AWM
24 MAY 13
AIR TRAFFIC CONTROL
© Jeppesen, 1999, 2013. All Rights
Reserved. Contingency Procedures AU
1 WEATHER DEVIATION PROCEDURES
1.1 The following procedures provide guidance for pilot action when weather deviations are required in Oceanic
Controlled Airspace (OCA). As all possible circumstances cannot be covered, the pilot’s judgement must ultimately
determine the sequence of actions to be taken.
1.2 If the aircraft is required to deviate from track to avoid weather, and prior clearance cannot be obtained, an ATC
clearance must be obtained at the earliest possible time. In the meantime, the aircraft must follow the procedures
detailed in paragraph 1.6.
1.3 The pilot must advise ATC when a weather deviation is no longer required, or when a weather deviation has been
completed and the aircraft has returned to its cleared route. Further deviations from route will require new clearance.
1.4 WEATHER DEVIATIONS — OBTAINING PRIORITY FROM ATC
1.4.1 When a pilot initiates communications with ATC, the requirement for frequency priority and a rapid response may
be indicated by use of the phrase, “WEATHER DEVIATION REQUIRED”.
1.4.2 A pilot retains the option of initiating communications using the urgency call “PAN PAN” (preferably spoken three
times) to alert all listening parties of a special handling condition which requires ATC priority for issuance of a clearance
or assistance.
1.5 WEATHER DEVIATIONS — PILOT-CONTROLLER COMMUNICATIONS ESTABLISHED
1.5.1 When communication between the pilot and controller (via third party) is available, the pilot must request
clearance to deviate from track advising, where possible, the extent of the expected deviation. The controller will then
initiate the following:
a. if there is no conflicting traffic in the lateral dimension, issue a clearance to deviate from track; or
b. if there is conflicting traffic in the lateral dimension, establish vertical separation and issue a clearance to deviate
from track; or
c. if unable to establish vertical separation, and there is conflicting traffic in the lateral dimension:
1. advise the pilot that clearance for the requested deviation is not available;
2. provide traffic information about, and to, all affected aircraft; and
3. request pilot’s intentions.
Example Phraseology:
“UNABLE (requested deviation), TRAFFIC IS (call sign, position, altitude, direction), ADVISE INTENTIONS”.
1.5.2 The pilot must:
a. comply with the ATC clearance issued; or
b. advise ATC of intentions and execute the procedures detailed in paragraph 1.6 below; and
c. if necessary, establish voice communications with ATC to expedite dialogue on situation.
1.6 WEATHER DEVIATIONS — REVISED ATC CLEARANCE NOT OBTAINED
1.6.1 Under the provisions of the rules of the air, and in the interests of safety to do so, the pilot may deviate from the
route or track as necessary.
1.6.2 If a revised air traffic control clearance cannot be obtained and deviation from track is required to avoid weather,
the pilot must conform with the following:
a. If possible, deviate away from an organized track or route system.
b. Broadcast the following at suitable intervals on the frequency in use and on 121.5 MHz (as a back-up, the VHF
inter-pilot air-to-air frequency 123.45 MHz may be used):
1. aircraft identification (operator call sign),
2. flight level,
3. aircraft position including track code or ATS route designator, and
4. intentions including the extent of deviation expected.
c. Watch for conflicting traffic both visually and by reference to TCAS/ACAS (if equipped).
d. Turn on all exterior lights (commensurate with appropriate operating limitations).
e. When deviations are less than 10 NM, remain at the level assigned by ATC.
f. For deviations greater than 10 NM, when the aircraft is approximately 10 NM from track, initiate a level change
based on the following criteria:
Route Centerline Track Deviations >10 NM Level Change
EAST LEFT Descend 300 ft
000° – 179° Magnetic
RIGHT Climb 300 ft
WEST LEFT Climb 300 ft
180° – 359° Magnetic
RIGHT Descend 300 ft
g. If contact was not established prior to deviating, continue trying to contact ATC to obtain clearance. If contact
was established, continue to keep ATC advised of intentions and obtain traffic information.
h. When returning to track and within approximately 10 NM of track, be at assigned flight level.
1.7 AIRCRAFT DEVIATIONS — GREATER THAN MODERATE TURBULENCE
1.7.1 If greater than moderate turbulence is experienced, and the pilot believes it will impact on the aircraft’s capability
to maintain the Cleared Flight Level (CFL), the pilot should proceed as follows:
a. watch for possible conflicting traffic and make maximum use of exterior lights;
b. broadcast call sign, position, level, nature and severity of turbulence, and intentions on 121.5 MHz (inter-pilot
frequency may be used as a back-up);
c. notify ATC as soon as possible and request level change if necessary; and
d. if the CFL cannot be maintained, execute established contingency procedures to leave assigned track or route.
NOTE: Based on pilot advice and traffic assessment, the ATS provider may suspend RVSM operations.
