities, airspaceclassifications may be changed to reflect the reduced level of services. Changes toairspace classification will be notified by NOTAM.

Aircraft position reporting

5.13 Pilots will continue to make routine position reports in line with normal ATC reportingprocedures.

VFR operations

5.14 VFR flights shall not operate in the [AIRSPACE/SERVICE DESCRIPTION] if there areextensive disruptions to ATC facilities, except in special cases such as State aircraft,Medivac flights, and any other essential flights authorized by the DGCA.

DGCA - INDONESIA [Pago] XXXX FIR

48

AIR TRAFFIC MANAGEMENT CONTINGENCY FLAN LEVEL 2

Procedures for ATS Units

5.15 The ATS units providing ATC services will follow their unit emergency operatingprocedures and activate the appropriate level of contingency procedures in line with theOperational Coordination Agreement. These procedures include the following:

a) the [ATS UNIT, CENTRE, FIR OR STATE] on determining that ATS may be reduceddue to a contingency event, will inform pilots by the controller responsible of theemergency condition and advise if it is likely that the ACC will be evacuated and ATSsuspended. In the event of it becoming necessary to evacuate the ACC building, theunit evacuation procedures will be activated, and time permitting, controllers willmake an emergency evacuation transmission on the radio frequency in use providingpilots with alternate means of communication;

b) during the period the contingency procedures are in effect, flight plan messagesmust continue to be transmitted by operators to the [ATS UNIT, CENTRE, FIR ORSTATE] and to the Ujung Pandang ACC via the AFTN using normal procedures;

Note: Depending on the phase of emergency and circumstances, theIndonesian INO may be suspended and alternative AFTN service introduced, e.g. atthe Jakarta Airport Tower and Ujung Pandang ACC. Also, the INO of adjacent ATSauthorities may be used to issue Indonesian NOTAMs.

c) on notification by DGCA, Indonesia, the ATS authorities operating the ACCs of theadjacent FIRs, viz. Brisbane, Chennai, Colombo, Kota Kinabalu, Kuala Lumpur,Ujung Pandang, Melbourne, Oakland, Manila and Singapore will activate thecontingency procedures in accordance with their respective OperationalCoordination Agreement;

d) prior to entry to the [AFFECTED AIRSPACE] under the contingency arrangement,prior authorization must be obtained by operators to overfly the [AFFECTEDAIRSPACE], the ATC clearance and communications instructions issued by the ATCauthority responsible for the airspace immediately adjacent to the contingencyairspace;

e) the adjacent ACC responsible for aircraft entering for transit of the [AFFECTEDAIRSPACE] must communicate via ATS coordination circuits, and not less than 30minutes beforehand, the estimated time over the reporting point for entry into thenext FIR after the [AFFECTED AIRSPACE];

f) the ACC responsible for aircraft entering the [AFFECTED AIRSPACE] will instructpilots to maintain the last flight level assigned and speed (MACH number ifapplicable) while overflying the [AFFECTED AIRSPACE];

g) the ACC responsiole will not authorize any change in flight level or speed (MACHnumber, if applicable) later than 10 minutes before the aircraft enters the[AFFECTED AIRSPACE], except in the case specified in h) below;

h) the ACC responsible prior to aircraft entering the [AFFECTED AIRSPACE] willinform aircraft that they must communicate with the next (downstream) ATC unit 10minutes before the estimated time of entry into the next FIR; and

i) aircraft may also chose to avoid the [AFFECTED AIRSPACE], and the controllingauthorities of the FIRs concerned v/ill provide alternative contingency routes asappropriate and these will be published by NOTAM.


49


5.16

Transition to contingency scheme

During times of uncertainty when airspace closures seem possible, aircraft operatorsshould be prepared for a possible change in routing while en-route, familiarization of thealternative routes outlined in this Contingency Plan, as well as those which may bepromulgated by a State via NOTAM or AIP.

5.17 In the event of airspace closure that has not been promulgated, ATC should; if possible,broadcast to all aircraft in their airspace, what airspace is being closed and to stand byfor further instructions.

