REGIONAL REPORT

IC AO
INTERNATIONAL CIVIL AVIATION ORGANIZATION

APAC
Reinforcing the principles
of efficiency and safety
in an unprecedented
era of growth

In this issue:
Growth Outlook • ATFM South Asia style • APAC airspace safety monitoring
APAC priorities and ICAO’s Global Aviation Safety Plan • ACI and IATA viewpoints
Airports and Code F aircraft • PASO message • APAC and ICAO’s Strategic Objectives
An eDocument approach for ATN implementation • EMARSSH update

Regional Report Asia-Pacific

 Contents
Message from the Regional Director, APAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
APAC growth outlook
APAC’s continuing expansion impacts regional employment, infrastructure
development and a broad range of additional economic drivers that are
mutually supportive of aviation’s success in the Region. N.C Sekhar provides
some perspective on recent trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
REGIONAL REPORT APAC safety monitoring
ASIA-PACIFIC – 2008
In addressing its responsibilities to its Regions, the ICAO APAC Air Navigation
Planning and Implementation Regional Group (APANPIRG) has established a
Editorial
ICAO External Relations
Target Level of Safety for en route airspace in the APAC Region of 5 x 10-9 fatal
and Public Information Office accidents per flight hour. Andrew Tiede, ICAO APAC Regional Officer, Air Traffic
Tel: +01 (514) 954-8220 Management (ATM), elaborates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Web site: www.icao.int
Safety management in an era of growth: APAC and the GASP
Anthony Philbin Communications
Safety remains a key priority for this emerging APAC air traffic powerhouse.
Editor: Anthony Philbin
Tel: +01 (514) 886-7746 Fareed Ali Shah, ICAO APAC Regional Officer, Flight Safety, explains why all
E-mail: [email protected] regional stakeholders will need to actively participate in the ongoing application
Web site: www.philbin.ca of ICAO’s Global Aviation Safety Plan to meet the Region’s objectives . . . . . . . . . . . . . . 16

Production and Design PASO profile

Bang Marketing The Pacific Aviation Safety Office (PASO) is a registered international organization
Stéphanie Kennan in operation for the benefit of 13 Pacific Island Member States and is based in
Tel: +01 (514) 849-2264
Port Vila, Vanuatu. Alvin W. Tuala, PASO General Manager, explains his agency’s
E-mail: [email protected]
Web site: www.bang-marketing.com role in assisting its States, ICAO and other regional stakeholders . . . . . . . . . . . . . . . . . 18

ICAO Photographs: Gerry Ercolani Banking on BOBCAT

Andrew Tiede reports that in the two years since the web-based BOBCAT’s
Advertising (Bay of Bengal Cooperative Air Traffic Flow Management System) first trials,
FCM Communications Inc. significant gains have been experienced by all regional stakeholders, including
Yves Allard notable fuel and carbon savings for the affected airlines . . . . . . . . . . . . . . . . . . . . . . . . 19
Tel: +01 (450) 677-3535
Fax: +01 (450) 677-4445 EMARRSH and Efficiency
E-mail: [email protected]
The Revised Route Structure—Asia to Europe via the Middle East, South-of-
the-Himalayas (EMARSSH) Task Force leads the development of a revised route
Submissions
The Regional Report encourages submissions from structure to provide for increases in international and domestic traffic operating
interested individuals, organizations and States wishing between Asia and Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
to share updates, perspectives or analysis related to
global and civil aviation. For further information on Ramping-up for New Larger Aircraft
submission deadlines and planned issue topics for N.C. Sekhar describes the ongoing developments as his Region makes the
future editions of the Regional Report, please forward
your request to [email protected]
necessary adjustments to accommodate the emerging use of Code-F aircraft
such as the Airbus A380. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Published in Montreal, Canada. ISSN 0018 8778.
Regional players: ACI
The information published in the Regional Report was Maggie Kwok, Regional Director, ACI Asia-Pacific Region, describes how the ACI
correct at time of printing. The opinions expressed
Asia-Pacific Region will continue to engage in discussions with all international
are those of the authors alone and do not necessarily
reflect the opinions of ICAO or its Member States. organizations, most importantly ICAO and work closely with these partners to
Reproduction of articles in the Regional Report is serve our industry and to meet the challenges that lie ahead for the Region. . . . . . . . . . 30
encouraged. For permission, please forward your
request to [email protected] The Regional Report Regional players: IATA
must be credited in any reproduction. Rob Eagles, IATA APAC Director, Safety Operations & Infrastructure (SO&I),
Cover image: The Kinnara
describes why ICAO and IATA now need to work together with States to deliver
In Southeast Asian mythology, Kinnarees and Kinnaras the vision of an integrated, harmonised and globally interoperable ATM system . . . . . . . 34
are two of the many creatures that inhabit a mythical
forest known as Himavanta. Kinnarees have the head, APAC and ICAO’s Strategic Objectives
torso, and arms of a woman and the wings, tail and A review of how ICAO’s Strategic Objectives are being applied and encouraged
feet of a swan. She is renowned for her dance, song
in the APAC Region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
and poetry, and is a traditional symbol of feminine
beauty, grace and accomplishment. The Kinnara is her
APAC Office History
male counterpart and is idealised as a pragmatic lover
and celestial musician. The most famous Kinnari in An historical look at ICAO’s presence and performance in the Asia and Pacific Region . . . . 39
Thailand is the figure known as Manora (derived from
Manohara) in the Thai myth entitled Panyasa Chadok. eDocumentation and ATN implementation
Thai Airways International publishes a monthly maga- S.K. Saraswati, ICAO APAC Regional Officer, CNS, provides a detailed report
zine with the title Kinnaree. on how APAC’s new electronic document management system is now aiding in
PRINTED BY ICAO
APAC ATN implementation initiatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
 MESSAGE FROM THE DIRECTOR

Celebrating 60 years
of cooperation and
achievement
Mokhtar A. Awan joined ICAO APAC as Regional Director in January 2008. Prior to his appointment, he served his government in various
important positions. Throughout his 30-year career in national public service, Awan has dedicated himself to fostering and promoting
international civil aviation, focusing on a safe and secure civil aviation infrastructure including meteorological services, and remaining
engaged with worldwide multilateral/inter-governmental organizations. Awan served as the Representative of Pakistan on the Council of ICAO
from 2002-2006, and was nominated and served as a member of the Governing Board of the International Financial Facility for Aviation Safety
(IFFAS). Awan’s extensive experience in international civil aviation combines policy, practice and procedures for the planning and development
of the international air transport system.

ICAO provides a unique forum for upon its Regional Offices to maintain of civil aviation, which I think can be
consensus building on global priorities continuous liaison with the States to achieved, certainly, with the coopera-
relating to civil aviation. To fulfill its which they are accredited and with other tion and assistance of the States in
mandate effectively and to reinforce its appropriate organizations to promote the region. In this respect the APAC
commitment to States, ICAO continues the implementation of ICAO provisions Regional Office is committed to
to focus on priorities, improve coordina- and requirements. creating a stimulating environment for
tion, increase cost effectiveness and its Member States in which they can
reduce overlap, wherever necessary. It is a proven fact that aviation has a mutually shoulder their responsibilities
high economic and social impact in and fulfill their obligations under the
The role of ICAO is therefore of the Asia and Pacific region, directly Chicago Convention—toward the
immense significance in the generating millions of jobs and many international community in general and
development of aviation safety and billions of dollars to APAC GDP. The to the travelling public in particular.
sustainability around the world. The ever impressive growth of regional
changing technological, economic and economies, apart from offering great This year is especially significant for
political environments in which global potential and new opportunities for the ICAO APAC Regional Office as
civil aviation operates gives rise to new the air transpor t industr y, has also we celebrate the 60th anniversary
opportunities and challenges which the given birth to various complex and of our presence in this Region. During
Organization has to continually meet in delicate issues. The main challenge for these 60 years, the Office has been
order to satisfy the aspirations of its the APAC Region in the coming years an important representative of ICAO
Member States. To accomplish its tasks will be to manage the current tempo assistance to Member States as well
as set out in Article 44 of Chicago of growth while maintaining the safety, as a symbol and fulcrum of regional
Convention, the Organization relies security, sustainability and efficiency cooperation. The Office has been
located in the Kingdom of Thailand
since 1955, and through the generosity
of the Royal Thai Government enjoys the
ICAO Regional Report Asia-Pacific – 2008

use of excellent office and conference

facilities that benefit all stakeholders.

This edition of the APAC Regional

Report provides the history of the
office and describes many of its
achievements. I hope readers will
find the report informative.

Mokhtar A. Awan
ICAO APAC Regional Director

3
 APAC GROWTH

Growth in the APAC civil

aviation sector: An outlook
N.C. Sekhar is a civil engineer with three decades of experience in the design, development, construction and maintenance
of airport infrastructure. He took up the position of ICAO Regional Officer, Aerodromes and Ground Aids’ at the Bangkok
Office in November 2006. Prior to joining the Organization he was involved with the development of a Greenfield airport in
Bangalore, India, based on the PPP model. Sekhar also served ICAO TCB in Botswana from 1993 to 1999.

APAC civil aviation growth continues to outstrip all other regions of the world with no
foreseeable end in sight to this trend. This continuing expansion impacts regional
employment, infrastructure development and a broad range of additional economic drivers
that are mutually supportive of aviation’s success in the APAC Region, and as always ICAO
continues to provide leadership and vision to help regional stakeholders maintain the safety
and efficiency of air transport services to manage and guide this ongoing development.
N.C Sekhar provides some perspective on recent trends.

Aviation has recently experienced a phenomenal period of Over the 1995-2005 period, the aggregate economies of the
growth that has created new opportunities and new APAC Region grew at an average annual rate of 4.6 percent in
challenges for States, airlines, airport operators, aircraft real terms and the gross domestic product (GDP) per capita
manufacturers, air traffic service providers and other related increased at 3.25 per annum. The region has the largest share
air transport organizations. The development and growth of in the world economy despite a slowdown and recession
air transport depends on various factors including economic between 1998 and 2001. The economy bounced back in the
and trade growth, fuel price changes, airline productivity second half of 2003 with a surge in domestic demand coupled
gains and airports and airspace capacity. Traffic growth will with export growth boosted by increased global activity.
vary by geographic region because of the impact of specific
local or regional factors. Changes in personal income affect In 2007, the aggregate economies of the APAC Region
the level of consumer purchasing power and the propensity maintained its upward momentum at an average annual growth
to undertake leisure travel. rate of 7.3 percent. Developing countries contributed signifi-
cantly as their average GDP grew by 9.8 percent. The
economies of China and India showed remarkable GDP growth
at 11.5 percent and 8.9 percent respectively, driven by growing
exports, investment and growing demand. Asia’s newly
industrialised economies posted a 4.9 percent GDP growth.

