REPORT ON THE FIFTH ATS COORDINATION MEETING OF THE BAY OF BENGAL, ARABIAN SEA AND INDIAN OCEAN BOBASIO/5 31 ST AUGUST-2 ND SEPTEMBER 2015

REPORT ON THE FIFTH ATS COORDINATION MEETING OF THE BAY OF BENGAL, ARABIAN SEA AND INDIAN OCEAN BOBASIO/5 31 ST AUGUST-2 ND SEPTEMBER 2015 AIRPORTS AUTHORITY OF INDIA RAJIV GANDHI BHAWAN SAFDARJUNG AIRPORT NEW DELHI. 110003

CONTENTS 1 History of the meeting... 5 2 Report of the meeting... 7 2.1.1 WP/01: Adoption of Agenda... 7 2.2.1 WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4... 7 2.3.1 IP/01: ASIOACG/9 INSPIRE/5 outcomes... 8 2.4.1 WP/03: Collaborative airspace design and management... 8 2.4.2 WP/04: Implementation of 50NM RHS... 10 2.4.3 IP 02: ADS-B data sharing-maldives... 11 2.5.1 IP03: AIDC implementation-maldives... 11 2.5.2 IP 04: AIDC implementation in Singapore.... 11 2.5.3 IP 05: AIDC Implementation-AAI... 12 2.6.1 IP 06: Singapore Search and Rescue Operations... 13 2.6.2 WP 14: Letter of agreement for operational matters between SAR service providers 13 02/09/2015 P a g e 2

2.6.3 WP 05: Upper Airspace UPR Zone Over Bay of Bengal Arabian Sea Indian Continental & Oceanic Airspace.... 14 2.7.1 WP 06: Update on Contingency plan- AAI... 16 2.7.2 WP 13: BOBASIO Contingency Team... 17 2.8.1 WP 07: GAGAN-Equatorial IONO advantage.... 18 2.8.2 WP 08: GAGAN for everyone... 21 2.9.1 Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia... 23 2.9.2 Sideline working group meeting B: MAAR and BOBASMA... 24 2.9.3 Sideline Working Group meeting C: Search and Rescue Agreements (India, Maldives, Seychelles and Somalia)... 24 2.10.1 WP 09: BOBASMA safety report... 24 2.10.2 WP 10: Safety Concerns in BOBASIO... 27 2.10.3 WP 11: ADS-B for Height Keeping Performance Monitoring... 35 2.10.4 WP 12: Requirement of RMA for BOBASIO airspace... 37 APPENDIX A : Action Items of BOBASIO/5... 40 APPENDIX B: Proposed agenda... 48 APPENDIX C: List of Working and Information Papers... 49 APPENDIX D: Order of Business... 50 APPENDIX E: Order of Discussion... 51 APPENDIX F:List of delegates for BOBASIO Meeting... 54 APPENDIX G:Group Photograph of delegates of Bobasio/5... 57 ANNEXURE- I: Appendix to WP 03: Collaborative airspace design and management... 58 ANNEXURE-II: Attachment A to IP 06: Singapore Search and Rescue operations... 61 ANNEXURE-III: Attachment B to IP 06: Singapore Search And Rescue Operations... 62 02/09/2015 P a g e 3

ANNEXURE-IV: Annexure A to WP 14: Annexure & LOA on Search and Rescue cooperation... 68 ANNEXURE V: Annexure I to WP 06: Update on ATM Contingency Plan..72 ANNEXURE-VI: Annexure II To WP 06: Update On ATM Contingency Plan.73 ANNEXURE-VII:Annexure III to WP 06: Update On ATM Contingency Plan... 75 ANNEXURE-VIII: Annexure IV to WP 06: Update On ATM Contingency Plan... 76 02/09/2015 P a g e 4

1 HISTORY OF THE MEETING Introduction 1.1.1 The Fifth ATS Coordination Meeting of the Bay of Bengal Arabian Sea and Indian Ocean (BOBASIO) Region was held at Hotel Radisson Blu, Delhi, India from 31 st August to 2 nd September, 2015. Officers, Secretariat and Participants 1.2.1 The inaugural session was chaired by Mr. P K Mishra, Executive Director (Air Traffic Management), Airports Authority of India and Mr A K Dutta, Executive Director (Air Traffic Management), Airports Authority of India was the Co-chair. Mr. Rakesh Bhatnagar, Joint General Manager (ATM), Airports Authority of India acted as the Secretary to the meeting. 1.2.2 The meeting was attended by 67 participants including 19 international delegates from Maldives, Nepal, Seychelles, Singapore, Somalia, Thailand, MAAR and IATA. A list of participants is attached in Appendix -F. Opening of the Meeting 1.3.1 Mr R. K. Shrivastav, IAS, Chairman, Airports Authority of India delivered the Inaugural address and stated that 5 th meeting of BOBASIO assumes enormous significance and importance with participation of many neighboring countries around India in their collective quest for finding common solutions through a collaborative approach for safe efficient and environment friendly aircraft operations in this Region. The Chairman AAI mentioned in his address the signing of MoU between India and Myanmar ADS-B data sharing and invited other countries to explore the possibility of ADS-B data sharing to provide seamless services of the highest order. Chairman AAI stated that India, as a leader in Satellite Based Augmentation Systems and GAGAN in this part of the world, is keen to provide support to BOBASIO countries in general and the SAARC Countries in particular which can harness GAGAN s vast foot print in collaboration with India to improve the service delivery in leaps and bounds even in remote airspaces and airports with no terminal landing facilities. 1.3.2 Chairman, AAI also expressed his pleasure on hosting the Cross border ATFM workshop on the 3 rd and 4 th September under the aegis of ICAO and IATA and stated that Look Local and Go Global approach is not only applicable to the production and marketing industry, but also to the service industry like ANS provision. 1.3.3 Chairman AAI, wished the BOBASIO/5 meeting and the cross border ATFM workshop a grand success and encouraged the States to fruitfully discuss, deliberate and decide on the most beneficial course of action so that the ultimate users, the air passengers are increasingly benefited in the years to come. 02/09/2015 P a g e 5