5.18 ATS providers should recognize that when closures of airspace or airports arepromulgated, individual airlines might have different company requirements as to theiralternative routings. ATC should be alert to respond to any request by aircraft and reactcommensurate with safety.

Transfer of control and coordination

5.19 The transfer of control and communication should be at the common FIR boundarybetween ATS units unless there is mutual agreement between adjacent ATS units andauthorization given to use alternative transfer of control points. These will be specified inthe respective OCAs.

5.20 The ATS providers concerned should review the effectiveness of current coordinationrequirements and procedures in light of contingency operations or short notice ofairspace closure, and make any necessary adjustments to the Contingency Plan andOCAs.

6. PILOTS AND OPERATOR PROCEDURES

Filing of flight plans

6.1 Flight planning requirements for the [AFFECTED AIRSPACE] are to be followed inrespect to normal flight planning requirements contained in the Indonesia AeronauticalInformation Publication (AIP) and as detailed at Appendix 7.

Overflight approval

Aircraft operators must obtain overflight approval from the DGCA, Indonesia prior tooperating flights through the [AFFECTED AIRSPACE]. During the period of activation ofthis Contingency Plan when ATS is not being orovided by (ATS Unit Name) the UjungPandang as the adjacent ATS authority will approve aircraft to enter the (ATS Unit Name)on the basis that ope.ators have obtained prior approval, and the responsibility remainswith the operator to ensure such approval has been obtained.

Pilot operating procedures

6.3 Aircraft overflying the [AFFECTED AIRSPACE] shail follow the following procedures:

DGCA-INDONESIA rpage]XXXX FIR

50


a) all aircraft proceeding along the ATS routes established in this Contingency Plan willcomply with the instrument flight rules (IFR) and will be assigned a flight level inaccordance with the flight level allocation scheme applicable to the route(s) beingflown as specified in Appendix 4;

b) flights are to light plan using the Contingency Routes specified i 4, according to theirairport of origin and destination;

c) aircraft are to operate as close as possible to the centre line of the assignedcontingency route;

d) pilots are to keep a continuous watch on the specified contingency frequency asspecified in Appendix 8 and transmit the aircraft's position in line with normal ATCposition reporting procedures;

e) keep navigation and anti-collision lights on while overflying the [AFFECTEDAIRSPACE];

f) pilots are to maintain during their entire flight time within [AFFECTED AIRSPACE],the flight level last assigned by the last ACC lesponsible prior to the aircraft enteringthe [AFFECTED AIRSPACE], and under no circumstances change this level andMach Number, except in cases of emergency and for flight safety reasons. Inaddition, the last SSR transponder assigned shall be maintained or, if notransponder has been assigned, transmit on SSR code 2000;

g) aircraft are to reach the flight level last assigned by the responsible ACC at least 10minutes before entering [AFFECTED AIRSPACE] the or as otherwise instructed bythe ATC unit in accordance with the OCA with [AFFECTED AIRSPACE];

h) pilots are to include in their last position report prior to entering tne [AFFECTEDAIRSPACE], the estimated time over the entry point of the [AFFECTED AIRSPACE]and the estimated t«me of arrival over the relevant exit point of the [AFFECTEDAIRSPACE];

i) pilots are to contact the next adjacent ACC as soon as possible, and at the latest,ten (10) minutes before the estimated time of arrival over the relevant exit point of(ATS Unit Name);

j) pilots are to strictly adhere to the ICAO Traffic Information Broadcasts by Aircraft(TIBA) (reproduced in Appendix 8, and maintain a continuous listening watch on theinternational air to air VHF frequency 123.45 MHz, as well as on the specified VHFand HF frequencies listed in 6. When necessitated by emergency conditions, pilotsare to transmit blind on these frequencies, their current circumstances and thecommencement and completion of any climb and descent or deviation from thecleared contingency route;

k) whenever emergencies and/or flight safety reasons make it impossible to maintainthe flight level assigned for transit of [AFFECTED AIRSPACE], pilots are to climb ordescend well to the right of the centerline of the contingency route, and if deviatingoutside the [AFFECTED AIRSPACE], to inform immediately the ACC responsible forthat airspace. Pilots are to make blind broadcast on the IFBP VHF frequency 123.45MHz of the relevant emergency level change message (comprising the aircraft callsign, the aircraft position, the flight levels being vacated and crossed, etc);