Aviation growth

Worldwide, the total number of annual passengers has

grown by 46 percent in the past 10 years, as the number of
passengers flying climbed from 1.46 billion to 2.13 billion
per year. Freight tonne-kilometre figures show an almost
ICAO Regional Report Asia-Pacific – 2008

identical rate of increase. The International Air Transpor t

Association forecast notes that in 2011 the air transpor t
industr y will handle 2.75 billion passengers and 36 million
Global and regional economic developments tonnes of freight. International passenger demand is
expected to rise from 760 million passengers (2006) to
The world economy maintained its growth momentum in 2007 980 million in 2011 at an annual average growth rate of
despite higher prices for crude oil and refined products. The 5.1 percent.
Gross Domestic Product (GDP) grew at an estimated average
annual rate of 5.2 percent in real terms. Growth in emerging In 2006, 2.1 billion passengers traveled on scheduled
markets and developing countries remained very strong at 8.1 flights alone. To this must be added char ter and other
percent, well above the world average. aircraft operations. At the same time nearly 40 million

4
 tonnes of freight were carried by air,
Figure 1: Average growth in passenger traffic World and regions-1996-2006 from fresh produce to computer
equipment for the home and office.
12
10.3
Over the 1996–2006 period, the
10
scheduled passenger traffic of airlines
Average Annual Growth rate (%)

registered in the APAC Region grew at an

8
average rate of 5.5 percent per annum
5.7 5.9 compared to world average of 4.9
5.5
6 4.9 percent (Figure 1, left). The region’s
3.5 3.3 share of international traffic was 28
4
percent of the world traffic in 2006
(Figure 2, lower left). In 2007, the
2
international passenger traffic carried
in APAC is estimated to have grown by
0
Africa Asia/Pacific Europe Middle East North America Latin America World 6.6 percent. At the current pace of
traffic growth APAC will overtake the
European and North American (EUR/NAT)
Region within the next 10 years and
Figure 2: International scheduled air passenger traffic, become the largest transport market.
World and regions – 2006 (Total PKPs and percentage shares per region)
The bulk of this traffic growth will take
place in China and India, both in the
3.8% 2006 International Scheduled PKPs domestic and international segments.
3,941 billion
17.7% In freight traffic APAC is the second
largest Region next to the Americas,
with an annual growth rate of 8.6
39.9% Africa percent (2006)—two percent above the
world average. China is the leading
Asia/Pacific
7.4% player in the region (Figure 3, bottom
Europe left). The regions share of international
scheduled freight traffic was
Middle East
37.4 percent of the world traffic in
North America 2006 (Figure 4, page 8, top).

27.8% 3.3% Latin America

ICAO forecast

The ICAO global forecast is for an

average annual passenger growth rate
Figure 3: Average Growth in International Air Freight Traffic World and Region: 1996-2006 of 4.6 percent for the period 2005-2025,
when the total number of passengers
12
should reach some 4.5 billion and 6.5
percent for cargo traffic. The ICAO
10
8.6 average annual passenger growth rate
ICAO Regional Report Asia-Pacific – 2008

Average Annual growth rate (%)

8.1
forecast for the APAC Region is 5.8
8
6.7 6.6 percent and eight percent for cargo
traffic respectively.
6
4.9
3.6 3.9 Employment
4

Today, some 32 million jobs are linked

2
to civil aviation. Employment in airlines,
airports, air navigation services and
0
Africa Asia/Pacific Europe Middle East North America Latin America World
aerospace industries (5.5 million jobs),
plus indirect and induced multiplier

6
 Numerous airports, in their interest to
Figure 4: International scheduled air freight traffic, adjust capacity to the growing demand,
World and regions – 2006 (Total FTKs performed and percentage shares per region are restructuring their ownership and
management. These reforms are
2.8% 2006 International Scheduled FTKs enabled by liberalisation of economic
124,180 billion regulations. Still, significant investments
are required in a timely and efficient
18.6%
31.3%
manner to overcome and/or avoid
infrastructure bottlenecks. Privatisation
Africa has already occurred at several key
airports in Asia, namely: Tokyo-Narita;
Asia/Pacific
7.7%
Hong Kong; Manila Terminal; as well as
Europe Bangalore, Hyderabad, Delhi and
Mumbai airports in India. According to
2.1% Middle East
ACI, capital expenditures for airport
North America infrastructure in APAC amounted to
US$8 billion in 2007, representing a
Latin America
37.4% 14 percent increase over 2006.

ICAO leadership in aviation

effects account for 15 million jobs. Some fuel prices. The operating profit amoun- ICAO has sharpened its focus in how it
17 million additional jobs are supported ted to an estimated US US$12.9 billion assists its 190 Member States to strive
in a wide range of industries related to representing 2.9 percent of operating for the new benchmarks of 21st century
trade and tourism. Civil aviation’s exten- revenues. civil aviation. These benchmarks are:
ded global economic impact is estimated Optimum safety and security.
to be on the order of US$3.5 trillion— The airlines of the APAC Region enjoyed Worldwide liberalisation of air
equivalent to nearly eight percent of the positive operating results throughout transport.
global gross domestic product. the last decade. Preliminar y estimates A globally interoperable, harmonised
indicate that an operating profit of and seamless air traffic management
Airlines about US$800 million was achieved in system.
2006. In Asia/Pacific about 40 percent Maximum compatibility between
At the end of 2006 there were of airlines continue to be state owned the safe and orderly development of
approximately 796 carriers worldwide to a var ying extent. Privatisation of civil aviation and the quality of the
providing international and/or domestic state owned airlines has been one environment.
scheduled passenger services and about of the pre-eminent transformations in Further development of a unified
87 operating only scheduled all-freight air transpor t. global legal framework.
services. Between 1997 and 2006, the
reported number of commercial air Airports To this end ICAO has intensified its
transport aircraft in service increased leadership in a focused and proactive
by about 30 percent from 17,445 to According to Airports Council Interna- manner, based on four basic
22,685 (excluding aircraft with a tional (ACI) and based on reports from principles—implementation, per for-
maximum take off mass of less than 1,100 member airports, in 2006 the mance, results and transparency. These
9000kg). In 2006, 2,131 jet aircraft world’s airports processed 4.4 billion principles have helped in accelerating
ICAO Regional Report Asia-Pacific – 2008

were ordered (compared with 2,140 in passengers, 85.6 million metric tonnes the transition of ICAO to a per formance
2005) and 1,032 aircraft were delivered of cargo and 72.2 million aircraft and results-based organization. The
(compared with 918 in 2005). The movements. The APAC Region alone has mission of ICAO and of other members
backlog of unfulfilled orders at the end 96 ACI members operating 448 airports. of the world aviation community is to
of 2006 was 5,284 aircraft compared In 2006 these airports handled continuously improve the per formance
with 4,494 at the end of 2005. 1.1 billion passengers, 31.3 million of the global air transport system in all
tonnes of cargo and 10.4 million aircraft of these areas, so that it continues to
Preliminary estimates for 2006 indicate movements. Five (Tokyo, Beijing, Hong provide the immense socio economic
that the world’s scheduled airlines Kong, Bangkok Suvarnabhumi and benefits our global society has come to
experienced material operating profits Changi Singapore) out of the 25 busiest need and expect.
and overall net profitability despite rising airports worldwide are located in APAC.

8
 APANPIRG/RASMAG

Airspace safety
monitoring in the
APAC context
Andrew Tiede joined ICAO in 2004 as Regional Officer, Air Traffic Management (ATM) for the APAC region. He had previously held the
position of ATS Safety Manager with Airservices Australia for the Melbourne FIR. As well as holding formal qualifications including a
Bachelor of Aviation Studies, he has broad experience in management, air traffic management (including almost 20 years as an active air
traffic controller in Tower, Approach and En route roles) and aviation safety management, and also serves as an ANS auditor with ICAO’s
Universal Safety Oversight Audit Programme.

In addressing its responsibilities to its Regions, the ICAO APAC Air Navigation Planning and
Implementation Regional Group (APANPIRG) has established a Target Level of Safety for en
route airspace in the APAC Region of 5 x 10-9 fatal accidents per flight hour. The increasing
complexity of RVSM/RNAV/RNP requirements and the necessary State interactions led
APANPIRG to further establish the Regional Airspace Safety Monitoring Advisory Group
(RASMAG) to facilitate the safe implementation of reduced separation minima and CNS/ATM
applications, as well as to assist States in achieving the established levels of airspace safety
within the APAC Region. Andrew Tiede, ICAO APAC Regional Officer, Air Traffic Management
(ATM), provides the Report with a summary of these developments.

Over the past decade, ICAO has increasingly pursued The establishment of RASMAG
a sharper focus on ATS safety management by way of
the development of Standards and Recommended Practices As sub-regional implementations of reduced vertical
(SARPs) in Annex 11–Air Traffic Services and complementary separation minimum (RVSM) and reduced horizontal
arrangements in the Procedures for Air Navigation Services— separation minimum (RNAV 10, RNP 10, RNP 4) proceeded
Air Traffic Management (PANS-ATM Doc 4444). throughout the APAC region, the increasing complexity of
requirements and the necessary State interactions led
At the broadest level, Annex 11 requires States to establish APANPIRG/14 (August 2003) to establish the Regional
a safety programme in order to achieve an acceptable level Airspace Safety Monitoring Advisory Group (RASMAG).
of safety in the provision of Air Traffic Services (ATS). More
specific requirements exist for the implementation of safety The initial terms of reference for RASMAG focused on
management systems by Air Navigation Services Providers airspace safety monitoring to support operations in reduced
(ANSPs) that identify hazards, ensure remedial action and vertical and horizontal separation environments, but these
provide for the continuous monitoring and regular assessment were subsequently expanded to include consideration of
of the safety level achieved. the communications per formance of FANS 1/A data link
ICAO Regional Report Asia-Pacific – 2008

technologies and the automated ground-ground communi-

In addressing its responsibilities in this regard, the APAC cations between sophisticated ATC systems known as ATS
Air Navigation Planning and Implementation Regional Group Inter-facility Data Communications (AIDC).
(APANPIRG) has established a Target Level of Safety (TLS)
for en route airspace in the APAC Region of 5 x 10-9 fatal The formal objectives of RASMAG are to facilitate the safe
accidents per flight hour. APANPIRG also continues to implementation of reduced separation minima and CNS/ATM
encourage cooperative arrangements between States to applications, as well as to assist States in achieving the
undertake airspace safety assessments and to provide established levels of airspace safety within the APAC Region.
airspace safety monitoring for the introduction of airspace RASMAG reports directly to APANPIRG and meets twice yearly,
changes and reduction in aircraft separation minima, as in approximately May and December.
well as for ongoing operations.

12
 Safety assessment and monitoring for supported by the monthly submission The Pacific Approvals Registry and
international airspace is a complex by States of Large Height Deviation Monitoring Organization (PARMO),
process that requires the specific reports (LHD, being vertical excursion operated by the United States Federal
application of internationally recognised of 90m/300ft or more) in RVSM Aviation Administration.
and mathematically based collision risk operations and Gross Navigational
models to demonstrate that target levels Error reports (GNE, being lateral The Flight Information Regions (FIRs)
of safety can be met. Collision risk excursion of 15NM or more, or for which each RMA takes responsibility
models consider many parameters that longitudinal excursion of 10NM or have been described in the RASMAG
may include, for example, average aircraft more) in the horizontal environment. “List of Competent Airspace Safety
length, height and wingspan, as well as Monitoring Organizations”—a copy of
average along track speed and relative APAC RVSM Regional which is included with each RASMAG
cross track speed between aircraft pairs. Monitoring Arrangements report on the ICAO APAC Regional
Requirements for separation in the Office website: www.bangkok.icao.int.
vertical plane vary from those specified Perhaps the most visible of these spe-
for separation in the horizontal plane, cialist assessment bodies are the Following the introduction of RVSM in
and data link and ATS Inter-facility Data Regional Monitoring Agencies (RMAs), China in November 2007, the imple-
Communications (AIDC) applications which are specifically established to mentation of RVSM throughout the
also have different requirements. undertake the ongoing monitoring APAC Region is essentially complete,
of RVSM operations in order to meet with only implementations in the Ulaan
The complexity of these matters has ICAO Standards (which require Bataar FIR of Mongolia and the
necessitated the establishment of a such monitoring be conducted on a Pyongyang FIR of the Democratic
number of behind the scenes specialist regional basis). For the APAC Region, People’s Republic of Korea still to occur.
agencies that conduct the required APANPIRG-endorsed RMA services The regional RVSM monitoring arran-
safety assessment work. Under the are provided by: gements currently in place mean that
coordination of RASMAG, these The Australian Airspace Monitoring each RMA has the responsibility to
agencies work closely with affected Agency (AAMA), operated by inform RASMAG of the outcomes of the
regional States to gather and analyse Airservices Australia. periodic safety assessment process
data as part of continuous airspace The China RMA, operated by the and, in cases where the target level of
safety monitoring processes. To Air Traffic Management Bureau safety is not satisfied, identify the most
support this work, APANPIRG has (ATMB) of the Civil Aviation likely reasons for the non-compliance.
regionally adopted the month of Administration of China (CAAC).
December every year for the provision The JCAB RMA, operated by the As par t of the safety assessment
by all States of one month of Traffic Japan Civil Aviation Bureau. process, RMAs consider Large Height
Sample Data—essentially a count of The Monitoring Agency for the Asia Deviation (LHD) per formance in terms
every flight in international airspace for Region (MAAR), operated by of two components. Technical risk
every day throughout December. This is Aeronautical Radio of Thailand relates to the technical per for mance
(AEROTHAI). of equipment, including aircraft
altimetr y systems. Operational risk
arises from human per formance
Figure 1: Trends of Risk Estimates for the RVSM Implementation in WPAC/SCS Airspace
limitations and, in simple terms,
8.0E-09 means errors made by pilots and air
Vertical Collision Risk by Type
traffic controllers. A typical safety
7.0E-09 RVSM Implementation in the WPAC/SCS Airspace
The Current FLOS/FLAS assessment summarising the results
6.0E-09 of the airspace safety oversight in
ICAO Regional Report Asia-Pacific – 2008