Closing of the meeting 1.4.1 Secretary of the meeting presented the action items of BOBASIO/5 and assured the meeting that a follow up mechanism will be worked out to keep the members updated on action items. The Meeting adopted the action items proposed by the Secretary. Action items of BOBASIO/5 are given in Appendix A. Documentation and Working Language 1.5.1 The meeting was conducted and the documentation prepared in English. Thirteen (13) Working Papers (WPs) and Seven (7) Information Papers (IPs) were presented to the meeting. A list of the papers presented in the meeting is provided in Appendix C. The plan for the meeting 1.6.1 The meeting was divided into 7 sessions over a period of two days, followed by the adoption of draft report, which was scheduled for the third day. The agenda items were as appended below. Agenda items of the meeting are given in Appendix B. 1. Adoption of Agenda 2. Review of progress on action items of BOBASIO/3 and BOBASIO/4 3. Outcome of related Meetings in the region and action items for BOBASIO States 4. Strategic ATM Plans of participating States 5. AIDC Implementation 6. ATM Coordination (Airspace restructuring, AIS and SAR agreements) 7. ATM Contingency Plan- Level 1 and Level 2 8. SBAS implementation in the region and possibilities of entering into MoU with the concerned States of BOBASIO region 9. Side line working group meetings comprising of States and organisations (Discussion and adoption of LOAs) 10. Any other Business 11. Future meetings 1.6.2 The meeting was conducted as per Order of Business given in Appendix D and the papers were discussed in the meeting as per Order of Discussion given in Appendix E. Commencement of the meeting 1.7.1 The meeting started by acknowledging an extraordinary resolve and courage in the 02/09/2015 P a g e 6

moment of crisis by Air Traffic Controllers from Nepal when a massive earthquake wreak havoc in the country. With their never say die attitude, these air traffic controllers stood to the occasion and worked tirelessly to provide air traffic services to the relief and evacuation flights. With their selfless services to the nation in general and humanity in particular they have not only made their country but whole community of air traffic controllers across the world very proud. The meeting applauded the commendable job done by Nepal Air Traffic controllers. 1.7.2 The Secretary informed the meeting that information pertaining to BOBASIO/5 including the Working Papers and Information Papers were available on the web portal www.aaians.org and expressed confidence that due to paucity of time the participants will appreciate the importance of time management and deliberate business with utmost focus. The focus of the meeting should be reaching a positive outcome on the issues brought for deliberations and decisions in the meeting. Closing of the meeting 1.8.1 The meeting was closed with the discussion and adoption of action items on BOBASIO/5. Action items BOBASIO/5 are given in Appendix A. 2 REPORT OF THE MEETING AGENDA ITEM NO. 1 ADOPTION OF AGENDA 2.1.1 WP/01: Adoption of Agenda 2.1.1.1 The Secretary presented the working paper and informed the meeting of the inclusion of Agenda item 3 Outcome of related Meetings in the region and action items for BOBASIO States and emphasized that BOBASIO subgroup being at the confluence of three ICAO regions i.e. APAC, MID and AFI needs to coordinate the outcome of the regional meetings and decide priorities of action to develop cohesive and uniform action plan to meet the challenges and resolve operational issues and difficulties for seamless Air Traffic Flow in the sub-region. AGENDA ITEM NO. 2: REVIEW OF PROGRESS ON ACTION ITEMS OF BOBASIO/3 AND BOBASIO/4. 2.2.1 WP/02: Review of actions items from BOBASIO/3 and BOBASIO/4 2.2.1.1 The secretary presented the working paper which was taken up for discussion. The paper presented a brief review along with outcome of the Third and the Fourth Meeting of Bay Of Bengal, Arabian Sea and Indian Ocean Region. 2.2.1.2 The meeting noted the outcomes of the Fourth ATS coordination meeting BOBASIO/4. The meeting agreed to have a tracking mechanism for follow up of action items. It was agreed that updates on action items would be provided by the States/ ANSPs/ Organizations as proceedings would progress. of BOBASIO/4 is at 02/09/2015 P a g e 7

AGENDA ITEM NO. 3: OUTCOME OF RELATED MEETINGS IN THE REGION AND ACTION ITEMS FOR BOBASIO STATES 2.3.1 IP/01: ASIOACG/9 INSPIRE/5 outcomes 2.3.1.1 This paper presented by Secretary, ASIOACG, highlighted the outcomes of the ASIOACG/9 and INSPIRE/5 meetings. 2.3.1.2 Secretary ASIOACG, while presenting the paper mentioned that the efforts of ASIOACG and BOBASIO are supplementary to each other and bring about a synergy to the efforts of improving ANSP coordination and collaboration and improving the efficiency and safety of traffic flows in the ASIO region. 2.3.1.3 The paper mentioned the timelines adopted by the ASIOACG/9 for implementation of following reduced horizontal separation in ASIO region, i. RNP10 Airspace and separations (50-50): 2015 ii. RNP 4 Airspace and separations (30-30): 2016 iii. RNP 2 Airspace and separations (20-20): 2020 2.3.1.4 The paper also informed the meeting that RNP 10 separations are now applicable between Muscat and Mumbai FIR and all Indian FIRs as well. 50 Nm longitudinal separation will soon be implemented across Karachi/Mumbai and Seychelles/Mumbai FIRs. Once Male/Mumbai FIR implements 50 Nm longitudinal separation most of the traffic flows in ASIO region will be covered. 2.3.1 The plans about enhancement to ASIO UPR zone like acceptance of UPRs at Half degrees by Male on Mumbai/Male FIR boundary and commencement of UPR trials to extend UPR zone upto KITAL. Oman will examine extension of UPR zone so that flights can fly UPR from Muscat FIR to Sana FIR. 2.3.1.5 The paper informed the meeting that the ASIOACG chair proposes to present a note on analysis of ASBU priorities of three ICAO regions i.e. APAC, AFI and MID in next ASIOACG meeting. AGENDA ITEM 4: STRATEGIC ATM PLANS OF PARTICIPATING STATES 2.4.1 WP/03: Collaborative airspace design and management 2.4.1.1 The working paper presented by India, highlighted the details of enhancement of airspace capacity through Collaborative airspace design and management. 2.4.1.2 The paper informed the meeting that in 2011, India established an Enroute Monitoring Agency to meet the ICAO requirements for implementing 50NM longitudinal separation. 2.4.1.3 The paper also highlighted following measures taken by Airports Authority of India for capacity enhancement and route optimization: 02/09/2015 P a g e 8