1.8 AIRCRAFT DEVIATIONS — OTHER THAN WEATHER
1.8.1 The following procedures are applicable primarily when sub-sonic aircraft require rapid descent and/or turn-back
or diversion to an alternate airport. The pilot must take actions as necessary to ensure the safety of the aircraft. The
pilot’s judgement will determine the sequence of actions to be taken, taking into account specific circumstances.
1.8.2 If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised clearance must, whenever
possible, be obtained prior to initiating any action, using the radiotelephony distress or urgency signal, as appropriate.
1.8.3 If prior clearance cannot be obtained, the pilot must advise air traffic control as soon as practicable, advising the
type of aircraft and nature of the problem. The aircraft should be flown at a flight level and on an offset track where other
aircraft are least likely to be encountered. Until a revised clearance is received, the pilot must comply with the following:
a. If possible, deviate away from an organized track or route system.
b. Broadcast the following at suitable intervals on the frequency in use and on frequency 121.5 MHz (as a backup,
the VHF inter-pilot air-to-air frequency 123.45 MHz may be used):
1. aircraft identification (operator call sign),
2. flight level,
3. aircraft position including track code or ATS route designator, and
4. intentions including the extent of deviation expected.
c. Watch for conflicting traffic both visually and by reference to TCAS/ACAS (if equipped); and
d. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
1.8.4 If unable to obtain a revised ATC clearance, the aircraft should leave its assigned route or track by turning at least
45° right or left in order to acquire a same or opposite direction track offset 15 NM from the assigned track centerline.
When possible, the direction of turn should be determined by the position of the aircraft relative to any organized route
or track system (eg, whether the aircraft is outside, at the edge of, or within the system). Other factors to consider are
the direction to an alternate airport, terrain clearance, any strategic lateral offset being flown and the levels allocated to
adjacent routes or tracks.
[Link] When leaving assigned track:
a.
if the intention is to acquire a same direction offset track, the pilot should consider limiting the turn to a 45 degree
heading change, in order not to overshoot the offset contingency track; or
b. if the intention is to acquire and maintain an opposite direction offset track, then:
1. operational limitations on bank angles at cruising altitudes will normally result in overshooting the track to
be acquired. In such cases a continuous turn should be extended beyond 180 degrees heading change, in
order to re-intercept the offset contingency track as soon as operationally feasible; and
2. while executing a turnback extreme caution pertaining to opposite direction traffic on adjacent routes must
be exercised and any climb or descent specified in 1.8.5 should be completed before approaching within
10 NM of any adjacent ATS route.
---- Effective thru 29 May 2013: ----
1.8.5 Subsequent Actions. The following actions should be followed subsequent to an aircraft deviation in oceanic
controlled airspace:
------------------------------
---- Effective 30 May 2013: ----
Subsequent Actions. The following actions should be followed subsequent to an aircraft deviation in OCA:
------------------------------
a. Aircraft Able to Maintain Level:
---- Effective thru 29 May 2013: ----
Once the aircraft has deviated 10NM from the assigned track centerline, climb or descend to select a final level
which differs from those normally used by 500 ft (150M) if at or below FL410, or 1000 ft (300M) if above FL410.
------------------------------
---- Effective 30 May 2013: ----
Once the aircraft has deviated 10 NM from the assigned track centerline, climb or descend to select a final level
which differs from those normally used by 500 ft if at or below FL410, or 1000 ft if above FL410.
------------------------------
b. Aircraft Unable to Maintain Level:
---- Effective thru 29 May 2013: ----
An aircraft NOT able to maintain its assigned level should, whenever possible, minimize its rate of descent and
select a level which differs from those normally used by 500 ft (150M) if at or below FL410 or 1000 ft (300M) if
above FL410. Pilots should consider the possibility that aircraft below on the same track may be flying a 1 or
2NM strategic lateral offset procedure.
------------------------------
---- Effective 30 May 2013: ----
An aircraft NOT able to maintain its assigned level should, whenever possible, minimize its rate of descent and
select a level which differs from those normally used by 500 ft if at or below FL410 or 1000 ft if above FL410.
Pilots should consider the possibility that aircraft below on the same track may be flying a 1 or 2 NM strategic
lateral offset procedure.
------------------------------
c. Diversion Across the Flow of Adjacent Traffic:
---- Effective thru 29 May 2013: ----
Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining the 15
NM offset, expedite climb above or descent below levels where the majority of oceanic traffic operate (e.g., to a
level at or above FL410 or below FL285) and then maintain a level which differs by 500 ft (150m) from those
normally used.
------------------------------
---- Effective 30 May 2013: ----
Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining the 15
NM offset, expedite climb above or descent below levels where the majority of oceanic traffic operate (e.g., to a
level at or above FL410 or below FL285) and then maintain a level which differs by 500 ft from those normally
used.