51

AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL2

I) pilots are to maintain own longitudinal separation of 15 minutes from precedingaircraft at the same cruising level; and

m) not all operational circumstances can be addressed by this Contingency Plan andpilots are to maintain a high level of alertness when operating in the contingencyairspace and take appropriate action to ensure safety of flight.

Interception of civil aircraft

6.4 Pilots need to be aware that in light of current international circumstances, a contingencyrouting requiring aircraft to operate off normal traffic flows, could result in an intercept bymilitary aircraft. Aircraft operators must therefore be familiar with international interceptprocedures contained in ICAO Annex 2 -Rules of the Air, paragraph 3.8 and Appendix 2,Sections 2 and 3.

6.5 The Indonesian Air Force may intercept civil aircraft over the territory of indonesia in theevent that a flight may not be known to and identified by the military authority. In suchcases, the ICAO intercept procedures contained in Annex 11 (reproduced in Appendix9) will be followed by the Indonesian Air Force, and pilots are to comply with instructionsgiven by the pilot of the intercepting aircraft In such circumstances, the pilot of theaircraft being intercepted shall broadcast information on the situation.

6.6 If circumstances lead to the closure of the Indonesian airspace and no contingencyroutes are available through the Jakarta and Ujung Pandang FIRs, aircraft will berequired to route around the Indonesian airspace. As much warning as possible will beprovided by the appropriate ATS authorities in the event of the complete closure ofIndonesian airspace.

6.7 Pilots need to continuously guard the VHF emergency frequency 121.5 MHz and shouldoperate their transponder at all times during flight, regardless of whether the aircraft iswithin or outside airspace where secondary surveillance radar (SSR) is used for ATSpurposes. Transponders should be set on a discrete code assigned by ATC or selectcode 2000 if ATC has not assigned a code.

7. COMMUNICATION PROCEDURES

Degradationof Communication - Pilot Radio Procedures

7.1 When operating within the contingency airspace of the [AFFECTED AIRSPACE], pilotsshould use normal radio communication procedures where ATS services are available.These will be in accordance with the communication procedures in this Plan or asotherwise notified by NOTAM.

7.2 If communications are lost unexpectedly on the normal ATS frequencies, pilots should trythe next applicable frequency, e.g. if en-route contact is lost then try the next appropriatefrequency, that is, the next normal handover frequency. Pilots should also considerattempting to contact ATC on the last frequency where two-way communication had beenestablished. In the absence of no communication with ATC, the pilot should continue tomake routine position reports on the assigned frequency, and also broadcast positions inaccordance with the ICAO TIBA.


52

AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN LEVEL2

Communication frequencies

7.3 A list of frequencies to be used for the contingency routes and the ATS units providingFIS and air-ground communication monitoring for the ([AFFECTED AIRSPACE] isdetailed at Appendix 6.

8. AERONAUTICAL SUPPORT SERVICES

Aeronautical Information Services (AIS)

8.1 A NOTAM contingency plan will be developed to ensure continuation of the NOTAMservice for the [AFFECTED AIRSPACE] in support of contingency operations. TheNOTAMs will establish the actions to be take in order to reduce the impact of the failuresin the air traffic services. The NOTAMs will also establish the necessary coordination andoperational procedures that would be established before, during and after anyContingency phase.

8.2 It is not anticipated that there would any major disruption to the NOTAM service for the[AFFECTED AIRSPACE], as NOTAM services could be readily provided byMakassarBack Up NOTAM Office.