i. In 2011 Reduced Longitudinal Separation of 50 NM was introduced on 18 RNP 10 routes for suitably equipped aircraft. ii. iii. In 2011 India introduced RNAV-5 city pair routes in high density route segments within the continental airspace. As on date 16 RNAV 5 ATS routes have been established. In 2012 40NM Radar based longitudinal spacing above FL290 between Aircraft was implemented on routes between Delhi/Chennai and Delhi/Varanasi. iv. In 2013 User Preferred Route (UPR) Geographic Zone in Chennai and Mumbai FIR was established under the aegis and directions of INSPIRE initiatives. v. In 2014, Reduced Longitudinal Separation of 30 NM was introduced on 4 ATS ROUTES N571, P574, M300 and P570 between suitably equipped (RNP4) aircraft. vi. Since November 2014 Six Conditional Routes have been established under Flexible Use of Airspace. 2.4.1.4 The paper informed the meeting that proposals for removal of FLAS in the BOBASIO Region was made in many ATM forums. The paper suggested although FLAS act as a safety net for crossing routes, especially in the oceanic airspace where communication is not reliable, but if traffic permits, the use of FLAS can be avoided. Air Traffic controllers are being sensitized to use FLAS only as last resort and traffic permitting Indian ATCC are allotting optimum levels as far as practicable. 2.4.1.5 The paper informed the meeting that India and Muscat are in agreement for implementing 50NM longitudinal separation on 6 RNP10 routes in the near term and discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran, Pakistan, India, Myanmar and Thailand agreeing for application of 50NM longitudinal separation minima between RNP 10 approved aircraft from a common date. 2.4.1.6 The paper proposed to establish new ATS routes in Kolkata-Dhaka FIR, Northern Bay of Bengal and over Arabian Sea for capacity enhancement and route optimization. in line with the ICAO recommendation for States to work cooperatively either through bilateral or multilateral agreements to ensure regional and sub-regional harmonization of en-route PBN implementation, it is proposed. Maps of the proposed ATS routes are annexed to this report in Annexure I. 2.4.1.7 The meeting was of the view that since Myanmar and Bangladesh are not present in the meeting, the meeting is not in a position to adopt the proposed routes in Kolkata Dhaka FIR and Northern Bay of Bengal. The meeting decided that the proposed routes be reviewed in consultation with Myanmar and Bangladesh and proposed again in BIMT meeting. 02/09/2015 P a g e 9

2.4.1.8 The proposal B in respect of creation of new RNP 10 parallel routes to G450 in Arabian Sea has been agreed by Seychelles, Somalia and IATA. 2.4.1.9 Rout proposal C: The BIMT route design was deliberated and Kolkata proposed L507 S as eastbound only. L507 N may be bidirectional except during monsoon when it would be West bound only. Aerothai sought the proposal of Kolkata to be reversed so as to align with the SID/STAR of Bangkok. India and Aerothai agreed to relook the proposal and discuss in another meeting which may be planned in Nov/Dec 2015. 2.4.2 WP/04: Implementation of 50NM RHS 2.4.2.1 The working paper presented by India, proposed uniform application of 50NM Reduced Horizontal Separation minima between RNP 10 approved aircraft which either LOGON to CPDLC or are having two way VHF communication i.e. direct controller pilot communication (DCPC) on RNP 10 routes of BOBASIO Region with effect from AIRAC cycle 12 November, 2015 to enhance airspace capacity and multiply manifold the benefits to the airspace users. 2.4.2.2 The paper highlighted the outcomes of BOB-RHS/TF/5 meeting for implementation of 50 NM RHS on RNAV routes in Phase 1 and Phase 2 and India implementing 50 NM RHS on 18 RNP 10 routes in 2011 for suitably equipped aircraft. 2.4.2.3 The paper informed the meeting that the En-route Monitoring Agency, BOBASMA had conducted the pre-implementation and post-implementation Safety Assessment for the introduction of 50 NM Reduced Horizontal Separation in the region and the same had been presented to RASMAG. BOBASMA continues to review the safe use of 50 NM & 30 NM Reduced Longitudinal Separation annually and the last periodical safety assessment had been presented as WP09 in RASMAG/20. States can now go ahead and implement 50 NM RHS after conducting the qualitative safety assessments. 2.4.2.4 India has already signed LOA with Malaysia, Indonesia, Sri Lanka and Muscat for implementing 50NM longitudinal separation minima. India and Pakistan have already implemented 50NM longitudinal separation on three RNP10 routes viz. N895, P628 and L509 for which LoAs are signed. The BIMT/1 meeting held at Bangkok in 2014 and attended by Malaysia and Indonesia agreed to prioritize the reduction of longitudinal separation minima on L301 and L507 routes and discussions in the AHACG/3 and BIMT/2 meeting has resulted in Iran, Pakistan, India, Myanmar and Thailand agreeing for application of 50NM longitudinal separation minima between RNP 10 approved aircraft from a common date 2.4.2.5 The paper proposed AIRAC cycle date 12 November, 2015 to implement 50NM longitudinal separation minima between RNP 10 approved aircraft with availability of direct controller pilot communication (DCPC) i.e VHF and/or CPDLC on RNP 10 routes of BOBASIO Region. 02/09/2015 P a g e 10

2.4.2.6 Thailand informed the meeting of their readiness to implement 50 NM RHS as proposed by the paper. Since, Malaysia, Indonesia, Sri Lanka, Muscat and Pakistan were not present in the meeting, therefore, meeting agreed to coordinate with these member States and provided safety assessment is done the AIRAC cycle date 12 November 2015 was adopted for implementation of 50 NM RHS in the BOBASIO region. 2.4.2.7 Decision BOBASIO/5-01: Confirm the date of 12 November, 2015 to implement 50NM longitudinal separation minima between RNP 10 approved aircraft with availability of direct controller pilot communication (DCPC) i.e. VHF and/or CPDLC on RNP 10 routes of BOBASIO Region. 2.4.3 IP 02: ADS-B data sharing-maldives 2.4.3.1 The paper presented by Maldives reviewed the present ADS-B implementation activities in the Maldives and its readiness to share the ADS-B data with other States. 2.4.3.2 The paper informed the meeting that four ADS-B Receiver units have now been installed in male and ADS-B data from these installations are integrated within the ATM Automation System at Male Area Control Centre and is now available for functional trials. Through this paper, Maldives proposed to share the ADS-B data with India and Sri Lanka to improve efficiency and harmonization of airspace and seamless operations. AGENDA ITEM 5: AIDC IMPLEMENTATION 2.5.1 IP03: AIDC implementation-maldives 2.5.1.1 This paper presented by Maldives reviewed the present AIDC implementation activities in the Maldives. 2.5.1.2 Maldives installed a new update for AIDC application and started communication trials between Male and Chennai in August 2015.During these communication trials Maldives came across some issues which they to the system supplier Selex and are awaiting for their response. 2.5.2 IP 04: AIDC implementation in Singapore. 2.5.2.1 The paper by CAAS, Singapore, presented the progress of AIDC implementation in Singapore with adjacent FIRs. 2.5.2.2 Singapore has taken a phased approach to implement AIDC with the ultimate aim to have all-round AIDC with all the adjacent ATS units surrounding the Singapore FIR. While the initial planned version of AIDC for LORADS III was version 3.0, Singapore elected to install the earlier AIDC version to ease the introduction of 02/09/2015 P a g e 11