5.0E-09 terms of the technical, operational,

and total risks for the RVSM imple-
4.0E-09
mentation in the Western Pacific/South
3.0E-09 China Sea (WPAC/SCS) airspace is
shown as Table 1 (page 15, top).
2.0E-09

1.0E-09 In addition, Figure 1 (left) presents an

0.0E+00 example of the trends of collision risk
Oct-06 Nov-06 Dec-06 Jan-07 Fev-07 Mar-07 Apr-07 May-07 Jun-07 Jul-07 Aug-07 Sep-07 estimates for each month using the
appropriate cumulative 12 months of
Technical Risk Operational Risk Roral Risk TLS for Technical Risk TLS for Total Risk

14
 TABLE 1: RISK ESTIMATES FOR THE RVSM IMPLEMENTATION IN WPAC/SCS AIRSPACE, AT MAY 2008
Source of Risk Lower Bound Risk Estimation TLS Remarks
Technical Risk 0.54 x 10-9 2.5 x 10-9 Satisfies Technical TLS
Operational Risk 3.03 x 10-9 – –
Total Risk 3.57 x 10-9 5.0 x 10-9 Satisfies Overall TLS

Large Height Deviation (LHD) reports, in this case since the way regional monitoring was managed, including the
October 2006. need for widespread regional height monitoring infrastructure
capability to be made available. Additionally, the RASMAG
Interestingly, the majority of LHDs in APAC RVSM operations considered that it was reasonable to expect that each RMA
result from errors in ATC Unit-to-ATC Unit coordination, with would need to carry out at least the following tasks:
up to 70 percent of LHDs being categorised in this way.
Using this data, intensive investigation by RASMAG and APAC Educate States and airspace users as to the roles and
Regional Office ATS working groups has led to improvements functions of an RMA.
in coordination arrangements between neighbouring area Establish the monitoring requirements to be satisfied
control centres, with consequent improvements in airspace by each operator.
safety performance. Coordinate with other RMAs so that monitoring results
are shared.
RASMAG continues to strongly support the introduction of Ensure that an adequate regional monitoring system
AIDC messaging capability between ATC Centres to enable infrastructure exists.
automated system messaging to take the place of human-
to-human coordination exchanges, particularly for routine The special steps which an operator must take in order to
circumstances. satisfy its fleet monitoring requirements will depend
on the monitoring infrastructure available within the airspace
Global long-term monitoring of RVSM height where it conducts its flights. There are two types of moni-
keeping performance toring systems available at present, both of which have been
specifically designed to determine aircraft total vertical error
One of the challenges to be addressed by RASMAG during and altimetry system error.
2008 is the preparation of an APAC regional impact
statement that summarises the estimated consequences The first type is a fixed ground-based system, termed a
for the Region of the adoption from 2010 of ICAO global Height Monitoring Unit (HMU). Such installations exist in
provisions for the long-term monitoring of the height Europe (three), Britain (one), USA (three plus two under
keeping per formance of each of the individual air frames construction) and Canada (two). Flying over one of these
involved in RVSM operations. systems will achieve a monitoring result, but flights must be
arranged to pass over one of the HMUs. The second type of
To be approved for operation in RVSM airspace, an aircraft monitoring system is a portable GPS-based Monitoring
must comply with technical requirements that ensure System (GMS), which requires placement of a specialised
that the aircraft will accurately maintain the actual height data collection device aboard each aircraft for one flight.
cleared by air traffic services. An air frame without a Unlike HMU systems, use of the GMS requires that an
current and satisfactory monitoring result is excluded from operator take special steps to arrange for monitoring by a
RVSM operations. Extensive height-keeping per formance service supplier. However, since the data collection device
data was collected globally to demonstrate the stability of is placed aboard the aircraft to be monitored, no alteration
Altimetry System Error (ASE), but the results to date to the operator’s flight pattern is required.
ICAO Regional Report Asia-Pacific – 2008

indicate that altimetry systems drift is more than what

was previously expected. This situation has led to Recent developments in the possible adaptation of geome-
amendments to Annex 6—Operation of Aircraft, that tric height information available from ABS-B and multilate-
require Contracting States to establish mechanisms for ration systems for use as the basis for RVSM height
monitoring height-keeping per formance at specified monitoring show promise, and testing continues in Australia
periodicity. The Annex 6 amendment is scheduled for and the United States. At present, however, no HMU
implementation in November 2010. facilities exist within the APAC Region and there is only
limited availability of the portable GMS systems. Accordin-
In considering these matters, APANPIRG/18 (September gly, the provision of adequate regional monitoring infrastruc-
2007) recognised that the implementation of long-term ture remains a continuing challenge to RVSM operations
monitoring requirements would have significant impacts in in the APAC Region.

15
 APAC AND GASP

Safety
management
in an era
of growth
Fareed Ali Shah joined the ICAO APAC Office
as the Regional Officer, Flight Safety in
March 2007. Prior to that he was with the
COSCAP-SA as the Regional Flight Operations
Inspector from 1999 and took over as the
Programme Coordinator in December 2002.
He is actively involved in the ICAO Safety
Oversight Audit Programme and delivery of
the ICAO Safety Management Systems
(SMS) training.

The introduction of more data-driven, Aviation has a high economic and social impact in the Asia and
proactive safety tools and systems is an Pacific region, directly generating millions of jobs and adding
ongoing process in ICAO and the APAC many billions of dollars to Asia-Pacific GDP.
Region in particular. As the area of the
In addition to these effects, aviation also generates significant
world that is most expected to drive global spin-off effects on the region’s economies—principally through
ICAO Regional Report Asia-Pacific – 2008

aviation growth in the coming decades, tourism and manufacturing. Aviation in the Asia-Pacific region
safety remains a key priority for this generates proportionately more economic activity than in other
emerging air traffic powerhouse and all parts of the world and, in light of the region’s size and complex
regional stakeholders, large and small, will geography, this is not surprising.
need to actively participate in the ongoing
application of ICAO’s Global Aviation Safety Looking to the future, global airline traffic is expected to
increase steadily to the year 2025 and the APAC region in
Plan to meet the required safety objectives.
particular will contribute significantly to this expected upsurge.
Fareed Ali Shah, ICAO APAC Regional Forecasters are looking to APAC to generate the highest share
Officer, Flight Safety, explains. of global air traffic increase within the next decade and note
that it will soon account for close to half the world’s air freight.

16
An obvious result of these projections complementary nature of these roles. October ICAO held a State safety
will be an increase in the number It is essential that all relevant stake- programme and safety management
of aircraft in operation in the Asia holders are involved in the development system implementation workshop in
and Pacific Region. This will present and implementation of any activities Bangkok. The workshop included
significant safety and logistical aimed at improving safety. Shared systematic guidance for the implemen-
challenges for a variety of the Region’s commitment to the objectives enshrined tation of key components of an SMS
aviation stakeholders. in the Chicago Convention is funda- and for the development of a State
mental to success. Safety Programme.
Today, safety statistics published by
ICAO point to a global air transport A key feature of the GASP is the The third safety initiative selected to be
system that is as dependable and description and provision of 12 inter- highlighted from the GASP relates to
trustworthy as it has ever been. related safety initiatives, three of which the ability of State and industry aviation
Everyone involved in our industry can, will now be explored in greater detail stakeholders to ensure that they are
and should, be proud of these results. and which are essential to current staffed with sufficient numbers of
At the same time, the forecast growth safety transformations now underway qualified personnel. Against the
in traffic and the increasing complexity throughout ICAO. forecast growth, a major challenge
of air operations dictate that all faced by all sectors of aviation concerns
stakeholders remain extremely vigilant. The first of these is the sharing and the recruitment, training and retention
free flow of safety data—data that is of technically qualified staff.
Aviation’s main challenge will be to required to assess aviation system
manage this growth while maintaining safety on a continuous basis, and to No doubt everyone agrees that a
the safety, security, sustainability and correct deficiencies when warranted. In properly resourced, skilled and
efficiency of civil aviation. order for this data to become available, appropriately trained workforce is a key
there needs to be an effective error element in maintaining safe operations,
ICAO’s strategy for safety is detailed in and incident reporting mechanism and a key aspect if the safety initiatives
its Global Aviation Safety Plan (GASP). which encourages open reporting and described above are to be implemented
The plan provides a common frame of protects data collected solely for the and managed in a sustainable manner.
reference for all stakeholders in order purpose of improving aviation safety.
to allow a more proactive approach to The free-flow of safety-related infor- Today, many countries are experiencing
aviation safety. The latest incarnation mation by everyone involved in air significant shortages of suitable
of the GASP was recently endorsed by transport, at every level, and across technical staff. As a result, aviation is
the ICAO General Assembly in every discipline, is an essential witnessing an increasing migration of
September 2007. condition for creating or strengthening professional staff between States and
partnerships among various stake- regions—inevitably to the detriment of
An important element of this plan is holders to resolve deficiencies. some while improving personnel
that it integrates the Global Aviation availability in others. In the long term,
Safety Roadmap developed by the The second safety initiative reflected this challenge can only be addressed
Industry Safety Strategy Group at the in the GASP and requiring mention if regulatory authorities and industry
request of, and with the support of, here is the consistent use of Safety cooperate and develop plans to more
ICAO. This industry group comprises Management Systems (SMS). SMS effectively manage this important
Airbus, Boeing, Airports Council represent the most effective way of human resource issue.
International, the Civil Air Navigation responding to the need for results-
Services Organization, the International based supervision of personnel and In conclusion, the forecast growth in
Air Transport Association, the functions with a relatively small traffic and the increasing complexity
ICAO Regional Report Asia-Pacific – 2008

International Federation of Air Line workforce. of air operations dictate that we remain
Pilots’ Associations and the Flight extremely vigilant. Safety is built on
Safety Foundation. ICAO encourages the adoption of SMS the principle of partnership and the
by service providers while providing cooperative approach to safety
The safety plan is therefore very firmly concrete assistance in the form of recognises that all stakeholders of the
founded on the principle of partnership. standards and related guidance aviation system need to be involved.
Although there are clearly identified material, as well as model legislation
roles played by the regulatory, industry, that facilitates the implementation
and other partners in civil aviation, in of effective SMS. In addition, ICAO
striving for greater aviation safety there provides several levels of safety
is also a clear need to emphasise the management training. This past

17
 PACIFIC AVIATION SAFETY OFFICE

PASO: Working to enhance

Pacific Island safety and security
By Alvin W. Tuala, General Manager, PASO

Alvin W. Tuala is the General Manager of the Pacific Aviation Safety Office based in Port Vila, Vanuatu. He has also served
as the Regional Transport Sector Adviser with the Pacific Islands Forum Secretariat based in Suva, Fiji, and prior to that he
was the Director of Civil Aviation for Samoa from 1999 through November 2005—overseeing all aspects of civil aviation
safety and security including work on air services in Samoa.