Meteorological Services (MET)

8.3 The Indonesian Meteorological and Geophysical Agency (MGA) is the designatedmeteorological authority of Indonesia. MGA is also the provider of meteorologicalservices for the international and domestic air navigation. In order to comply with theICAO requirements on aeronautical meteorology specified in Annex 3, MeteorologicalService for International Air Navigation and the ASIA/PAC Air Navigation Plan - Doc9673, MGA should ensure regular provision ofthe following products and services:

a) aerodrome observations and reports - local MET REPORT and SPECIAL, as well asWMO-coded METAR and SPECI; METAR and SPECI should be provided for allinternational aerodromes listed in the AOP Table of ASIA/PAC Basic ANP andFASID Table MET 1A;

b) terminal aerodrome forecast - TAF as per the requirements indicated in FASID TableMET 1A;

c) SIGMET for the two Indonesian FIRs - Jakarta and Ujung Pandang; SIGMET shouldbe issued by the meteorological watch offices (MWO) designated' in FASID TableMET 1B-Will and WAAA;

d) information for the ATS units (TWR, APP, ACC) as agreed between themeteorological authority and the ATS units concerned;

e) Flight briefing and documentation as perAnnex 3, Chapter 9.

8.4 It is expected that the Indonesia MET services would continue to be available in theevent of an ATS contingency situation. However, should ATS services for the[AFFECTED AIRSPACE] be withdrawn, timely MET information may not be immediatelyavailable to pilots in fight. Alternative means of obtaining up to date MET informationconcerning the [AFFECTED AIRSPACE] m\\ be provided to the extent possible throughthe adjacent ATS authorities. In addition, alternative means of OPMET informationtransmission to the regional OPMET data bank Singapore and both WAFCs (London andWashington), which offers available contingency for the global dissemination of OPMETinformation will be attempted, e.g. making use of the communication networks ofcommunication service providers (ARINC and SITA).

DGCA-INDONESIA [Page]XXXX FIR

53


9. SEARCH AND RESCUE

Notification and Coordination

9.1 ACCs involved in this Contingency Plan are required to assist as necessary to ensurethat the proper Search and Rescue (SAR) authorities are provided with the informationnecessary to support downed aircraft or aircraft with an in-flight emergency in respect tothe [AFFECTED AIRSPACE].

9.2 The SAR authority responsible for the [AFFECTED AIRSPACE] is the Jakarta RescueCoordination Centre (Jakarta RCC/Jakarta SAR Office)

IDDFax

AFTN

Email

9.3 Each ACC shall assist as necessary in the dissemination of INCERFA, ALERFA andDETRESFA in respect to incidents in the [AFFECTED AIRSPACE].

9.4 In the event that the [AFFECTED AIRSPACE] is not available, the responsibility forcoordinating with the Jakarta RCC for airciaft emergencies and incidents involving the[AFFECTED AIRSPACE] will be undertaker, by the Ujung Pandang ACC. The CCC willtake appropriate steps to ensure that SAR information is made available to the JakartaRCC. The AOCG will also oversee SAR coordination and disseminate relevant contactinformation.

9.5 In the event that both Jakarta and Ujung Pandang ACCs are not available, there are 24hour-alert SAR Offices (JRCCs) throughout Indonesia coordinated by the National SARAgency (BASARNAS) to ensure the provision of SAR services in the Indonesian SSR.

DGCA - INDONESIA [Page]XXXX FIR

54


LIST OF APPENDICES

Appendix 1 - Contact Details

Appendix 2 - Coordinating Bodies

Appendix 3 - Specimen NOTAMs

Appendix 4 - International Rcute Structure for [ATS UNIT NAME] During TotalDisruption

Appendix 5 - Chart of Contingency Routes

Appendix 6 - Contingency Frequencies or Control and/or Flight Monitoring

Appendix 7 - Flight Planning

Appendix 8 - Traffic Information Broadcasts by Aircraft Procedures

Appendix 9 - ICAO Interception Procedures

DGCA-INDONESIA [pGge]XXXX FIR

55



CONTACT DETAILS

APPENDIX 1


XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email : XXXX

XX••

Phone : XXXX

Email: XXXX


56



COORDINATING BODIES

APPENDIX 2


XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone:XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

