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portions of airspace and with airspace users concemcd.
Note I.- Guidance rnatcrinl relating to the ~lev~loprnent,
pronlrrlgcrtiorr and implementation of corrtingenc?. plans is
contained rn ilttachtnerzt D.
Note. 2.- Coittingency plans nta?. constitllte a rrnlporur?
deviation finm the approved regional air ttul~zgaiion plons;
siuclt devin~ionsu re approved, as necessary b?, the President of
rhe ICAO Co~incil on hehaw of the Conncll.
27/11/03
No. 42
Attachment C Annex I I -Air Trafjic Services
3.1.2 When cruising level changes arc unavoidable, all
available aircraft lighting which would improve the visual
detection of the aircraft should be displayed while changing
levels.
3.2 Collision avoidance
If, on receipt of a traffic information broadcast from another
aircraft, a pilot decides that immediate action is necessary to
avoid an imminent collision risk, and this cannot be achieved
in accordance with the right-of-way provisions of Annex 2, the
pilot should:
a) udess an alternative manoeuvre appears more appropriate.
immediately descend 150 m (500 ft), or 300 m (1 000 ft)
if above FL 290 in an area where a vertical separation
minimum of 600 m (2 000 ft) is applied;
b) display all available aircraft lighting which would
improve the visual detection of the aircraft;
C) as soon as possible, reply to the broadcast advising
action being taken;
d) notify the action taken on thc appropriate ATS frequency;
and
c) as soon as practicable, resume normal flight level,
notifying the action on the appropriate ATS frequency.
3.3 Normal position reporting procedures
Normal position reporting procedures should be continued at
all times, regardless of any action taken to initiate or
acknowledge a traffic information broadcast.
ATT C-3 27111103
No. 42
ATTACHMENT D. MATERIAL RELATING TO CONTINGENCY PLANNING
(see 2-28)
1. Introduction 2. Status of contingency plans
1.1 GuideIines for contingency measures for application
in the. event of disruptions of air traffic services and related
$upporting services were first approved by the Council on
27 Junc 1984 in response to Assembly Resolution A23-12,
following a study by the Air Navigation Commission and
cclnsultation with States and international organizations concerned,
as required by the Resolution. ' h e guidelines were
subsequently amended and aniplifietl in the light of experience
gained with the application of contingency measures in various
parts of the world and in differing circumstances.
1.2 Thc purpose of the guiclelines is to assist in providing
for the safe and orderly flow of illternational air traffic in the
event of disruptions of air traffic services and related
supporting services and in preserving the availability of major
world air routes witlun the air transportation system in such
circumstances.
1.3 The guidelines have been developed in recognition of
the facl that circumstances before and during event$ causing
disruptions of services to international civil aviation vary
widely and that contingency measures, including access to
designated aerodromes for humanitarian reasons, in response
to specific events and circumstances r n ~ ~bset adapted to these
circu~nstances. They set forth the allocation of responsibility
atnong States and lCAO for the coirduct of contingency
planning and the measures to be taken into consideration in
developing, applying ant1 terminating the application of such
plans.
1.4 The guidelines are based on expericnce which has
shown, inter alia, that the effects of disruption of services in
particular portions of airspace are likely to affect significantly
the services in adjacent airspace, thereby creating a requirement
for international coordination, with the assistance of
ICAO as appropriate. Hence, the role of ICAO in the field of
contingency planning and coordination of such plans is
described in the guidelines. They also reflect the experience
that ICAO's role in contingency planning must be global and
dot limited to airspace over the high seas and areas of
undetermined sovereignty, if the availability of major world air
routes within the air transportation system is to be preserved.
Finally, they further reflect the fact that international organizations
concerned, such as the International Air Transport
Association (IATA) and the International Federation of Airline
Pilots' Associations (TFALPA), are valuable advisers on the
practicability of overall plans and elements of such plans.
Contingency plans are intended to provide alternative facilities
and services to those p~ovidcdfo r in the regional air navigation
　
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