AIDC as it was envisaged that only some basic messages will be introduced at the start of AIDC operations and also to minimize compatibility issues with neighbouring FIRs 2.5.2.3 The paper informed the implementation issues in AIDC implementation such as Message timeout errors due to the re-routing of messages caused by the failure of the direct AFTN link; Rejected EST message due to invalid DEP message, Rejected EST message due to missing or multiple flight plans and Cyclic Redundancy Check (CRC) errors due to ATMS generating extra spaces in messages. 2.5.2.4 The issues that were attributed to AFTN network and flight-planning have been resolved through tuning and adjusting parameters and engagement with operators. Software corrections have also been made to ensure correct handling of AIDC messages. 2.5.2.5 The paper informed the meeting that the benefits of AIDC includes reduction of controller workload, elimination of LHDs with minimized human errors as a result of automated coordination process. 2.5.2.6 The paper informed that the upgrade process of upgrade to AIDC version 3.0 is in progress and expected to be ready by December 2016. 2.5.3 IP 05: AIDC Implementation-AAI 2.5.3.1 The paper presented by India highlighted the present status of AIDC implementation in India & with adjacent ATSU units in the sub Region. The paper also tried to highlight the major issues involved in the implementation of AIDC. 2.5.3.2 The paper informed that India initiated AIDC operational trials after commissioning of automation systems at major ATS units in India. Trials within India and with adjacent ATS units have mostly been successful. AIDC has been operationalized between some of the ATSUs and plans are underway to operationalize AIDC between other major ATSUs in a phased manner. 2.5.3.3 India is currently using APAC AIDC ICD version 3 in the automation systems installed at all the ATS units. Extensive trials have been carried out between dissimilar automations systems at major ATS units and the results have been quite encouraging. 2.5.3.4 Paper informed the meeting that interoperability and operational issues encountered between dissimilar ATS Automation Systems in India have been resolved to some extent. Some of the pending technical issues may require support from the vendors. Similarly, operational issues during trials between Ahmedabad- Karachi, Delhi-Lahore/Karachi, and Chennai-Male are being addressed and further trials are being carried out. 2.5.3.5 The paper informed that PAN Regional ICD for Asia/Pac version 1.0 has been 02/09/2015 P a g e 12

promulgated in 2014 as an ICAO document. However, its implementation shall require synchronization of technology, refresh cycles and maintaining backward compatibility of the automation systems for smooth exchange of AIDC messages. AGENDA ITEM 06: ATM COORDINATION (AIRSPACE RESTRUCTURING, AIS AND SAR AGREEMENTS) 2.6.1 IP 06: Singapore Search and Rescue Operations 2.6.1.1 The paper by Singapore presented the overview of the Singapore Search and Rescue operations in Singapore. 2.6.1.2 The paper presented the SAR organization chart and Responsibilities of SAR working groups and Rescue Coordination centres (RCCs). 2.6.1.3 Singapore presented the Draft SAR agreement template that was presented at APSAR/TF/2 in January 2014, for consideration by the member States. The Draft SAR Agreement Template presented by Singapore as Attachment B with this paper is available in Annexure III to this report. 2.6.2 WP 14: Letter of agreement for operational matters between SAR service providers 2.6.2.1 The paper presented by India highlighted the need for establishment of Letter of Agreement/Arrangement on Operational matters between Search and Rescue Service Providers of neighbouring States. 2.6.2.2 The paper informed the meeting that in the fourth and concluding meeting of the Asia/Pacific Regional Search and Rescue Task Force meeting held in July 2015, it was discussed that a SAR agreement can be in the form of Letter of Agreement (LOA) or a Memorandum of Understanding or other acceptable term indicating a lower form of arrangement for operational matters between SAR service providers (such as RCCs and/or RSCs) or a more formal agreement for arrangements between governments concerned. 2.6.2.3 India had presented a draft LoA template in the fourth Meeting of BOBASIO at Kolkata in September 2014 and a further simplified version of the initial draft by incorporating new amendments was presented by India to the Third Meeting of Asia Pacific Search and Rescue Task Force Meeting at Maldives in January 2015. But, it is observed that perhaps due to different administrative set-ups to deal with SAR activities in the neighbouring countries for the purpose of Search & Rescue, the complexity for consolidating the procedures involving all SAR agencies may be the cause for delay in SAR Agreements. 2.6.2.4 In line with the discussions at APSARTF/4 meeting and draft Asia Pacific Search and ue Plan, with a view to make gains in small steps commencing with measures that are more achievable in the short term and have a minimal cost, progressing to 02/09/2015 P a g e 13

measures which will longer to implement over the medium to long term India invites its SAR neighbours to and take initiatives to formalise on mutually agreed basis the draft Letter of Agreement on the Coordination/Co-operation between RCCs/RSCs which is attached as Annexure IV to the report. 2.6.3 WP 05: Upper Airspace UPR Zone Over Bay of Bengal Arabian Sea Indian Continental & Oceanic Airspace. 2.6.3.1 The paper presented by IATA proposed a strategic approach for airspace management in the Bay of Bengal-Arabian Sea- Indian Continental and Oceanic (BOBASICO) airspace based on optimum utilization of improved ground and airborne capabilities to enhance flight efficiencies, moving from Fixed ATS route network to UPR tracks for FL 380-390-400-410. 2.6.3.2 The paper highlighted that BOBASIO/4 ATS Coordination Meeting requested IATA to consider sensitizing Airline Operators to equip aircraft with FANS/1A data link capability. The paper stated that majority of IATA member airline heavily invested in fleet equipage to meet FANS1A requirements but still were unable to derive required flight efficiencies due to following reasons: a) Gaps in ANS Ground infrastructure across different FIRs that obstructs Seamlessness in Airspace management, b) Slow progress on aircraft equipage by regional airlines and low cost carriers due to lack of strong business case and limited network of operation, c) The process of Airspace management and current ATS procedures are still lagging to extend full operational benefits of FANS1A equipage to airlines. 2.6.3.3 IATA is engaging airlines and sensitizing them on FANS1A equipage including assistance in analyzing business case for equipage. 2.6.3.4 According to IATA, purpose of the paper was to propose certain strategic measures that will enable airlines with FANS1A equipped fleet to gain Operational flight efficiencies and help in developing a strong business case to equip the non-equipped fleet. 2.6.3.5 The paper highlighted that the concept involves 9 States: India, Oman, Pakistan, Sri Lanka, Bangladesh, Thailand, Myanmar, Malaysia, and Indonesia, with airspace span of 2000+NM (almost same as that of North Atlantic). The conceptual basis for the BOBASICO strategy is to move, as far as practicable, from fixed ATS route network to flexible/ dynamic routings UPRs, for higher flight levels. 2.6.3.6 An illustrative graphics of the geographic area under consideration is given in Figure 1. 2.6.3.7 The paper suggested that there are several developments not only in airborne equipage technology, but also in aircraft capabilities and performance in attaining 02/09/2015 P a g e 14

higher cruising altitudes as initial cruising altitude (example B787 s initial cruising altitude is FL380/390) therefore, the proposed Strategy is to combine the ATM advancements, airborne equipage, aircraft capabilities and performance, to progress from fixed ATS Route structure to Dynamic UPRs as Global Plan Initiative (GPI-7) States that routes need not be fixed to pre-determined waypoints, except where required for control purposes. 2.6.3.8 The paper suggested that this approach will allow establishing traffic flows, meeting the dynamic weather and upper winds- Optimully utilising aircraft capabilities as well as equipage to begin with Higher Flight Levels. 2.6.3.9 Decision BOBASIO/5-02 Consider to develop structured program for BOBASIO Geographical Area for Upper airspace UPR development. Figure 1: Geographic area under consideration for BOBASICO UPR Zone 02/09/2015 P a g e 15