The Pacific Aviation Safety Office (PASO) is a registered PASO is responsible for overseeing regional aviation safety
international organization in operation for the benefit of 13 oversight for its membership. It does this primarily by
Pacific Island Member States and is based in Port Vila, Vanuatu. overseeing airport and airline operational safety and security
standards to ensure that they are met in all its Member
Pacific Islands Forum Aviation Ministers, at their meeting in States. Its core set of responsibilities includes the oversight
1998, adopted an Action Plan to adopt a policy framework for of flying operations, airworthiness, security, airports, and
safety regulation. Subsequently, in 2001, Forum Aviation personnel licensing for these disciplines.
Ministers met in Apia, Samoa and approved in principle an
intergovernmental cooperative approach to establishing an
office responsible for aviation safety, including security. In
2002, this was realised and the Pacific Aviation Safety Office
was opened in Vanuatu.

The current members of PASO are: Australia; Cook Islands;

Fiji; Kiribati; Papua New Guinea; Samoa; Solomon Islands;
Tonga; Vanuatu; Nauru; New Zealand; Niue and Tuvalu. PASO
membership is open to Forum Member States.

The Pacific Islands Civil Aviation Safety and Security Treaty

(PICASST) is a multilateral treaty formalising PASO under In addition, PASO aims to provide an advisory service to the
international law. This was opened for signing at the Forum national aviation authorities of participating States and to
Leaders Meeting in 2004 in Apia. On June 11, 2005, the provide support to the local aviation industry. PASO services
PICASST entered into force, following the receipt of the fifth are available to its membership, however it is anticipated that
signature on May 12, 2005. The parties to the PICASST are: other countries will join PASO over time as their needs require
Kiribati; Papua New Guinea; Samoa; Solomon Islands; Tonga; and as the organization demonstrates its value and
Vanuatu; Nauru; Tuvalu and Niue. Fiji, New Zealand and capabilities. It is also possible that some countries will utilize
Australia are working on signing PICASST soon. PASO services on a contract basis. PASO is designed to
accommodate future growth through both of these mecha-
PASO is governed by a Council of Directors comprised of nisms. The Pacific Island Leaders Forum, held in Niue in
representatives from each PASO Member Country and invited August of this year, fully supports the work that PASO is doing
observers who include the Association of South Pacific and urged its members to fully utilise the services that PASO
Airlines (ASPA), the Asian Development Bank (ADB), the has to offer. In their Communiqué, the leaders directed
International Civil Aviation Organization (ICAO), and the Pacific members to work closely to ensure that a sustainable funding
ICAO Regional Report Asia-Pacific – 2008

Islands Forum Secretariat (PIFS). mechanism is developed to ensure PASO is a viable and
thriving organisation, looking after Pacific countries aviation
The ICAO APAC Regional Office actively supports PASO, safety and security needs. It directed it members to provide
recognising its importance as a sub-regional safety oversight assistance to PASO in areas they could.
organization that provides a cost effective and harmonised
solution to assist States in strengthening their safety oversight At the moment, PASO suffers from a lack of financial
capabilities and fulfilling their obligations under the Chicago resources to fully carry out its mandate and is actively
Convention. In this regard, the primary goal of PASO is to provide, seeking assistance from outside donors. PASO is a worthwhile
in the long term, an improvement in quality and an extension of organisation that the Pacific can be proud of and is in line with
safety oversight at a lower total cost than would have to be paid ICAO’s vision of ensuring that members actively participate to
by the industry and Member States acting alone. meet international obligations.

18
BOBCAT AND THE KABUL FIR

Air traffic flow

management:
South Asia
style
In conjunction with the
ICAO Air Traffic Flow
Management Task Force,
the web-based Bay of
Bengal Cooperative Air
Traffic Flow Management
System, or BOBCAT, has
been developed by
Aeronautical Radio of Thailand to address
serious flight efficiency impacts caused
by the military operations in the Kabul
Flight Information Region. Andrew Tiede,
ICAO APAC Regional Officer, Air Traffic
Management (ATM), reports that
in the two years since the system’s first
trials significant gains have been
experienced by all regional stakeholders,
including significant fuel and carbon
savings for the affected airlines.

For many years, flights between South east Asia and RVSM flight level capacity was available as well as a
Europe have experienced restrictions to their operations multitude of ATS routes—with the result that airspace
arising from the military complexities within and around capacity was generally adequate.
Afghanistan. The limited number of ATS routes and
shortage of flight levels resulting from the non- Transit within the Kabul FIR, however, is restricted to
implementation of Reduced Vertical Separation Minima 10 minutes longitudinal separation on a limited number
ICAO Regional Report Asia-Pacific – 2008

(RVSM) meant that the Kabul Flight Information Region of ATS routes, using essentially two conventional flight
(FIR) of Afghanistan effectively acted as a ‘bottleneck’ levels (FL310 & FL350). Consequently, traffic handling
for this traffic flow, with particular impact on the night during the nightly traffic peak often required many en
time peak period traffic flows from Asia to Europe. route orbits, level changes, re-routings, holdings and
other high workload ATC interventions. With the majority
In order to accommodate prevailing circumstances at of flights at the edge of their per formance capabilities
European destinations, including nightly cur few for the typically 10- to 12-hour flight to Europe, the coarse
restrictions, airline scheduling resulted in a situation traffic management that was routinely necessary and
whereby 55 to 65 long-haul flights per night arrived at the consequent additional fuel burn resulted in many
eastern boundary of the Kabul FIR within a core three unscheduled (and expensive) technical stops prior to
hour period. On the South Asian side of Kabul FIR, full reaching destination.

19
 Figure 1: BOBCAT messages page showing Figure 2: Bangkok Air Traffic Flow Management Unit (ATFMU)
July 2007 implementation.

The South Asian solution terised tool—the Bay of Bengal As the system is software-based the
Cooperative Air Traffic Flow Manage- operational parameters can be readily
Under the auspices of the ICAO APAC ment System (BOBCAT) —was develop- and infinitely varied to address the
Regional Office, the Bay of Bengal and ed by Aeronautical Radio of Thailand specific needs of the prevailing ATFM
South Asia Air Traffic Flow Management Ltd. (AEROTHAI), the Air Navigation circumstances.
Task Force (ICAO ATFM/TF) was formed in Services Provider (ANSP) for Thailand.
early 2005 to attempt to address these ATFM Procedures
issues. A daily flow-sequencing period of Working with the ATFM/TF, AEROTHAI
four hours (2000-2359UTC), being the also established the 24-hour Air Traffic All BOBCAT-sequenced aircraft are
three-hour core traffic period plus a half- Flow Management Unit (ATFMU) at the required to conduct their flight in
hour buffer at either side, was identified Bangkok ACC, where the BOBCAT accordance with State AIPs and the Bay
as necessary. In addition to the large ser vers are hosted and coordination of Bengal and South Asia ATFM Users
numbers of affected flights originating of AWUT and Kabul FIR entr y fix times Handbook. The primary parties involved
from India, Malaysia, Pakistan, Singapore is managed. Appropriate ATFM in the ATFM procedures are:
and Thailand, the ATFM/TF identified procedures were developed, safety a) Airline dispatchers.
specific cases of long-haul flights originat- assessments completed and, with b) The Bangkok Air Traffic Flow
ing from China, Hong Kong, Vietnam, the suppor t from IATA, an operational trial Management Unit (ATFMU)
Philippines and Indonesia that would also of international long-range ATFM supported by the BOBCAT system.
transit the Kabul FIR during this period. procedures commenced during July c) Flight crews.
2006. Following the success of the d) ANSPs.
The need for an automated flow trial, daily ATFM procedures were per-
management tool to assist in regulating manently implemented from July 5, 2007 Airline dispatchers
the flow of traffic had also been recog- (see Figure 1, top) for the Bay of
nised by the ATFM/TF. A concept of Bengal and South Asia. Several hours prior to the agreed cutoff
operations was adopted whereby an time for slot requests (presently
allocated ‘wheels-up’ time (AWUT) and BOBCAT has flexibility in meting-out slot 1200 UTC), airline dispatchers log on
Kabul FIR entry fix time would be applied times depending on the traffic flow and to the BOBCAT website using their
ICAO Regional Report Asia-Pacific – 2008

to each flight, notwithstanding that the the requirements of the various ANSPs assigned secure username/password
Kabul FIR entry time would be applicable concerned. The current configuration and submit slot requests for waypoint,
typically five to six hours after airborne caters to westbound aircraft entering the time and flight level for entry into the
and up to 10 different ATC Area Control Kabul FIR during the nighttime peak period Kabul FIR. At the cutoff time, BOBCAT
Centres (ACCs) and many FIRs between 2000–2359UTC and sequences processes the slot requests and
downstream from departure. flights at an interval of 15 minutes— displays outcomes in terms of AWUT
comprising the 10-minute longitudinal and Kabul FIR entry fix parameters,
The BOBCAT system separation standard plus a five-minute including flight level, route, entry fix
buffer. The five-minute buffer time is and time on the respective slot
In conjunction with the ICAO ATFM/TF, expected to be reduced as the on-time allocation pages, as well as automa-
an automated and web-based compu- performance of affected flights improves. tically e-mailing slot results to all

20
 Figure 3: BOBCAT Slot Allocation page – Control Tower view Figure 4: BOBCAT Slot Allocation page – Enroute ACC view

airspace users concerned. In the event to liaise with all ACC’s and dispatchers ANSPS
that the slot assigned was not satis- involved in the ATFM process. The
factory, dispatchers have the ability to ATFMU also receives all flight plans ANSPs retain normal responsibility for
swap slots or select an unused slot and operational movement messages all separation and tactical ATS and
displayed on the BOBCAT website. for the flights involved. traffic management activities. To ensure
situational awareness of each night’s
Bangkok ATFMU Flight crews traffic, ANSPs also logon to BOBCAT to
view slot allocation results—using
Management of the BOBCAT system It is the responsibility of flight crews either the Control Tower view (Figure 3,
rests with the Bangkok ATFMU, shown to ensure that the aircraft is ready to top left) or En route ACC view (Figure 4,
in Figure 2 (page 20, top), which is taxi in time to meet the AWUT top right). These results show the
located adjacent to AEROTHAI’s ATC nominated by BOBCAT. Crews must wheels-up time for each aircraft from all
centre in Bangkok. The ATFMU is also adjust cruise flight to comply with departure points as well as the route,
staffed on a 24-hour basis to cater to BOBCAT slot parameters at the Kabul flight level, entry fix and time allocated
the evening westbound rush hour. The FIR entr y fix, requesting appropriate for entry into the Kabul FIR. In
Bangkok ATMFU has the capability to ATC clearances, including speed varia- accordance with ICAO PANS ATM
modify slot allocation at the request of tions, in accordance with published provisions, flights with an ATFM slot
affected airlines and also has a full AIP requirements. allocation should be given priority for
range of communications capabilities takeoff to facilitate compliance with
 Measuring the results
Figure 5: ATS Routes affected by ATFM procedures
in the Bay of Bengal and South Asia for flights transiting Before the implementation of the long-range ATFM
the Kabul FIR, period 2000 – 2359 UTC daily.
procedures, about 60 percent of the Europe-bound flights
from South east Asia and the Indian sub continent
experienced departure delays due to congestion along the air
routes between South east Asia and Afghanistan during the
evening peak hours. Frequently, aircraft en route had to
change their route, hold or orbit, or fly at non-optimum flight
levels as a result of this congestion.