XX

Phone : XXXX

Email: XXXX

DGCA-INDONESIA[page]

57


SAMPLE NOTAMS

a) Avoidance of airspace

NOTAM DUE TO DISRUPTION OF ATS IN THE JAKARTA AND UJUNG PANDANG FIRS ALL ACFT

ARE ADVISED TO AVOID THE FIRS.

b) Airspace available Limited ATS

NOTAM DUE TO ANTICIPATED DISRUPTION OF ATS IN THE UJUNG PANDANG FIR ALL ACFTARE ADVISED THAT THERE WIIL BE LIMITED ATS. PILOTS MAY EXPERIENCE DLA AND OVERFLIGHTSMAY CONSIDER AVOIDING THE AIRSPACE.

c) Contingency plan activated

NOTAM DUE TO DISRUPTION OF ATS IN JAKARTA AND UJUNG PANDANG FIRs ALL ACT AREADVISED THAT THE INDONESIAN INTERNATIONAL CONTINGENCY PLAN FOR ACFT INTENDING TOOVERFLY THESE FIRS IS IN EFFECT. FLIGHT PLANNING MUST BE IN ACCORDANCE WITH THECONTINGENCY ROUTES LISTED AND FL ASSIGNMENT. PILOTS MUST STRICKLY ADHERE TO THECONTINGENCY PROCEDURES. ONLY APPROVED INTERNATIONAL FLIGHTS ARE PERMITTED TOOVERFLY INDONESIAN AIRSPACE.

Non adherence to the Contingency Plan

NOTAM OPERATORS NOT ABLE TO ADHERE TO THE CONTINGENCY PLAN SHALL AVOID THEJAKARTA AND UJUNG PANDANG FIRS.


58

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CONTINGENCY FREQUENCIES FOR CONTROL AND/ ORFLIGHT MONITORING SERVICES

APPENDIX 6

CONTINGENCY ROUTE

INDONESIA (CRI)ATS ROUTE ACC

1

COM

*

The adjacent ATS providers HF primary and secondary are interchangeable subject to climaticconditions. When CPDLC is being used, this will be the primary means of communication and HF willbe secondary. When ADS is being used for automatic position reporting, pilots are not required toreport position on CPDLC or HF unless requested by ATC. The frequencies to be used are contained inAppendix ID

*) addresse forADS/CPDLC must bere-confirmed


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FLIGHT PLANNING REQUIREMENT

Airline operators are expected to familiarize themselves with the Regional Contingency Plan as wellas Contingency Plans Jakarta FIR and the activation times. For aircraft intending to operate in areasduring periods when the contingency plans are activated, the operators shall plan the flight toconform with the activation times of the Contingency Plans. Airline operators shall ensure that flightsare established on contingency routes prior to entering an area which is under Contingency Planprocedure.

The flight planning requirements during the contingency period will be in accordance to ICAO Annex2 Chapter 3 and Doc 4444 Part II. Additional information, will, however, be required, to indicate thatthe flight will operate in airspace where the contingency plan is active. This information is to beindicated in the 'RMK/' field of item 18 of the ICAO flight plan, fcr example 'RMK/Contingency routesWIII/VTS' or_WAAAA/VTS in the event that Jakarta ACC has taken over the air traffic services forUjung Pandang ACC. (Remarks/aircraft will be operating on contingency routes in the Jakarta FIRs),

Repetitive Flight Plans (RPLs/Bulk Stored) will not be accepted during the time that the contingencyplan isactivated. Airline operators are required to file flight plans in accordance with the contingencyflight planning procedures. Flight plans should be filed at least 12 hours in advance in order to allowsufficient time for manual processing.


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ICAOTRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA) PROCEDURES

1.1.1 Changes to In-Flight Procedures

Introduction of ICAO TIBA Procedures

TIBA Procedures.