AGENDA ITEM 07: ATM CONTINGENCY PLAN- LEVEL 1 AND LEVEL 2 2.7.1 WP 06: Update on Contingency plan- AAI 2.7.1.1 The paper presented by India presented the status of ATM Contingency Plan of Indian FIRs that aims at advance preparedness and instantaneous response to a contingency arising due to disruption of Air Traffic Services with an objective of providing safe and orderly passage to the over flying traffic through Indian FIR. 2.7.1.2 The paper informed that during the Second Meeting of the Regional ATM Contingency Plan Task Force (RACP/TF/2) held in Bangkok, Thailand from 12 to 15 March 2013, it was proposed that, in order to develop a Regional ATM Contingency Plan, bi-lateral Level 2 (Inter-State) plans and multi-lateral Level 2 or Level 3 (Sub- Regional) plans should be formulated first, then progressively linked together to form the Regional Plan. 2.7.1.3 The meeting agreed to the formation of Small Working Groups (SWG) to discuss Level 2 planning in small geographical areas. Accordingly Small Working Group (SWG) comprising of India, Bangladesh and Nepal was formed and ATM Contingency Routings were proposed by the SWG and same was presented by India during the BOBASIO-3 meeting and Attached as Annexure V to this report. 2.7.1.4 During the Regional ATM Contingency Plan Task Force (RACP/TF4) held in Bangkok, Thailand, from 26 to 30 January 2015, the ATM Contingency Route structure and FLAS developed by the Small Working Group (SWG) comprising of India, Bangladesh and Nepal during RACP TF/2 meeting for geographical region was further discussed by the Small Working Group (SWG) comprising of India, Myanmar, Thailand Srilanka, Pakistan and Bangladesh. The proposal and chart are attached as Annexure VI & VII to this report and the outcomes were as below- a) Pakistan agreed to examine/review their Contingency Plan for harmonization with the ATM Contingency Plans of India. b) Thailand did not agree extension of CRI-9 (P762 Bangkok-Male) beyond Indian FIR. Srilanka agreed to amend the FLAS on P762 (CRI-9) to FL270 in harmonization with India and Maldives. Srilanka sought FL380 on CRI-1 (P570) for which India agreed to examine and confirm depending on the FLAS for OOMS FIR, since existing Level 1 India and Oman ATM Contingency Plan are harmonized. c) Bangladesh sought amending FLAS on CRI-15 from existing FL280 to FL260 which was agreed. d) Myanmar sought westbound levels for CRI-8 (L507) in Indian FIR for which India agreed to examine and confirm. The FLAS on CRI 6/7 (A201) west bound level FL320/FL380 was amended as FL320/FL360 as it was conflicting with CRI4/5 (G465). 02/09/2015 P a g e 16

2.7.1.5 The meeting was invited to discuss following action items a) Adopt the Contingency Routes structure for the Geographical region as proposed by the SWG comprising of India, Myanmar, Thailand Srilanka, Pakistan and Bangladesh during the RACP/TF4 meeting. b) Consider the Letter of Agreement template for the ATM Contingency Plan Level 2, attached as Annexure VIII to this report. 2.7.2 WP 13: BOBASIO Contingency Team 2.7.2.1 The paper presented by India proposed formation of a contingency team that will monitor the BOBASIO airspace for contingency situations and help ANSPs in managing contingency situations that require closure of certain airspaces. 2.7.2.2 The paper suggested that a contingency may arise due to a natural disasters or conflicts and wars that render a particular airspace as dangerous to fly. There may be case when the contingency routes promulgated are not considered safe by operators and the flights reroute through adjacent FIRs. The paper highlighted certain situation in SANA FIR that required re-routings of flights in the air through Mumbai, Mogadishu, Seychelles and Mauritius FIR is a case in point. The contingency was managed through proactive efforts of controllers and subsequent strategic support in the form of contingency route T101 developed by India in Mumbai FIR with the support of Oman, Somalia and Seychelles. 2.7.2.3 Airports Authority of India had proposed the formation of a contingency team at global level in its information paper presented in ICAO APAC ATM SG/3 meeeting. In discussions that ensued the presentation of IP it was suggested by the ATM SG meeting that informal groups like BOBASIO can also consider formation of such contingency teams. 2.7.2.4 The paper proposed following functions of the contingency team: i) monitor the region so that a developing contingency can be detected at an early stage, ii) alert ANSPs that may be affected by contingency situation, iii) coordinate with all affected ANSPs and iv) release advisories for effective management of contingency situation. 2.7.2.5 The paper also suggested the composition of high level contingency team as follows: i) The team will have representatives from not less than 3 and not more than 5 BOBASIO States. The team may have Head of the Airspace management divisions of ANSPs as point of contact. 02/09/2015 P a g e 17