Although work continues within the ATFM/TF to accurately

quantify the outcomes, the following benefits, amongst
others, have already been demonstrated:
a) ATFM sequenced aircraft now depart on their allocated
wheels-up time in an orderly fashion, which reduces
aggregate ground delay and ensures remaining ground
delays are absorbed with engines off.
b) En-route congestion is minimised and there is an orderly
entry into the Afghanistan airspace with a more even
distribution of aircraft across the available ATS routes.
c) Preferred optimal flight level allocation is achieved more
often and more reliably.
d) The re-routes around Afghanistan, which often resulted
in expensive technical stops, have been eliminated.
AWUT. ANSPs also conduct en-route traffic management in a e) Many benefits have been reported by en route ANSPs,
way that ensures that flights can be positioned at the characterised by orderly long haul traffic sequences
correct level and entry time for the Kabul FIR in accordance resulting in greatly reduced ATC workloads.
with the BOBCAT slot allocation. f) Similarly, for sequenced flights, the flight crew workload
has also been significantly reduced.
The strength of cooperation g) Based on information supplied from IATA and their member
airlines during mid 2007, the overall fuel savings for
Since the commencement of the ATFM operational trial (July aircraft using ATFM procedures during this nightly four-hour
2006, through December 2007), the nightly average number period is approximately 12 million kilograms of fuel per
of flights submitting a slot request has risen from 35 to about year, resulting in very worthwhile savings in direct
60 flights, with peaks exceeding 65 flights per night. This operating costs. When considered in an environmental
represents nearly a 50 percent increase over the 18-month context, these fuel savings also equate to a direct
period and again draws attention to the explosive traffic reduction in carbon dioxide emissions of more than 50
growth being experienced in Asia. million kilograms per year.

Seven primary States are involved—Afghanistan, Pakistan, More recently, as a direct result of the work of the ATFM/TF
India, Thailand, Malaysia, Myanmar and Singapore— Afghanistan had agreed to implement new ATS route
supported by an equivalent number of surrounding States. segment UL333 across the southern portion of the Kabul
Currently, over 35 airlines, the majority of whom are IATA FIR to link existing airway structures in Pakistan and Iran.
ICAO Regional Report Asia-Pacific – 2008

members, are consistently using the BOBCAT system for Simultaneously, as BOBCAT was reliably providing meted
facilitated transit through the Kabul FIR. traffic flows, Afghanistan was able to lift westbound
restrictions on usage of route B466 in Kabul FIR. Both the
The “C” in the BOBCAT acronym stands for “cooperative.” UL333 and B466 enhancements, as depicted in Figure 5
Accordingly, BOBCAT is a cooperative strategic ATFM tool that, (above, left), became effective on August 28, 2008 and not
in conjunction with ATFM procedures adopted by the ATFMU, only benefit operators during the nightly ATFM period but
ANSPs and airspace users, delivers efficient ATFM outcomes. also facilitate operations between Europe and South east
Success very much depends on the accuracy of the Asia on a H24 basis by providing alternate routings through
information provided by airline dispatchers as well as the the Kabul FIR.
cooperative efforts of ANSPs and flight crew to achieve the
final results of the BOBCAT sequence.

24
 AIR NAVIGATION

EMARSSH: Toward the development of

new APAC-EUR/NAT route structures
Kyotaro Harano joined the ICAO Asia and Pacific Office in 2004 as Regional Officer, Air Traffic Management (ATM) follow-
ing 20 years with the Japan Civil Aviation Bureau, initially as an air traffic controller at Nagoya Airport and Tokyo (Haneda)
International Airport, and then as the airspace management officer at Naha Area Control Centre with responsibility for
international liaison. During the period from 1996 to 1998 he worked at the ATM Section of ICAO Headquarters in
Montreal and, from 1999 to 2004, also served the International Federation of Air Traffic Controllers’ Associations as
the Technical Representative for APAC matters.

In 2000, the ICAO APAC Planning and Implementation Regional Group (APANPIRG) established
the Revised Route Structure—Asia to Europe via the Middle East, South-of-the-Himalayas (EMARSSH)
Task Force to lead the development of a revised route structure to provide for increases in
international and domestic traffic operating between Asia and Europe. The APAC Regional Report
provides a review of the conditions leading to and significant results of this vital initiative.
Historically, APAC ATS route design was harmonisation with both the Middle East In total, more than 30 FIRs were affected
based on early technology using ground- and European regions. by the EMARSSH implementations.
based aids to navigation and short/
medium-haul aircraft that made refueling The EMARSSH route structure was Essential to the successful conclusion of
stops en route between Asia and Europe. designed to support Required Navigation the project was the effective civil/military
The revised route structure implemented Performance (RNP) 10 operations, since coordination carried out by many of the
by the EMARSSH Task Force has been the majority of flights operating within the States across the vast expanse of the
designed to take advantage of advanced APAC Region were able to meet RNP route structure. Without this cooperative
satellite technology using RNP and RNAV 10 levels of navigational accuracy or effort in some areas characterised by
aircraft capability and for medium/long- better. The immediate gain was derived complex military interactions there would
haul aircraft. from the fact that EMARSSH routes have have been little chance in gaining the
been established 50NM apart without benefits that have now been realised.
To facilitate the work of the Task Force, affecting ATS operations on adjacent
APANPIRG appointed a Core Team led by routes, thus increasing airspace capacity. The implementation of the EMARSSH
the ICAO APAC Regional Office. Members This advantage was particularly route structure resolved some previously
of the Core Team were from Australia, significant over the Bay of Bengal, where, identified choke points, particularly
Hong Kong, India, Iran, Saudi Arabia, prior to the implementation of EMARSSH, those over the Bay of Bengal, and
Singapore and IATA. The conditions lead- 100NM lateral separation was the created much needed airspace capacity
ing to the development of the EMARSSH minimum required. enhancement measures for flights
route structure were as follows: between Asia and Middle East/Europe.
Existing aircraft capabilities and new EMARSSH has been implemented in two This produced substantial benefits for
CNS/ATM technology phases. In the first phase, additional both airspace users and Air Navigation
and procedures were used to develop routes between Perth and Jakarta, as well Service Providers (ANSPs). Significantly,
an ATS route structure as between Auckland/Sydney/Melbourne the route restructure paved the way for
to reduce congestion, enhance safety, and Surabaya, were implemented in the implementation of RVSM over the
and minimise environmental impact. December 2001. Subsequently, over a Bay of Bengal and Arabian Sea.
The EMARSSH trunk routes were series of meetings, the EMARSSH Task
ICAO Regional Report Asia-Pacific – 2008

developed primarily for international Force developed a set of parallel routes Airlines too welcomed the new route
long-haul and medium-haul flights. spaced at a minimum of 50NM apart structure. IATA reported that the new
As much as possible, the EMARSSH across the Bay of Bengal, India and the network of air routes connecting Australia,
trunk routes were laterally separated, Arabian Sea. In addition, the Task Force Asia, the Middle East and Europe save
with minimal crossings that could result realigned some routes over the Saudi 30 minutes of travel-time, reduce ground
in choke points. Peninsula and Egypt, as well as delays for departures to Europe from
The need for full coordination amongst developing routes through the Tehran FIR Singapore, Kuala Lumpur and Bangkok,
the involved APAC ANSPs and airspace to add to the capacity available in the and reduce fuel costs by a conservative
users, and, due to the length of the Kabul FIR. All these routes were estimate of US$55 million per year
routes, the requirement for increased implemented in the second phase on (in 2002 dollars and oil prices).
November 28, 2002.

25
 NLA AIRPORT PREPAREDNESS

APAC Airports
Ramping-up for
New Larger Aircraft
Since the debut of the
very first commercial
aircraft, the aviation
industry has experienced
constant improvements in
the speed, range and size
of its fleet, with size in
particular having the
greatest impact on the design and
operations of airports. ICAO and airport
operators have always risen to meet the
challenges that each new generation
of aircraft has posed, especially with
respect to the continuous adaptation of
the physical characteristics of airports.
N.C. Sekhar describes the ongoing
developments in this area.

In the early 1990’s, major aircraft manufacturers

announced that plans were in hand to develop aeroplanes
larger than the Boeing 747-400 and which would be
capable of carrying more than 500 passengers. In
response, ICAO carried out a study from 1995 to 1997 with
the participation of several States, selected international
organizations and aircraft manufacturers, to develop
appropriate ICAO provisions to facilitate aerodrome
development for these new larger aircraft. The result of
this research and consultation was the development by lengths greater than 76m but not including 90m were also
ICAO of the new Code F standards for airports. developed and included in the new Annex 14, Volume I.

ICAO Provisions In order to provide States with information on the issues

concerning aerodrome facilities and services, air traffic
The ICAO study led to Amendment 3 to Annex 14—Volume I— management and flight operations which should be considered
ICAO Regional Report Asia-Pacific – 2008

Aerodrome Design and Operations. The amendment was for accommodating New Larger Aircraft (NLA) operations at
adopted by the ICAO Council in March 1999 and became existing aerodromes, ICAO also published the new Circular 305.
applicable from November 1, 1999. A new aerodrome This document provides guidance on conducting aeronautical
reference code, letter ‘F,’ to cover aeroplanes with wingspans studies, including the development of alternative measures,
from 65m up to but not including 80m, and an outer main operational procedures and operating restrictions, specifically to
gear wheel span from 14m up to but not including 16m, was assist existing airports that do not currently meet the relevant
established. New specifications on aerodrome physical Code F specifications.
characteristics (runway width, taxiway width, shoulders,
taxiway minimum separation distances etc.) for Code F In support of the implementation of the new Code F specifications
aircraft, as well as rescue and fire fighting specifications for in Annex 14, Volume I, ICAO has amended the Aerodrome Design
aircraft with maximum fuselage widths in excess of 7m and Manual, Part 1—Runways and Part 2—Taxiways, Aprons and

28
 COMPARATIVE OVERVIEW: A 380-800 AND B 747-400
Airbus A380 – 800 Boeing 747 – 400 Airbus A380 – 800 Boeing 747 – 400
Passengers 555 (33%) 400 Height 24 m (24%) 19.6 m
Wingspan 79.75 m (24%) 65 m Fuselage Width 7.14 m (10%) 6.4 m
Length 72.6 m (2%) 70 m Maximum ramp weight 560 tons (40%) 400 tons

Holding bays, to provide important the baggage claim carousels, etc. The such as lamp and sign posts, extension
additional guidance material to States. airport’s third terminal, opened in of blast fences, upgrading the aircraft
In cooperation with IATA, ICAO is also January 2008, has been completely stands for fixed ground power, pre-
actively progressing with the revision of designed and built incorporating A380 conditioned air, and air bridges to serve
the Airport Services Manual, Part 5— requirements. In all, Changi now opera- the upper deck. In addition, Rescue and
Removal of Disabled aircraft. tes 19 A380 compatible stands as well Fire-fighting (RFF) capability has been
as two additional stands for handling upgraded to ICAO Category 10.
Airport readiness in APAC freighter versions of the super jumbo.
Narita, Kansai and Nagoya International
In order to accommodate the A380, Kuala Lumpur International Airport (KLIA) Airports, Japan
many APAC States have either
incorporated the new ICAO Code F KLIA has invested US$30 million to Narita Airport has completed its enhan-
standards in the design and construction upgrade its facilities for A380 cement works in May 2008. Kansai
of new airports, or have employed operations. The project commenced in airport has commissioned a second
them when modifying existing airports 2006 and was completed in December runway and the new airport in Nagoya
to receive the A380. The world’s first 2007. The project provided for a 60m was opened in February 2005, fully
commercial flight of the A380, on wide runway with 7.5m shoulders on compliant with Code F requirements.
October 25, 2007, was a milestone both sides, widening taxiways, relocation
in Asia/Pacific aviation history. of runway holding positions and stop Suvarnabhumi International Airport,
bars, provision of five apron stands with Bangkok
Changi International Airport three aerobridges for each stand,
terminal expansions, etc. Designed from the onset and construct-
The A380 marked a new chapter in ed for ICAO Code F requirements, the
Changi airport’s history—as this was Hong Kong International Airport (HKIA) Suvarnabhumi Airport in Bangkok was
the first airport in the world to operate opened for operations in September 2006.
the aircraft commercially with Singapore In anticipation of A380 commercial The airport has two Code F runways.
Airlines. To prepare for the A380, operations, HKIA has invested
Changi invested about US$60 million HK$67 million on its own enhancement China and Korea
on upgrading the airport facilities, works. The project commenced in April
widening existing runway shoulders, 2005, and was completed in June 2006. Three International Airports in China,
widening the runway/taxiway and Phase 1 of the project provided for namely Beijing, Shanghai Pudong and
taxiway/taxiway intersections, gate widening taxiway shoulders associated Guangzhou International Airports are
modification, installation of a third with the southern runway and the cross also now A380 compatible. In addition,
aerobridge providing direct access to the field taxiways, relocation of 15 runway Incheon Airport in the Republic Of Korea
A380’s upper deck, enhancements to holding positions, relocation of objects is A380 compatible.
 THE ACI VIEWPOINT

What’s next for APAC?