------------------------------
1.8.6 If the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level 500 ft
(150m) above or below levels normally used, until a new ATC clearance is obtained.
1.9 AIRCRAFT DEVIATIONS — ETOPS AIRCRAFT
1.9.1 If the contingency procedures addressed in paragraph 1.8 are to be employed by Extended Range Operations
Aeroplanes with Two Turbine Power-units (ETOPS) aircraft as a result of an engine shutdown or a failure of an ETOPs
critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft
involved and requesting expeditious handling.
2 AIR TRAFFIC SERVICES TEMPORARILY NOT AVAILABLE
2.1 INTRODUCTION
2.1.1 When Air Traffic Services are temporarily not available in a given airspace, the procedures contained in the
following paragraphs may be authorized. Operators / pilots are responsible for obtaining any required changes to their
Air Operator’s Certificate (AOC) for operations in the classes and types of airspace addressed in the following
paragraphs. Details of specific procedures will be promulgated by NOTAM.
2.1.2 Nothing in these procedures precludes the pilot from exercising responsibility for safe operations, including
separation and collision avoidance with other aircraft in the air and on the ground.
2.2 AIRSPACE CLASSIFICATION
2.2.1 Airspace subject to contingency will retain its ATS classification except that airspace associated with a tower
whose hours of operation are non continuous will revert to the classification normally in place when the tower is closed.
2.3 ENROUTE SERVICE NOT AVAILABLE
2.3.1 TIBA procedures will apply on published TIBA high and low frequencies, except that in Class “G” airspace other
than over the high seas, published area VHF frequencies shall be used.
2.3.2 FIS and SAR alerting will be provided as remaining capability permits.
2.4 APPROACH CONTROL SERVICE NOT AVAILABLE
2.4.1 In Class “C” terminal airspace and control zones, TIBA procedures will apply utilizing a nominated broadcast
frequency. Additionally, mandatory broadcast procedures as specified in para 2.7 shall be adopted.
2.4.2 In terminal airspace and the control zone associated with a Class “D” tower, ATS will be in accordance with
procedures in force when the tower is closed under normal circumstances.
2.4.3 FIS and SAR alerting will be provided as remaining capability permits.
2.5 AERODROME CONTROL SERVICE NOT AVAILABLE
2.5.1 At continuous aerodromes, TIBA procedures will apply utilizing a nominated broadcast frequency. Additionally,
mandatory broadcast procedures as specified in para 2.7 shall be adopted.
2.5.2 At non continuous aerodromes, ATS will be in accordance with procedures in force when the tower is closed
under normal circumstances.
2.5.3 FIS and SAR alerting will be provided as remaining capability permits.
2.6 AIRSPACE MANAGEMENT
2.6.1 Procedures consistent with Attachment D to ICAO Annex 11 may be promulgated by NOTAM to assist with
management of operations in contingency airspace. Procedures may include on or more of, but not be limited to:
a. Programmed take-off and arrival times at locations where there is a likelihood of high traffic densities occurring;
b. Additional mandatory broadcast requirements in terminal airspace;
c. Nomination of preferred runways;
d. A requirement for all operations in Class “C” terminal areas to be under the IFR;
e. A requirement to operate TCAS and transponder where fitted;
f. A requirement to display navigation lights.
2.7 MANDATORY BROADCAST PROCEDURES (ATC TEMPORARILY NOT AVAILABLE)
2.7.1 When ATC is temporarily not available, mandatory broadcast procedures may be specified in addition to TIBA
broadcasts and will be used by pilots to provide advisory traffic information to other aircraft and to arrange mutual
segregation. Mandatory broadcast frequencies will be notified by NOTAM.
2.7.2 When arriving or departing from an aerodrome where mandatory broadcast procedures apply, pilots must monitor
the appropriate mandatory broadcast frequency. Broadcasts must be made as follows:
SITUATION PHRASE
1. Broadcasts ALL STATIONS (location) (appropriate information)
When a pilot broadcasts intentions.
2. Taxi (aircraft type) TAXIING (location) RUNWAY (number)
FOR (destination, or departure quadrant or
Taxiing at an aerodrome. intention)
LINING UP / ROLLING (runway number) TURNING
3. About to Commence Takeoff (left / right) TRACKING (quadrant) CLIMBING TO
(level)
DEPARTED (location) TRACKING (degrees
4. Departing
magnetic) CLIMBING TO (level) FOR (destination)
5. Inbound (Aircraft type) (position reported as either the radial,
bearing or quadrant from the aerodrome) (level)
When inbound – before crossing the boundary of the
(intentions)
area in which mandatory broadcasts apply
(Aircraft type) JOINING (position in circuit)
6. Joining the Circuit
RUNWAY (number)
2.7.3 Pilot discretion should be used in making other than the prescribed calls to assist other traffic; e.g., executing a
missed approach, or position in the circuit area, or leaving levels designated on TMA routes.