ii) The representation to the contingency team will rotate amongst BOBASIO States biannually. BOBASIO annual meetings of every alternate year will decide upon which States should be part of the team for next two years. iii) One representative each from the three IATA regional offices, i.e. APAC, AFI and MID may be nominated by IATA to the team. iv) BOBASIO annual meeting may choose representative from ATFM systems operating in the regions that can help in providing strategic and pre-tactical support to manage the contingency situation. v) The ANSPs on the team have option to bring on board one representative from aviation regulatory authority. vi) The team may nominate one coordinator and may function primarily through exchange of emails, teleconferences etc, and can have one face to face meeting at the commencement of the tenure of the team. 2.7.2.6 After deliberation, the meeting agreed for constitution of contingency team. IATA brought to the notice of the meeting fact that a contingency team (CCT) for a similar cause is already established in MID region and BOBASIO may like to examine the constitution and terms of references of that team for establishing the terms and references for BOBASIO contingency team. 2.7.2.7 Decision BOBASIO/5-03 BOBASIO to consider formation of a contingency team and establish POC for coordinating the preliminary activities for the feasibility and efficacy of BOBASIO Contingency Team. AGENDA ITEM 08: SBAS IMPLEMENTATION IN THE REGION AND POSSIBILITIES OF ENTERING INTO MOU WITH THE CONCERNED STATES OF BOBASIO REGION. 2.8.1 WP 07: GAGAN-Equatorial IONO advantage. 2.8.1.1 The paper presented by India proposed the potential applications of Indian SBAS GAGAN in the BOBASIO region. 2.8.1.2 The paper informed that the Indian SBAS- GAGAN (GPS Aided GEO Augmented Navigation) has been certified by DGCA for RNP0.1 and Precision Approach with Vertical guidance (APV1) services on 21 st April 2015. 2.8.1.3 The GAGAN system consists of 15 Indian Reference Stations (INRES), 2 Indian Master Control Centers, 3 Uplink stations, and 2 Geostationary satellites. Additionally, 25 dual- frequency GPS receivers to monitor the Ionospheric Total Electron Content and Scintillation are also operating under the project. Figure 2 shows the locations of Reference stations and Ionospheric monitoring stations. 2.8.1.4 Most of the GAGAN reference stations are situated at the periphery of Indian 02/09/2015 P a g e 18

boundary so as to cover large neighboring area in order to provide the RNP0.1 service over Indian Flight Information Region. 2.8.1.5 Since the ionosphere is the biggest error source in GPS and it is more dynamic and unpredictable over equatorial and low latitude region, the region specific ionospheric threat model was developed by India. All the countries of BOBASIO lie in the anomalous ionospheric region as magnetic equator crosses the southern India and Srilanka. The region lying in the ±20 of magnetic equator possesses ionospheric anomaly. Figure 3 shows the ionospheric electron density (in terms of TEC) illustrating the crest of anomaly lying above 25 N at 0700 UTC. This TEC map has been generated using data from ionospheric monitoring stations. 2.8.1.6 GAGAN, employing the region specific IONO model, is broadcasting the ionospheric corrections over 102 grid points through Geostationary satellites as shown in the Figure 4. These grid points cover almost all the BOBASIO member States. 2.8.1.7 The data from the GAGAN reference stations and ionospheric monitoring stations have shown enormous potential in host of applications other than aviation use. The ionospheric corrections broadcast from GAGAN can be used to interpret the large scale variations of ionosphere over Indian Sub-continent facilitating the space weather research. 2.8.1.8 The ripples in ionosphere created by Nepal Earthquake on 25 April 2015 were captured by Ionospheric monitoring stations over Indian region as shown in Figure 5. This shows the potential application in tsunami warning systems based on GPS measurements. Figure 2: Locations of GAGAN Reference stations and Ionospheric Monitoring stations 02/09/2015 P a g e 19

Figure 3: Snapshot from the Ionospheric Total Electron Content (TEC) map Figure 4: Ionospheric grid points served by GAGAN (Red circles). 02/09/2015 P a g e 20

Figure 5: Fluctuations in the Vertical TEC after 15 minutes from onset of Earthquake. 2.8.1.9 The initial study on estimating atmospheric water vapour content using GPS measurements shows promising results and can be used for weather/rain forecast by assimilating the data in numerical weather forecast models. 2.8.1.10 GAGAN can be used potentially in any GPS applications with better accuracy and reliability location based services, transport/vehicle tracking systems, marine navigation etc. 2.8.1.11 The knowledge and expertise gained in development of GAGAN project may be useful for member States of BOBASIO as they lie in the same ionospheric region. The States are invited for collaborative development of applications based on Indian SBAS-GAGAN 2.8.1.12 India is keen to expand the coverage of GAGAN services for harmonization of air space management in the neighboring States. 2.8.2 WP 08: GAGAN for everyone 2.8.2.1 The paper presented by India, proposes for assisting States in their venture for adopting SBAS using GAGAN through the Memorandum of Understanding (MOU) with concerned States in a time bound work plans. 2.8.2.2 The paper informed the meeting, that, GAGAN has been certified for approach and landing operations (APV 1) on 21st April 2015. India has become the third country in the world to have such capabilities. GAGAN is the first system in the world to 02/09/2015 P a g e 21

have been implemented in the Equatorial Ionospheric region. GAGAN was already certified for RNP0.1 enroute services on 30th December 2013. GAGAN Signal-inspace is available on 24x7 basis through two satellites GSAT-8 (PRN-127) and GSAT-10(PRN-128). 2.8.2.3 During the ICAO PBN workshop at Bangkok, India demonstrated the performance of GAGAN and many Asia Pacific States expressed their willingness to consider the GAGAN adoption into their airspace. In the BOBASIO 4 meeting, India presented the status paper on GAGAN and proposed the States to consider the implementation of GAGAN within States of the Asia Pacific Region where both footprint and service volume can be made available for mutual benefit. 2.8.2.4 India also had requested to indicate the willingness of the States to use GAGAN signal-in-space within their area through appropriate study and ensuring installation of basic required ground systems for operations, monitoring and management. Thailand further remarked that more study is required to identify GAGAN services appropriate for implementation, which may not necessary be SBAS. Separately, Thailand is considering GBAS implementation in various locations. 2.8.2.5 GAGAN also has many non-aviation applications. 2.8.2.6 India is in the process of development of LPV procedures for select airports, for which the initial GNSS based Aeronautical Survey is completed and the procedures for some of them are ready. These procedures will be available for ground validation by the end of December, 2015. 2.8.2.7 The advantages that can be derived by neighboring States like Bangladesh, Myanmar, Nepal, Indonesia, Sri Lanka, wherein GAGAN service volume is contiguous with Indian service volume, with the inclusion of a few reference stations using GAGAN GEOS and the capabilities of monitoring signal-in-space, GNSS augmented services can be extended. The benefit of such a system extends beyond aviation. The benefit of additional reference stations will in turn increase availability and continuity within the APV service volume. 2.8.2.8 The experience gained during the implementation of GAGAN by Airports Authority of India can be gain fully shared with all the States in the following areas: 1. Assistance in development and operational requirement. 2. Ionospheric data analysis. 3. Feasibility studies. 4. Training Program. 5. System installed support activities. 02/09/2015 P a g e 22