By Maggie Kwok, CDSM, Regional Director, ACI Asia-Pacific Region

Maggie Kwok formerly had a distinguished career with the Customs & Excise Department, HKSAR. She has extensive
experience in the area of world trade facilitation, has worked in strong partnership with the airport community through
her career, and was instrumental in making Hong Kong an international and regional air logistics hub. In mid-2006,
Mrs. Kwok joined the ACI, Asia-Pacific Region as Regional Director.

On behalf of the ACI Asia-Pacific Region, in all regions in 2007, with APAC developed to help minimize aviation’s
I would like to congratulate the ICAO experiencing the largest CE growth rate impact on the environment and aid its
Bangkok Regional Office on the occasion (14.3 percent) of any region in the sustainability.
of its 60th anniversary. world. With these types of staggering
figures at hand an obvious question ACI has also been participating actively
The Airports Council International (ACI) might be: on safety matters together with ICAO
has been working closely with ICAO and submitted several safety-related
since ACI’s establishment in 1991 as “What’s next for the Asia-Pacific Region?” working papers in the last ICAO
the first international association Assembly. ACI encourages airport
representing the common interests of Surging APAC traffic currently poses a operators, together with their regulators,
airport operators around the world. great challenge to our industry. Over the to focus on airport certification as a
next 20 years this will be further driven high priority. It believes regulators
The aviation industry has been going by the strong economic growth of should apply ICAO standards but avoid
through changes in recent years that emerging economies in the region— an excessively prescriptive approach to
almost defy imagination, and in the such as China and India. ACI believes safety regulation.
Asia-Pacific Region particularly the that a shortage in airport capacity is
industry is witnessing a boom that therefore the most urgent problem that ACI believes airport user charges
surpasses all our earlier expectations. our industry faces. China alone expects should be established through consul-
According to the ACI Global Traffic to construct 49 new airports in the next tation between airport operators and
Forecast, 2006-2025, the industry will five years as well as to launch 700 users wherever possible. ACI advocates
grow at an average rate of 4.0 percent additional airport-related projects. that airports should continue to engage
per annum in the next 20 years, with Governments must continue to recognize in partnership with airlines and the local
the Asia-Pacific Region becoming the that the shortage in airport capacity is civil aviation authorities on a number
world’s largest aviation market by 2025. indeed an urgent issue in light of the of issues, including airport charges,
The aviation industry is providing over fact that airports and the broader environmental programmes tailored to
4.5 million jobs worldwide that are aviation industry they serve play such local communities and contingency
directly dependent on airports and a vital role as engines of economic plans to deal with outbreaks of
airport operations and airports will growth, trade and tourism—contributing communicable diseases.
continue to be the most important significantly to both regional and global
source of jobs created in the aviation prosperity. The ACI Asia-Pacific Region will
industry. In the year 2006, airports in continue to engage in discussions with
Asia-Pacific employed some 950,000 ACI encourages its members to become all international organizations, most
on site. carbon neutral and I am proud to state importantly ICAO and work closely with
that airports in our region have adopted these partners to serve our industry
ICAO Regional Report Asia-Pacific – 2008

Airports today are no longer simply a number of effective measures in this and to meet the challenges that lie
infrastructure providers. They have area. In April 2008 our industry took a ahead for the Region.
become commercially successful significant step forward by signing a
entities contributing to the growth of joint declaration and committing itself
regional economies and higher level of to a carbon neutral growth to help
customer satisfaction. Non-aeronautical tackle the climate change problem.
revenue for airports continues to grow The majority of the airports in the Asia-
and now accounts for 45.7 percent of Pacific Region are very supportive of
revenues for airports in this region. this declaration and I am confident that
Capital Expenditure (CE) rose sharply further excellent projects will be

30
 IATA, ICAO AND APAC ATM

ICAO and IATA in APAC:

Working together
By Rob Eagles, IATA APAC Director, Safety Operations & Infrastructure (SO&I)

Rob Eagles holds the position of IATA Director, Safety Operations & Infrastructure (SO&I) Asia Pacific, headquartered in
Singapore. Prior to his current assignment, Eagles worked closely with ICAO from IATA HQ to develop global policy for
ATM technology. Eagles’ 20 years of civil and military air traffic management experience includes leadership positions in
military and civil operations. He is an Air Traffic Controller by profession and holds a master's degree in Air Transport
Management from City University in London, England.

IATA has a long history of close coopera- route structure was the culmination of The future
tion with the ICAO APAC Office, assisting a two-year effort which saw IATA, the
and supporting their vision of an integrat- international airlines, States, military Airlines throughout the world are in
ed, harmonised and globally interoperable authorities and charting companies all crisis mode. The cost of fuel has risen
Air Traffic Management (ATM) system. working together as an effective team out of proportion with all other direct
APAC is one of the fastest growing Regions under the guidance of ICAO. operating costs, and fuel now
in the world and, by 2010, it will be largest represents over a third of airlines’
aviation market in the world. This presents Air Traffic Flow Management (BOBCAT) operating expenditure compared to an
obvious challenges for both ICAO and IATA, average 16 percent in 2004. This is
but there are many examples of how the The growth of long-haul flights between despite the fact that fuel efficiency has
effective working relationship between South east and Western Europe over improved 19 percent since 2002.
ICAO and IATA has delivered significant the last five years resulted in flights
ATM benefits to the aviation industry. Two experiencing lengthy delays. This was The United Nations Intergovernmental
such achievements are EMARSSH (Europe, caused by an unregulated flow of Panel on Climate Change (IPCC) has
Middle East, Asia Route Structure South of flights through Kabul FIR and European identified that improvements in
the Himalayas) and BOBCAT (Bay of Bengal airpor t cur fews. The situation was infrastructure, including ATM as well as
Cooperative ATFM Advisory System). clearly unacceptable and IATA request- operational procedures, could reduce
ed that Air Traffic Flow Management aviation fuel burn by eight to 18
EMARSSH (ATFM) be introduced for long-haul percent. The opportunity for many of
flights through Kabul airspace during these operational efficiencies is based
A review of the route structure between peak hours. Additionally, choke points on utilising the improved technical
Europe and Australasia (south of the in the Bay of Bengal had to be capabilities of today’s modern aircraft
Himalayas) in 2000 identified that removed (editor’s note—for more systems. The complimentary investment
significant improvements were needed on this topic see the related ATFM- required in ATM technology, however,
to enhance efficiency. Flights were BOBCAT article on p. 19). has lagged behind and ATM procedures
suffering lengthy delays and were in many parts of the Region are still
unable to fly at their optimum altitude. In 2005, ICAO established an ATFM based on outdated methodologies.
IATA engaged the help and support of Task Force to address the problem as
the ICAO APAC Regional Office to extensive coordination and agreement ICAO and IATA now need to work
address this issue (editor’s note—for between the States was required. The together with States to deliver the vision
more on this topic see the related user requirements for the ATFM system, of an integrated, harmonised and
EMARSSH article on p. 25). called BOBCAT (Bay of Bengal globally interoperable ATM system. The
ICAO Regional Report Asia-Pacific – 2008

Cooperative ATFM Advisory System), APAC priority work areas include flexible
The EMARSSH project was completed in were collectively defined and then ATS route management over China,
November 2002 providing a more developed by Aerothai of Thailand. ICAO India, Pakistan and Afghanistan. The
efficient route structure that stretches and IATA leadership helped ensure the cooperation of all stakeholders is
halfway across the world. Flight times success of BOBCAT. It is an example of critical, but it is the leadership of ICAO
between Australia and Europe were how improvements in air traffic that is vital to make this vision a reality.
reduced by up to 30 minutes, and fuel management can be achieved when The strong relationship between ICAO
consumption reduced by at least 25,000 States co-operate to solve cross and IATA, developed over many years,
tonnes annually (2002 data) with an boundary inefficiencies, leading to a provides an excellent platform
associated saving of 79,000 tonnes of more efficient and environmentally to expedite this critical work.
CO2. The implementation of the new friendly air transport operation.

34
 REGIONAL ACCOMPLISHMENTS

Implementing ICAO’s
Strategic Objectives for the
benefit of APAC aviation
ICAO continues to provide important and effective assistance to all of APAC’s Member
States and aviation stakeholders through the various programmes and mechanisms
implemented by the APAC Regional Office. In this report, ICAO APAC itemises recent
achievements and developments in the context of the Organization’s Strategic Objectives
for the 2005-2010 timeframe.

ICAO works to achieve its vision of assist States in the preparation of the APAC Air Navigation Planning and
safe, secure and sustainable their national position for WRC-2007. Implementation Regional Group
development of civil aviation through As a result of these effor ts, suppor t (APANPIRG). The document assists
cooperation amongst its Member was secured for the ICAO position by Meteorological Watch Offices in the
States. To implement this vision, the most States at regional forums as well region to implement changes to
Organization has established the as at the WRC-2007. Frequency lists SIGMET-related provisions included in
following Strategic Objectives for the for communication and navigation Amendment 74 to Annex 3, and also
period 2005-2010: facilities were updated and published, ensures standardisation and
assisting States in the resolution of harmonisation of procedures and
A. Safety—Enhance global civil harmful inter ference in aeronautical formats in accordance with the
aviation safety radio bands. SIGMET Guide.
B. Security—Enhance global civil
aviation security An ICAO Annex 2-compliant RVSM Agreements were reached that existing
C. Environmental Protection—Minimise Flight Level Orientation Scheme (FLOS) States/agencies providing airspace
the adverse effect of global civil was implemented in the Western safety monitoring services for the APAC
aviation on the environment Pacific/South China Sea area during Region would continue indefinitely to
D. Efficiency—Enhance the efficiency July 2008 to replace previous flight absorb the costs of providing these
|of aviation operations level arrangements. This will resolve services, thereby obviating the need for
E. Continuity—Maintain the continuity safety concerns related to the regional funding arrangements.
of aviation operations excessive number of flight-level Separate financial agreements were
F. Rule of Law—Strengthen law transitions which were required at the signed between India, IATA and Boeing
governing international inter face between the ‘island’ of that enable Boeing to provide Central
civil aviation modified FLOS previously used in the Reporting Agency services to support
Western Pacific/South China Sea area ADS/CPDLC data link operations in the
Under the leadership of the APAC and the ICAO single-alternate FLOS Bay of Bengal and Arabian Sea areas.
ICAO Regional Report Asia-Pacific – 2008

Regional Office, the following are used in surrounding areas.

some of the recent regional A Search and Rescue (SAR) Workshop
achievements that support the Dedicated actions taken by the RVSM was conducted, resulting in actions for
implementation of ICAO’s Strategic Scrutiny Group enabled RVSM operations the registration of ELT beacons, review
Objectives at the local level. in the Western Pacific/South China Sea of the APAC SAR Capability Matrix by
area to achieve and maintain compliance the ICAO-IMO joint Working Group on
Strategic Objective A: Safety with the regional target level of safety. SAR, and promotion of relationships
between the APAC Heads of Maritime
Regional Preparator y Group Meetings The four th edition of the ASIA/PAC Safety Agencies (APHMSA), APANPIRG
for ITU's World Radiocommunication SIGMET Guide was posted to the ICAO and the ICAO/IMO joint Working Group
Conference (WRC-2007) were held to APAC website after its adoption by on SAR.