1. Special procedures have been developed for pilot use in active contingency zones ifcommunicationsare significantly degraded or unavailable. These TIBA procedures supercedeand take the place of lost communication procedures that are outlined in Annex 2 to theChicago Convention (Para 3.6.5.2.2 a) and PANS-RAC (DOC 4444, Part III, para. 17) and willenable traffic information broadcasts by aircraft (TIBA) to be made as well as providingcollision hazard information. When aircraft will enter designated airspace in which it isknown in advance that normal communication is not available, pilots should maintain alistening watch on the TIBA frequency 10 minutes prior to entering that airspace.

Times of Broadcast.

2. When a loss of normal communications requires TIBA procedures to be implemented, pilotsshall make broadcasts in English on 126.9 MHz as follows:

a) At the time the loss of normal communications is recognized;

b) 10 minutes before entering a designated airspace when it is known in advance thatnormal communications will not be ava;lable within that airspace or, for a pilot taking offfrom an aerodrome located within the lateral limits of the designated airspace, as soonas appropriate after take-off;

c) 10 minutes prior to crossing a reporting point;

d) 10 minutes prior to crossing or joining an ATS route;

e) at 20-minute intervals between distant reporting points;

f) 2 to 5 minutes, where possible, before a change in flight level;

g) at the time of a change in flight level; and

h) at any othertime considered necessary by the pilot.

Note: Normal position reporting procedures should be continued at all times, regardless of any actiontaken to initiate oracknowledge a traffic information broadcast.


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Broadcast Format

3. TIBA broadcasts should be made using the following phraseology:

a) For other than those indicating changes in flight level:

ALL STATIONS (call sign) FLIGHT LEVEL (number) [or CLIMBING TO FLIGHT LEVEL(number)] (direction) (ATS route) [or DIRECT FROM (position) TO (position) POSITION](position) AT (time) ESTIMATING (next reporting point, or the point of crossing or joininga designated ATS route) AT (time) (call sign) FLIGHT LEVEL (number) (direction)

Example: "ALL STATIONS WINDAR 671 FLIGHT LEVEL 380 NORTHWEST BOUND B472POSITION 80 MILES SOUTH EAST OF SELSO AT 2358 ESTIMATING SURAH AT 0020WINDAR 671 FLIGHT LEVEL 380 NORTHWEST BOUND OUT"

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

b) Before a change in flight level:

ALL STATIONS (call sign) (direction) (ATS route) [or DIRECT FROM (position) TO(position)] LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (positionand time)

c) At the time of a change in flight level:

ALL STATIONS (call sign) (direction) (ATS route) [or DIRECT FROM (position) TO(position)] LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)followed by:

ALL STATIONS (call sign) MAINTAINING FLIGHT LEVEL (number)

d) When reporting atemporary flight level change to avoid an imminent collision risk:

ALL STATIONS (call sign) LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL(number)

followed as soon as practicable by:

ALL STATIONS (call sign) RETURNING TO FLIGHT LEVEL (number) NOW

DGCA-INDONESIA ~ ~ - :[page]

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4. TIBA broadcasts should not be acknowledged unless apotential collision risk is perceived.Cruising level changes

5. Cruising level changes should not be made within the designated airspace, unless considerednecessary by pilots to avoid traffic conflicts, to climb to minimum en route orsafe altitudes, toovercome operational limitations, to avoid adverse weather, or in response to an operationalemergency.

6. When cruising level changes are unavoidable, all available aircraft lighting which wouldimprove the visual detection ofthe aircraft should be displayed while changing levels.

Collision avoidance

7. If, on receipt of a traffic information broadcast from another aircraft, a pilot decides thatimmediate action is necessary to avoid an imminent collision risk, and this cannot be achievedin accordance with the right-of-way provisions of Annex 2 to the Chicago Convention, thepilot should:

a) 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 separationminimum of 600 m (2 000 ft) is applied;

b) display all available aircraft lighting which would improve the visual detection of the

aircraft;

c) as soon as possible, reply to the broadcast advising action being taken;

d) notify the action taken en the appropriate ATS frequency; and

e) as soon as practicable, resume normal flight level, notifying the action on theappropriate ATS frequency.