6. Certification support activities. 7. Procedure design /development and training. 2.8.2.9 The above activities may require the States to consider establishment of ground reference stations with service monitoring capability connected to the master control centre in India by redundant communication network either through OFC or satellite links to ensure 99.999% availability requirements. AGENDA ITEM 09: SIDE LINE WORKING GROUP MEETINGS COMPRISING OF STATES AND ORGANISATIONS (DISCUSSION AND ADOPTION OF LOAS) 2.9.1 Side line working group A: India (Mumbai, CHQ), Seychelles, Somalia 2.9.1.1 In the side line working group meeting between India and Seychelles, it was decided that application of FLAS at the boundary of FIRs will be done away with. A Letter of Agreement (LOA) between the two States to this effect was signed on the concluding day of the meeting. 2.9.1.2 Route proposal presented by India through WP03 in BOBASIO/5 meeting was accepted by Somalia, Seychelles and IATA. a) G450-North will terminate at NABIL (SANAA/Mumbai FIR Boundary- UM574). Connector route between NABIL and EKBAS (Crossing of UT382/UN764) will be done in coordination with Yemen. b) UL of G450 will be revised to FL 270 c) The routes shall have 10 min longitudinal separation 2.9.1.3 In the side line working group meeting between India and Somalia, following decisions on use of FLAS were taken: 1) Mumbai to study the traffic analysis and will intimate Mogadishu on alternate level for FLAS. 2) Meanwhile it was agreed that, ADS/CPDLC capable aircraft may be allocated preferred Flight Levels provided they log on VABF under coordination between Mumbai and Mogadishu and acceptance of Mumbai on case to case basis. 3) Coordination failure between Mogadishu and Mumbai to be communicated by email between GM-ATM Mumbai and CATCO ST ICAO FISS Somalia Project and recorded for case study to remove FLAS. 4) Within one month of implementation of new routes a post implementation review to be conducted and FLAS for ADS/CPDLC aircraft should be removed. 5) Mogadishu will accept aircraft on all West Bound Levels. 02/09/2015 P a g e 23

2.9.2 Sideline working group meeting B: MAAR and BOBASMA 2.9.2.1 BOBASMA, AAI and MAAR had prior to MAAR presenting WP10 in the meeting held a side meeting to discuss the proposals contained in the Paper. 1) It was agreed that a small working group consisting of BOBASMA, AAI, MAAR, and States directly involved be formed to identify the hot spots and recommend remedial measures to the Scrutiny group BOBASIO. The proposal would be presented in the form of a Flimsy drafted by both MAAR and BOBASMA to the meeting during the discussion on Working Paper10. 2) It was agreed that BOBASIO include a separate Agenda item for Airspace Safety from the next BOBASIO 3) BOBASMA, MAAR, and AAI also discussed the current problem regarding the LHD reporting procedure. The meeting agreed that there should be a mechanism in place to establish routine direct communication to convey information on the occurrence of LHDs between concerned units in a timely manner and only after information had been passed in time for the other ATC unit to investigate and take appropriate remedial action should the LHDs be reported to the respective RMA(s). MAAR will draft the procedure after collecting the required POC information and circulate it to BOBASIO States. AAI was of the view that it was not only a question of identifying the risk but adequate opportunity should also be provided for the concerned ATS units to investigate the occurrence and initiate remedial measures so as to prevent future occurrence. 4) MAAR also queried about their proposal regarding the arrangement for the use of Indian ADS-B data for height monitoring. MAAR was informed by both BOBASMA and AAI that necessary clearance has to be obtained from DGCA and other competent authorities before the use of ADS-B data for height monitoring. 2.9.3 Sideline Working Group meeting C: Search and Rescue Agreements (India, Maldives, Seychelles and Somalia) 2.9.3.1 The Draft Search and Rescue Agreement presented as Annexure to the WP 14 was discussed, Maldives, Seychelles and Somalia agreed to discuss the LOA with their respective authorities associated with Search and Rescue and correspondence will follow with respect to their response. AGENDA ITEM 10: ANY OTHER BUSINESS 2.10.1 WP 09: BOBASMA safety report 2.10.1.1 BOBASMA presented the Horizontal Safety Monitoring Report for the BOBASIO airspace for the period 1st January 2014 to 30th June 2015. The report included a summary of the Safety Assessment conducted by BOBASMA to support the 02/09/2015 P a g e 24

continued safe use of reduced longitudinal separation. 2.10.1.2 The Europe/ Middle East to Asia Route Structure South of Himalayas (EMARSSH) implemented in the BOBASIO airspace in November 2002 comprises of near parallel RNP10 routes where different separation standards, viz., 10 minute/80 NM, 50 NM or 30 NM reduced longitudinal separation is applied based on aircraft equipage. 2.10.1.3 Reduced Horizontal separation of 50 NM Longitudinal was introduced along 16 RNP10 routes, L301, L507, L509, L510, L759, M300, M770, N563, N571, N877, N895, P570, P574, P628, P646 & P762 in a Phased manner starting from 30th June 2011 and 30 NM reduced longitudinal separation was introduced along 4 RNP 10 routes N571, M300, P570 & P574 from September 2014. 2.10.1.4 Table 1 contains the results of the Safety Assessments conducted to estimate the horizontal risks in the BOBASIO airspace during the eighteen month reporting period. The Safety Assessments were submitted to the Regional Airspace Safety Monitoring Advisory Group during its annual meeting in May of 2014 & 2015. BOBASIO Airspace estimated annual flying hours = 535,602 Hours (note: estimated hours based on Dec 2014 traffic sample data) Risk Risk Estimation TLS Remarks RASMAG 2014 Lateral Risk 0.759155 x 10-9 5.0 x 10-9 Below TLS RASMAG 2014 50 NM Longitudinal Risk 4.0239 x 10-9 5.0 x 10-9 Below TLS RASMAG 2014 30 NM Longitudinal Risk 1.62379 x 10-9 5.0 x 10-9 Below TLS RASMAG 2015 Lateral Risk 1.07856 x 10-9 5.0 x 10-9 Below TLS RASMAG 2015 50 NM Longitudinal Risk 1.59734 x 10-9 5.0 x 10-9 Below TLS RASMAG 2015 30 NM Longitudinal Risk 0.127551 x 10-9 5.0 x 10-9 Below TLS Data Collection Table 1: BOBASIO Airspace Horizontal Risk Estimates 2.10.1.5 Table 2 provides a summary of PBN and data link Approvals submitted as an annual update for the Period ending 30 th June 2014. Table 3 presents a summary of the annual one month Traffic Sample Data submitted to BOBASMA. S. No States Status 01 Afghanistan Not received 02 Bangladesh Not received 03 India Updated 04 Maldives Not received 05 Myanmar Not received 06 Sri Lanka Not received (Old available) 07 Pakistan Updated Table 2: Summary of PBN &Data Link Approval Status 02/09/2015 P a g e 25