36
RVSM Task Force meetings and safety monitoring activities early 2008 creating the Asia and South Pacific Initiative to
led by the Regional Airspace Safety Monitoring Advisory Group Reduce Emissions, or ASPIRE. This partnership will work with
(RASMAG) facilitated the successful and accelerated all affected stakeholders to address emissions reduction
implementation of metric RVSM throughout all airspaces of across the entire APAC Region.
China. China has established an RVSM Regional Monitoring
Agency to ensure continuous ICAO-compliant monitoring of the APANPIRG/19 (September 2008) amended the Terms of
safety of RVSM operations in China’s sovereign airspace. Reference of the ATM/AIS/SAR Sub Group to ensure ATS
environmental initiatives are consistently identified and
The eighth edition of the Flight Inspections Catalogue for the progressed, and that the Sub Group acts as the APAC regional
Asia and Pacific Regions was published and provided to States focal point for the reporting of outcomes from ATS
for sharing resources. Twenty-sixth and Twenty-seventh editions environmental initiatives.
of the AFTN Routing Directory for the Asia and Pacific Regions
were also published, reflecting recent developments and Strategic Objective D: Efficiency
facilitating the exchange of aeronautical information between
Member States. Long-range international air traffic flow management
procedures were implemented across the Bay of Bengal and
The APAC Regional Office has developed and implemented an South Asia to manage nighttime peak traffic periods through
on-line air navigation deficiency database which is available on the Kabul FIR (Afghanistan).
the ICAO APAC website via secured access.
Additional airspace capacity was made available in Afghanistan
CNS and ATS missions were carried out to assist States in the by the lifting of westbound traffic restrictions on airway B466 in
resolution of air/ground communication deficiencies in the Kabul FIR and implementation of a new route segment (UL333)
South Asia area as identified by the seventeenth meeting of across the southern portion of the Kabul FIR to link existing
APANPIRG within the framework of Special Implementation route networks in Pakistan and Iran.
Projects (SIPs) for the year 2007. Advice was provided to the
States concerned in the resolution of identified deficiencies. Discussions were facilitated between China, Mongolia, the
Russian Federation and IATA resulting in increased flexibility for
The APAC Office supported the implementation of Safety access to entry/exit points into China for polar route systems
Management Systems (SMS) by providing State-specific ICAO and the inclusion of non-scheduled flights.
SMS Train-the-Trainer courses in several States.
A widespread operational trial in the Central and South Pacific
Strategic Objective B: Security is using RNP 4 capabilities to increase airspace capacity by
enabling application of 30NM lateral/30NM longitudinal
The APAC Office continued to support and provide guidance to reduced horizontal separations. Implementation of
States in relation to: threats (actual and emerging); training 30NM/30NM reduced horizontal separations using RNP 4 is
(directly to States or via the regional Aviation Security Training expected in the North Pacific during 2009/2010.
Centres); emerging AVSEC developments; compliance with
SARPS (Annexes 17 and 9); follow-up USAP audit missions and A successful operational trial of datalink ADS/CPDLC in the
recommendations; and through involvement with CASP-AP South China Sea area resulted in the operational
initiatives and TCB projects in the Region. implementation of ADS/CPDLC services from April 2008 and
implementation of 50NM lateral/50NM longitudinal reduced
Strategic Objective C: Environmental Protection horizontal separations using RNP 10 on some routes from
July 2008.
The implementation of the APAC ATS Route Catalogue includes
ICAO Regional Report Asia-Pacific – 2008

provision for the identification of environmental benefits Consequent to the inclusion of ATN/IPS in Annex 10, Volume III,
realised through track distance reductions. for the provision of Aeronautical Fixed Services (AFS), the APAC
Region has decided to implement ATN over IPS in addition to
Continuous and comprehensive activities are undertaken in ATN over OSI at the Backbone Boundary Intermediate Systems
relation to the establishment and revision of ATS routes through- (BBIS) by 2011.
out the APAC Region, resulting in several efficiency improve-
ments with associated and significant environmental benefits. Strategies for Aeronautical Mobile (R) Service and Surveillance
were developed to assist States with their communication
Recognising the potential impact that such a partnership could infrastructure planning and implementation. Strategies for the
have on emissions reduction efforts worldwide, the United provision of navigation services and the implementation of
States, Australia and New Zealand signed a joint statement in GNSS navigation capability in the APAC Region were updated

37
 based on recent developments to A set of guidance materials was Plan’ prepared by the Task Force has
assist States in implementation. The developed and provided to the States been released by APANPIRG to assist
Regional Air Navigation Plan, in respect to foster implementation of an ADS-B States in preparing State PBN
of aeronautical mobile service (AMS) Out surveillance service. States were Implementation Plans and ICAO
and aeronautical mobile satellite encouraged to implement requirements continues to develop the concept of
service (AMSS), was comprehensively for ADS-B Out avionics equipage for a Regional Flight Procedures Design
reviewed and updated. aircraft operating in their airspace Office to enable the accelerated
providing ADS-B services, with a target implementation of PBN provisions
The ICAO Five Letter Name Codes and date of 2010. States were also widely across the Region.
Route Designators (ICARD) database encouraged to share ADS-B-derived
was adopted for regional application. surveillance data. Strategic Objective E: Continuity
Efficiencies and safety benefits relating
to the reduction of duplicate name Regional PBN seminars were conducted The National ATM Contingency Plan
codes are already being realised and and the APAC PBN Task Force was for Indonesia was finalised and
password-protected direct logon by established to accelerate promulgated as the model for the
airspace planners from all States implementation of PBN regionally. An APAC Region.
commenced from mid-2008. interim ‘Regional PBN Implementation

ADDITIONAL REGIONAL OFFICERS WHO HAVE CONTRIBUTED TO ICAO APAC’S ACHIEVEMENTS IN ITS REGION

In addition to the ICAO APAC executive and the office’s invaluable support personnel, the following Regional Officers have contributed
significantly, along with the authors of the other articles in this publication, to the efforts extended thus far as ICAO APAC continues to fulfill
the Organization’s Strategic Objectives for global aviation.

Tony Blackiston
Tony Blackiston joined ICAO APAC as Regional Officer, Aviation Security, in October 2007. Prior to that he
was an Australian Diplomat based in Singapore, an Aviation Security Coordinator for an ICAO Technical
Cooperation Bureau project and held a variety of positions with the Australian Government and two police
forces. Tony holds undergraduate degrees in human resource management and management and a
master’s degree in international relations.

Christopher Keohan
Christopher Keohan, Regional Officer, Aeronautical Meteorology, joined the ICAO APAC Regional Office in
June 2008. He has worked on wind shear systems in the development phase at MIT Lincoln Laboratory
and during the operational phase at the Federal Aviation Administration. Recently, he developed a wind
shear training course for the FAA International Training Division, contributed to updating the ICAO Manual
on Wind Shear and authored an article on wind shear systems in the ICAO Journal.
ICAO Regional Report Asia-Pacific – 2008

Li Peng
Li Peng has been with ICAO as Regional Officer, Communications Navigation and Surveillance (CNS)
for the APAC Region since December 1997. Prior to joining ICAO, he was working with the General
Administration of Civil Aviation of China as Executive Director and General Manager of Civil Aviation
Telecommunication Corp. He has more than 30 years experience in planning, procurement, installation
and management of CNS facilities and systems and in General Administration including working as
a telecommunications engineer and an inspector.

38
A HISTORY OF SUCCESS

The ICAO Asia and Pacific Office–Bangkok:

60 years of service to States
Rod Graff has held the position of Deputy Regional Director at the ICAO APAC Office in Bangkok since July 2007. He has 28 years of
experience in aviation, mostly in the field of ATM, and began his career as an operational air traffic controller, later working as an ATC
instructor in both Australia and the UK. Graff also held various positions in ATC management, ATS incident and accident investigation,
and ATM policy. From October 2000 to December 2005 he was a member of the ICAO Air Navigation Commission (ANC) nominated by
Australia. The ICAO Council appointed him President of the Air Navigation Commission for 2004 and 2005.

With ICAO approaching the 60th anniversary of its strong commitment to and important
leadership role within the Asia and Pacific (APAC) Region, the APAC Regional Report wished
to provide a brief history of the APAC Office and its activities in a Region that will prove
fundamentally important to the success of global aviation strategies and objectives over
the coming decades.

The ICAO Asia and Pacific Office, initially named the Far East occupied in June 1989. Since then, the Regional Office has
and Pacific Office, was established in 1948 at Melbourne, resided at its present location, (252/1 Vibhavadi-Rangsit
Australia. On October 28, 1952, the ICAO Council accepted Road, Chatuchak). In 2004, the Royal Thai Government built
the invitation of the Kingdom of Thailand to relocate the a new conference facility for ICAO on the Chatuchak site. This
office from Melbourne to Bangkok. United Nations agencies facility, named the Kotaite Wing in honour of the former
already located in Bangkok at the time included the Food President of the ICAO Council, significantly increases the
and Agriculture Organization (FAO), the United Nations capacity of the office and helps it to bring together Asia and
Children’s Fund (UNICEF) and the Economic Commission for Pacific States and international organizations to work
Asia and the Far East (ECAFE)—which eventually became cooperatively to enhance the safety, security, efficiency, and
today’s Economic and Social Commission for Asia and the environmental performance of air transport in this important
Pacific (ESCAP). Region of the world.

