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appreciably affecting airspace users or service provided
outside the airspace of the (single) State involved, coordination
requirements are naturally few or non-existent. Such cases are
believed to be few.
5.4 In the case of multi-State ventures, detailed coordination
leading to formal agreement of the emerging contingency
plan should be undertaken with each State which is to
participate. Such detailed coordination should also be undertaken
with those States whose services will be significantly
affected, for example by re-routing of traffic, and with
international organizations concerned who provide invaluable
operational insight and experience.
5.5 Whenever necessary to ensure orderly transition to
contingency arrangements, the coordination referred to in this
section should include agreement on a detailed, common
NOTAM text to be promulgated at a commonly agreed
effective date.
6. Development, promulgation and
application of contingency plans
6.1 Development of a sound contingency plan is
dependent upon circumstances, including the availability, or
not, of the airspace affected by the disruptive circumstances
for use by international civil aviation operations. Sovereign
airspace can be used only on the initiative of, or with the
agreement or consent of, the authorities of the State concerned
regarding such use. Otherwise, the contingency arrangements
must involve bypassing the airspace and should be developed
by adjacent States or by ICAO in cooperation with such
adjacent States. In the case of airspace over the high seas or of
undetermined sovereignty, development of the contingency
plan might involve, depending upon circumstances, including
the degree of erosion of the alternative services offered,
temporary reassignment by ICAO of the responsibility for
providing air traffic services in the airspace concerned.
6.2 Development of a contingency plan presupposes as
much information as possible on current and alternative routes,
navigational capability of aircraft and availability or partial
availability of navigational guidance from ground-based aids,
surveillance and communications capability of adjacent air
traffic services units, volume and types of aircraft to be
accommodated and the actual status of the air traffic services,
communications, meteorological and aeronautical information
services. Following are the main elements to be considered for
contingency planning depending upon circumstances:
a) re-routing of traffic to avoid the whole or part of the
airspace concerned, normally involving establishment of
additional routes or route segments with associated
conditions for their use;
b) establishment of a simplified route network through the
airspace concerned, if it is available, together with a
flight level allocation scheme to ensure lateral and
vertical separation, and a procedure for adjacent area
control centres to establish longitudinal separation at the
entry point and to maintain such separation through the
airspace;
c) reassignment of responsibility for providing air traffic
services in airspace over the high seas or in delegated
airspace;
d) provision and operation of adequate air-ground
communications, AFTN and ATS direct speech links,
including reassignment, to adjacent States, of the
responsibility for providing meteorological information
and information on status of navigation aids;
e) special arrangements for collecting and disseminating
in-flight and post-flight reports from aircraft;
f) a requirement for aircraft to maintain continuous
listening watch on a specified pilot-pilot VHF frequency
in specified areas where air-ground communications are
uncertain or non-existent and to broadcast on that
frequency, preferably in English, position information
and estimates, including start and completion of climb
and descent;
g) a requirement for all aircraft in specified areas to display
navigation and anti-collision lights at all times;
h) a requirement and procedures for aircraft to maintain an
increased longitudinal separation that may be established
between aircraft at the same cruising level;
i) a requirement for climbing and descending well to the
right of the centre line of specifically identified routes;
j) establishment of arrangements for controlled access to
the contingency area to prevent overloading of the
contingency system; and
k) a requirement for all operations in the contingency area
to be conducted in accordance with IFR, including
allocation of IFR flight levels, from the relevant Table of
Cruising Levels in Appendix 3 of Annex 2, to ATS
　
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