Operation of Transponders.

8. When implementing TIBA procedures, pilcts shall operate aircraft transponders on Modes Aand Cat all times. In the absence of alternative instructions from the appropriate ATS unitaircraft not assigned a discrete code should sc(uawk code 2000.

Operation of TCAS

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


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Special Operations

10. Specific aircraft may need to be involved in special operations during the period when a FIR isan activated contingency zone. These aircraft may therefore be unable to utilize thecontingency route structure for a significant period of their flights. Aircraft that will beclassified as special operations are as follows:

a) Special operations of State aircraft

b) Aircraft in emergency situations or operating with significant reduction in operatingefficiency

c) Mercy flights and aircraft engaged in search and rescue, medical evacuation, and coastalsurveillance operations.

Activation and Cancellation of TIBA Procedures

11. This procedure shall be included in State AIP Supp'ements or NOTAM on TIBA proceduresand will be cancelled by NOTAM.


66



ICAO INTERCEPTION PROCEDURES

Article 3 bis*

b) The contracting States recognize that every State must refrain from resorting to the useof weapons against civil aircraft in flight and that, in case of interception, the lives ofpersons on board and the safety of aircraft must not be endangered. This provision shallnot be interpreted as modifying in any way the rights and obligations of States set forthin the Charter of the United Nations.

(Extract from ICAO Annex 2 —Rules of the Air)

3.9 Interception

Note.— The word "interception" in this context does not include intercept and escort serviceprovided, on request, to an aircraft in distress, in accordance with Volumes il and III of theInternational Aeronautical and Maritime Search and Rescue Manual (Doc 9731).

3.8.1 Interception of civil aircraft shall be governed by appropriate regulations andadministrative directives issued by Contracting States in compliance with the Convention onInternational Civil Aviation, and in particular Article 3(d) under which Contracting States undertake,when issuing regulations for their State aircraft, to nave due regard for the safety of navigation ofcivil aircraft. Accordingly, in drafting appropriate regulations and administrative directives due regardshall be had to the provisions ofAppendix 1,Section 2and Appendix 2, Section 1.

Note.— Recognizing that it is essential for the safety of flight that any visual signalsemployed in the event ofan interception which should be undertaken only as alast resort be correctlyemployed and understood by civil and military aircraft throughout the world, the Council of theInternational Civil Aviation Organization, when adopting the visual signals in Appendix 1 to thisAnnex, urged Contracting States to ensure that they be strictly adhered to by their State aircraft. Asinterceptions ofcivil aircraft are, in all cases, potentially hazardous, the Council has also formulatedspecial recommendations which Contracting States are urged to apply in a uniform manner. Thesespecial recommendations are contained in Attachment A.

3.8.2 The pilot-in-command of a civil aircraft, when intercepted, shall comply with theStandards in Appendix 2, Sections 2and 3, interpreting and responding to visual signals as specifiedin Appendix 1, Section 2.

Note.— See also 2.1.1 and 3.4.

^ l°f iJfrL984 J? ASrb'y BTded thC Convention * Opting the Protocol introducing Article 3bis. Under Article94 a) of the Convent.on, the amendment came into force on IOctober 1998 in respect of States which have ratified it



INTERCEPTION OF CIVIL AIRCRAFT

(Appendix 2 of ICAO Annex 2 —Rules of the Air)

(Note.— See Chapter 3, 3.8 of the Annex)

1. Principles to be observed by States

1.1 To achieve the uniformity in regulations which is necessary for the safety of navigation ofcivil aircraft due regard shall be had by Contracting States to the following principles whendeveloping regulations and administrative directives:

a) interception of civil aircraft will be undertaken only as a last resort;

b) if undertaken, an interception will be limited to determining the identity of theaircraft, unless it is necessary to return the aircraft to its planned track, direct itbeyond the boundaries of national airspace, guide it away from a prohibited,restricted or danger area or instruct it to effect a landing at a designated aerodrome;

c) practice interception of civil aircraft will not be undertaken;

d) navigational guidance and related information will be given to an intercepted aircraftby radiotelephony, whenever radio contact can be established; and

e) in the case where an intercepted civil aircraft is required to land in the territoryoverflown, the aerodrome designated for the landing is to be suitable for the safelanding of the aircraft type concerned.