In 1953 the Royal Thai Government completed construction Over its 60 years of history, the level of APAC civil aviation
of a new building for all UN agencies called “Sala activity has increased considerably, achieving double-digit
Santitham” (Hall of Peace) on Rajadamnoen Avenue. ICAO growth while participating in and being witness to some of the
was offered free accommodation in the ground floor. outstanding developments in international civil aviation. From
Thereafter, the ICAO Office relocated from Melbourne the advent of turbine engines and jet aircraft in the 1960s,
commencing December 1, 1954, and became functional on through the development of massive new airports since the
January 3, 1955. In April 1980, the Regional Office was 1980s, and onward to the development of its new satellite-
renamed the Asia and Pacific Office. based Communications, Navigation, Surveillance, and Air
ICAO Regional Report Asia-Pacific – 2008

Traffic Management (CNS/ATM) system, the APAC Region

In the early 1980s, a decision was made to demolish the continues to be a key factor in the continued and outstanding
wing of Sala Santitham occupied by ICAO to make way for growth of the global aviation sector and remains crucial to the
new UN conference facilities. Meanwhile, the Royal Thai challenges facing worldwide air transport stakeholders as we
Government generously agreed to build a completely new move forward.
facility for ICAO near the Chatuchak Park. In the intervening
period, from September 1985, the Regional Office moved to 37 Member States are currently accredited to the Asia and
temporary quarters at the Rajapark Building on Asoke Road. Pacific Office, while liaison is carried out on a continuous
basis with the non-Member State Tuvalu and 15 additional
The cornerstone for the new building was laid at a ceremony territories in the Pacific. In addition, the office liaises
on February 10, 1988, and the facility was completed and regularly with the FAA and IATA regional offices in Asia, as

39
 1987 Rajapark 1956 Sala Santitham

well as with various UN agencies in Providing assistance to States— surveillance, meteorology, search
Bangkok through its UNCT activities. capacity building. and rescue, aeronautical information
Identifying deficiencies and providing services, flight safety, aerodromes
The primary role of the APAC Regional assistance for corrective actions. and ground aids, and aviation security.
Office is to foster implementation by Coordination with other ICAO Regions The personnel of the Regional Office
States of the ICAO Standards and to ensure harmonised implemen- includes specialists in all these
Recommended Practices (SARPs), tation of standards, programmes disciplines. These professionals
Procedures for Air Navigation Services and technologies. conduct visits to States in the Region
(PANS), as well as the Organization’s Channeling feedback from States and arrange regular seminars and
Regional Air Navigation Plan, in order to to ensure the ongoing improvement workshops in their respective fields to
provide for the safety, security and of ICAO provisions. provide a forum to exchange knowledge
efficiency of the APAC air transport and expertise for the benefit of State
network. These measures include: ICAO advice and assistance is therefore administrations and other stakeholders.
Promoting and monitoring the provided in technical air transport fields More than 40 such meetings, seminars
implementation of the Global Air such as air traffic management, and workshops are held annually at the
Navigation Plan, SARPS and PANS. communications, navigation, Bangkok Regional Office specifically,

APAC’S UNIQUE COOPERATIVE FRAMEWORK

The possible impact of the Y2K computer problem was considered to be a potential threat to the safety, efficiency, and regularity of
international civil air transport operations. In an effort to assist States to prepare for the Y2K date change and any negative consequences to
air transport, the ICAO Regional Office initiated a comprehensive action plan which included the development of a Regional Y2K Contingency
Plan agreed by States of the region—as well as airspace users. The plan included the specification of one-way contingency routes for
international air transport.

As part of this contingency plan, National Y2K Air Traffic Contingency Management Centres in each State and a regional Y2K Coordination
Unit in Bangkok were established. Their purpose was to facilitate a flow of critical information from States on their operational status as a
ICAO Regional Report Asia-Pacific – 2008

result of the Y2K date rollover through a central regional unit for dissemination to other affected parties. The national centres and regional
units, along with the one-way contingency route system, were activated during the December 31/ January 1 date rollover.

By its nature, the results achieved by all concerned—the ICAO Regional Office, State administrations, and international organizations and
other stakeholders—in the contingency planning and the activation of the Regional and State contingency plans could be described as unique
in the history of the APAC Region and indeed aviation throughout the world. Many of the parties concerned considered that the methodology
used to put the plan in place as well as the work done in its activation on a mutual basis could also be used in the planning and
implementation of other important aviation initiatives.

This cooperative approach continues to be a hallmark of those tasks that require regional co-ordination and agreement. More recent
examples include the EMARSSH (p. 14) and Air Traffic Flow Management (p. 10) initiatives also described in this Report.

40
while additional events, hosted by APAC States, are
suppor ted by regional office professional staff.

Since re-locating to Bangkok, ICAO has held three major

Regional Air Navigation (RAN) Meetings for the Asia and
Pacific Region: 1973 in Honolulu; 1983 in Singapore; and
1993 in Bangkok, respectively. In order to help ensure the
seamless implementation of air navigation systems, the
APAC Air Navigation Planning and Implementation Regional
Group (APANPIRG) was established by the ICAO Council in
1991 and had its first meeting in April 1992 at the
Regional Office. Since then, APANPIRG has been working
towards ensuring continuous and coherent development of
the APAC Regional Air Navigation Plan and facilitating the
implementation of the corresponding air navigation systems
and ser vices—with due observance of the primacy of air
safety, regularity, and efficiency of civil air navigation.
2008 Kotaite Wing Chatuchak

APANPIRG is of primar y impor tance to help ensure the

successful implementation of the associated ICAO
provisions in a timely and orderly manner. Currently,
APANPIRG has three main contributor y bodies: the
ATM/AIS/SAR Sub-group; the CNS/MET Sub-group;
and RASMAG. There are also 11 smaller exper t bodies
established to work on specific tasks. Consequently,
there is a large amount of work, including Secretariat
work, required in order to achieve the various objectives
and work programme of APANPIRG.

In addition, the APAC Regional Office suppor ts and is

considered a key par tner of the Annual Conference of APAC
Directors General of Civil Aviation which is hosted by
Member States within the APAC Region on a rotating basis.
This series of conferences commenced in 1960 and is
currently scheduled up to 2014 for the 51st Conference.
The 45th of these events is to be hosted by Malaysia from 1985 Rajapark
November 24-28, 2008. The agreed topic for this next
gathering will be: Cooperating towards enhanced aviation
safety, security, efficiency and environment. This will be
followed by Conferences in Japan, Macao SAR China, New
Caledonia and the Maldives in the succeeding years.

The 50th APAC DGCA Conference (the Golden Jubilee) is

planned to be held at the ICAO Regional Office in Bangkok
ICAO Regional Report Asia-Pacific – 2008

in 2013. ICAO ser ves the conference as its Secretar y

and is closely involved in its planning, management and
follow-up. Informal in nature, and therefore allowing the
par ticipating Directors General to discuss any issue openly
and frankly, these conferences provide a strong catalyst
for effective cooperation among the Member States of
the region.

2003 Chatuchak

41
 EFFICIENCY IN DOCUMENT MANAGEMENT

eDocumentation and ATN implementation

Sujan Kumar Saraswati, an Electronics Engineer, joined the ICAO APAC Office as Regional Officer, CNS, in 2007. He
holds a Ph.D. and, prior to his current appointment was working with Airports Authority of India as Regional Executive
Director and Executive Director, CNS Planning. Saraswati has more than 35 years of experience in planning, procure-
ment, installation, ground/flight calibration, maintenance and training on CNS facilities and in general administration
as an Airport Director and Regional Executive Director.

In order to improve its efficiency and provide effective cooperative tools for its regional
stakeholders, ICAO APAC has implemented a new Electronic Documentation Management
(EDM) system that provides web access and automatic versioning updates—minimising the
need for paper-based materials. S.K. Saraswati, ICAO APAC Regional Officer, CNS reports
on how the system is now aiding in APAC ATN implementation initiatives.

With the advent of computer technology, The most sophisticated method conventional systems, EDM offers the
few documents today are produced by currently adopted is to use an Electronic following benefits:
hand but many are still transferred by Document Management (EDM) system, a) It's able to handle different kinds
printing them out and sending them by whereby the documents are stored of media, or even create new media.
mail or couriers. A slightly more centrally on a server and users are able b) Pattern recognition software
sophisticated method is that by which to interact with this central repository aids in scanning a document for
the documents are both produced through interfaces implemented using specific items.
digitally and transferred digitally as standard web browsers. c) More powerful computing has
e-mail attachments. This process opened up more elaborate ways of
certainly speeds up document transfer, EDM systems focus on facilitating the manipulating electronic documents
but in terms of document management management of documents per tinent through linkages meaning less need
it hardly offers any improvement over to par ticular enterprises, projects and to omit details from electronic
the current situation, particularly if the work groups on a computer network. documents in order to make them
document is required to be referred to In addition to overcoming the convenient for handling. This leads to
by a large number of users. problems identified above with few structural constraints on the
representational form of information.

Figure 1: Information on link between Japan and the U.S. Implementation of EDM in ICAO APAC

To derive the best advantages of the

benefits now available from advanced
technological options, an Electronic
Document Structure has been created
to assist the implementation of the
Aeronautical Telecommunication
Network (ATN) in ICAO APAC.

An elaborate document structure,

ICAO Regional Report Asia-Pacific – 2008

captioned ATN/AMHS Implementation

Projects has been created and posted on
the ICAO APAC website. This document
structure can be accessed through the
link ‘APAC Regional Implementation
Projects’ provided on the APAC website.
The link provides access to:
AMHS ATN NSAP Interim Database.
Planning Info-implementation
Status/Focal Contact Point.

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 ATN Implementation Documentation Tree.
ATN Implementation Forum (restricted). Figure 2: Snapshot of the cursor selection ‘Strategy for
Implementation of ATN in the Asia/Pacific Region’.

AMHS ATN NSAP Interim Database

The ATN inter-network router manages a set of inter-

connected aeronautical End Systems (ES), Intermediate
Systems (IS) and Sub-network (SN) elements. End users
include air traffic ser vices, aeronautical operational control,
etc. ATN ES and IS elements make use of both global and
local network-layer addresses during the process of routing.
In this context, the term global is used to refer to a Network
Ser vice Access Point (NSAP), and local is used to refer to
Sub-network Point of Attachment (SNPA) addresses. It is
proposed to maintain a register of the ATN/AMHS NSAP
addresses, as these are required to be unique. This database
is currently being developed.

Planning Info-implementation Status/Focal Contact Point

The document provides information at different levels for

different options. Basic screen view, which can be accessed
by selecting the ‘Planning Info-implementation Status/Focal
Contact Point’ link, provides the planned APAC ATN structure, the third level the matrix has been categorised in terms of
identifying the Backbone Boundary Intermediate System services (Inter face Control Documents, Implementation
(BBIS) and Boundary Intermediate System (BIS) sites and the Documents, Reference Documents) on one axis and facility
links between them. In the ‘Hovering’ option selected in the (ATN Router, AMHS, Directory, System Management and
index, when the cursor is taken to the link between two nodes System Integrity) on the second.
a table gets generated providing information on the nodes
connected by the link, the speed of transmission, media At the second level, basic information about the document
protocol and the status of implementation of that link. (title, latest version, brief description of the purpose of the
Figure 1 (p.42, bottom), for example, shows information on document, contents, etc.) can be accessed by clicking on the
the link between Japan and United States. The table gets icon for that document. A link referring to the details about
replaced automatically as the cursor is moved over different the ‘Strategy for Implementation of ATN in Asia/Pacific
links. The same cursor, if it is taken to a node (say Japan), Region’ has been selected as depicted in Figure 2 (above).
gives the details of the Contact Focal Point in that State for
matters pertaining to ATN implementation. Provision has also At the third level, the whole document can be viewed by
been made to access different categories of information clicking on the link provided in the table displayed at the
through dedicated screens. second level. Some of the documents, however, are password
protected. Thus, any document can be accessed to the extent
In short, all the information required for the project can be and depth of information required just by clicking on the icon
gathered through a single screen in a matter of seconds. for that document.
Updating of information also becomes much easier, as it is
required to be corrected at one place only, with said update ATN Implementation Forum
ICAO Regional Report Asia-Pacific – 2008

being cascaded automatically to all other versions of the

document on the network. The link provided in the document also leads to a restricted
access section for the ICAO APAC ATN Forum. The forum
ATN Implementation Documentation Tree provides a platform for various Working Groups and Sub-
working Group members to exchange information on issues
Twenty-nine documents have been created to provide relevant for ATN implementation in the Region. Discussions
guidance and facilitate the harmonised implementation on identified issues can be accessed and, if required,
of ATN in the region. The chapter opens with a matrix decisions can be reached. The forum also assists individuals
containing references to 29 documents, with the ICAO involved with the implementation of ATN to seek answers to
high-level documents at the top and documents categorised their questions from experts.
as ‘Regional Planning Documents’ at the second level. At

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