Note.— In the unanimous adoption by the 25th Session (Extraordinary) ofthe ICAO Assembly on 10May 1984 ofArticle 3 bis to the Convention on International Civil Aviation, the Contracting Stateshave recognized that "every State must refrain from resorting to the use of weapons against civilaircraft inflight."

1.2 Contracting States shall publish a standard method that has been established for themanoeuvring of aircraft intercepting a civil aircraft. Such method shall be designed to avoid anyhazard for the intercepted aircraft.

Note.— Special recommendations regarding a method for the manoeuvring are contained inAttachment A, Section 3.

1.3 Contracting States shall ensure that provision is made for the use of secondary surveillanceradar, where available, to identify civil aircraft in aieas where they may be subject to interception.

2. Action by intercepted aircraft

2.1 An aircraft which is intercepted by another aircraft shall immediately:

a. follow the instructions given by the intercepting aircraft, interpreting and responding tovisual signals in accordance with the specifications in Appendix 1;

b. notify, if possible, the appropriate air traffic services unit-attempt to establish radio communication witn the intercepting aircraft or with theappropriate intercept control unit, by making ageneral call on the emergency frequency121.5 MHz, giving the identity of the intercepted aircraft and the nature of the flight-and if no contact has been established and if practicable, repeating this call on theemergency frequency 243 MHz;

if equipped with SSR transponder, select Mode A, Code 7700, unless otherwiseinstructed by the appropriate air traffic services unit.

c.

d.


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2.2 If any instructions received by radio from any sources conflict with those given by theintercepting aircraft by visual signals, the intercepted aircraft shall request immediate clarificationwhile continuing to comply with the visual instructionsgiver, by the intercepting aircraft.

2.3 If any instructions received by radio from any sources conflict with those given by theintercepting aircraft by radio, che intercepted aircraft shall request immediate clarification whilecontinuing to comply with the radio instructions given by the intercepting aircraft.

3. Radic communication during interception

If radio contact is established during interception but communication in a common language is notpossible, attempts shall be made to convey instructions, acknowledgement of instructions andessential information by using che phrases and pronunciations in Table 2.1 and transmitting eachphrase twice:

Table 2.1

Phrasesfor use by INTERCEPTING aircraft Phrases for use by INTERCEPTED aircraftPhrase Pronunciationi Meaning Phrase Pronunciationi Meaning

CALL SIGN KOLSA-IN What is your call sign? CALL SIGN

(call sign)2KOLSA-IN

(call sign)My call sign is (call sign)

FOLLOW FOL-LO Follow me WILCO VILL-KO Understood

Will comply

DESCEND DEE-SEND Descend for landing CAN NOT KANN NOTT Unable to comply

YOU LAND YOU LAAND Land at this aerodrome REPEAT REE-PEET Repeat your instruction

PROCEED PRO-SEED You may proceed <\M LOST AM LOSST Position unknown

MAYDAY MAYDAY ! am in distress

HUACK3 HI-JACK 1have been hijacked

LAND LAAND 1request tc land at[place name ) (place name) (place name)

DESCEND DEE-SEND 1require descent

1. In thesecondcolumn, syllablesto be emphasized are underlined.

2. The call sign required to be given is that used in radiotelephony ccmmunicctions with air traffic services units and corresponding to theaircraft identification in theflight plan.

3. Circumstances may not always permit, nor make desirable, the use ofthe phrase "HIJACK".


ttd

Salinan sesuai dengan aslinya

KEPALA BAG] HUKUM DAN HUMAS

JENDc

fl FAMURAHARJOPembina Tk. I

160508 199003 1 001

DGCA-INDONESIA

SUPRASETYO

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