Flight Information Region December 2010 December 2011 December 2012 December 2013 December 2014 Chennai Yes Yes Yes Yes Yes Delhi Yes Yes Yes Yes Yes Kolkata Yes Yes Yes Yes Yes Mumbai Yes Yes Yes Yes Yes Karachi No Yes By MAAR By MAAR By MAAR Lahore No Yes By MAAR By MAAR By MAAR Colombo No Yes By MAAR By MAAR By MAAR Yangon Yes Yes Yes Yes Yes Male No No No No No Kabul No By MAAR By MAAR By MAAR Yes Dhaka No No No By MAAR By MAAR Table 3: Summary of TSD submitted to BOBASMA by Member States 2.10.1.6 The formal monitoring program to assess the occurrence of Large Lateral Deviations and Large Longitudinal Errors (LLDs & LLEs) in the BOBASIO airspace commenced from 1 st July 2010. Table 4 contains the monthly count of LLDs and LLEs occurrences reported during the eighteen month period. Month Mumbai Chennai Kolkata Lahore Karachi Colombo Yangon Jan-14 0 0 0 --- --- --- --- Feb-14 0 0 0 --- --- --- --- Mar-14 0 0 0 --- --- --- --- Apr-14 0 1 0 --- --- --- --- May-14 0 0 0 --- --- --- --- Jun-14 0 0 0 --- --- --- --- Jul-14 0 0 0 --- --- --- --- Aug-14 0 0 0 --- --- --- --- Sep-14 0 0 0 --- --- --- --- Oct-14 0 0 0 --- --- --- --- NoV-14 0 0 0 --- --- --- --- Dec-14 0 0 0 --- --- --- --- Jan-15 0 0 0 --- --- --- --- Feb-15 0 0 0 --- --- --- --- Mar-15 0 0 0 --- --- --- --- Apr-15 0 0 0 --- --- --- --- May-15 0 0 0 --- --- --- --- Jun-15 1 1 0 --- --- --- --- Table 4: Monthly Count of LLDs and LLEs 2.10.1.7 Table 5 presents a summary of the Large Lateral Deviations (LLD) and Large Longitudinal Errors (LLE) received. 02/09/2015 P a g e 26

Code Cause of Deviation No. Operational Errors A Flight Crew deviate without ATC Clearance 1 B Flight crew incorrect operation or interpretation of airborne equipment (e.g. incorrect operation of fully functional FMS, incorrect transcription of ATC clearance or re-clearance, flight plan followed rather than ATC clearance, original clearance followed instead of reclearance etc.) C Flight crew waypoint insertion error, due to correct entry of incorrect position or incorrect entry of correct position. D ATC System loop error (e.g. ATC issues incorrect clearance, Flight crew misunderstands clearance message etc). E Coordination errors in the ATC-unit-to-ATC unit transfer of control responsibility. 1 Deviation due to navigational errors F Navigation errors, including equipment failure of which notification was not received by ATC or notified too late for action. Deviation due to Meteorological condition G Turbulence or other weather related causes (other than approved) 1 Others H An aircraft without PBN approval; I Others (to be specified) TOTAL 3 Table 5: Summary of the Large Lateral Deviations (LLD) and Large Longitudinal Errors (LLE) received 2.10.1.8 The very low level of reporting of safety occurrences particularly those related to deviations in the horizontal plane is a cause of concern. ANSPs need to place greater emphasis on reporting of horizontal deviations since all future capacity increases is based on reducing both the lateral spacing between routes and the longitudinal separation between aircraft. Controllers in the region need to be made aware of the safety risks resulting from an aircraft s horizontal deviation in an RNP/RNAV environment. 2.10.1.9 The Chairman called upon the member States of BOBASMA to submit the requisite data which will enable BOBASMA to conduct the horizontal safety monitoring services for the BOBASIO airspace successfully. Maldives informed the meeting that they would coordinate with BOBASMA and submit the data as required. 2.10.2 WP 10: Safety Concerns in BOBASIO 2.10.2.1 The Monitoring Agency for Asia region presented Working Paper 10 on Safety Concerns in Bay of Bengal Arabian Sea and Indian Ocean Region. The Paper provided the preliminary results of the airspace safety oversight for the RVSM operation in BOBASIO region highlighting the unprecedented risk level in the region. The paper also proposed some actions to mitigate risk in the region. 02/09/2015 P a g e 27

2.10.2.2 Typically, comprehensive annual safety reports are prepared at the beginning of each year. However, due to many high risk occurrences in the BOB airspace during the first six months of 2015, the MAAR prepares this report to inform concerning States so that appropriate actions can be taken as early as possible. In typical risk calculation, traffic sample data (TSD) collected during December of each year is used for the technical risk calculation, and data from monthly Large Height Deviation (LHD) reports is used in operational risk estimation. Since December 2015 TSD is not available when this paper is prepared, December 2014 TSD is used to approximate December 2015 TSD. In addition, instead of the data for the whole year, this paper uses LHD data collected between January 2015 and June 2015. Therefore, technical risk presented in this paper is based on 2014 data while operational risk presented in this paper is cumulative operational risk over a 6- month period instead of a 12-month period. 2.10.2.3 The 6-month-cumulative total risk is 26.94 x 10-9 which exceeds the specified annual TLS value of 5.0 x 10-9 by more than five times. Table 6 summarizes Bay of Bengal (BOB) airspace RVSM technical, operational, and total risks. BOB Airspace (Jan-June 2015) Source of Risk Risk Estimation TLS Remarks 2014 Technical Risk 0.95 x 10-9 2.5 x 10-9 Below Technical TLS Operational Risk 17.78 x 10-9 - Total Risk 18.73 x 10-9 5 x 10-9 Above TLS 2015 Technical Risk 0.95 x 10-9 2.5 x 10-9 Below Technical TLS Operational Risk 25.99 x 10-9 - (6-month period) Total Risk 26.94 x 10-9 5 x 10-9 Above TLS Table 6: BOB Airspace RVSM Risk Estimates 2.10.2.4 Figure 6 shows risk estimate trend for the first six months of 2015. The horizontal axis shows the assessed months, and the vertical axis shows annual risk estimate for the period ending in the associated month. 02/09/2015 P a g e 28

Figure 6: BOB Airspace RVSM Risk Estimate Trends 2.10.2.5 Table 7 summarize the number of Non-NIL LHD occurrences assessed and associated LHD duration (in minutes) or number of levels crossed, and their associated operational risk by month from January 2015 to June 2015. Month (2015) No. of Non- NIL LHD LHD Duration (Min) No. Levels Crossed Operational Risk (x10-9 ) January 13 40 0 0.92 February 10 17 0 0.39 March 28 335 1 8.08 April 43 654 1 15.14 May 9 5 0 0.12 June 12 58 0 1.34 Total 115 1109 2 25.99 Table 7: Summary of LHD by Month for BOB Airspace 02/09/2015 P a g e 29

2.10.2.6 Table 8 summarize the number of LHD occurrences, the associated LHD duration (in minutes) and the number of flight levels crossed without clearance, by LHD category from January 2015 to June 2015. LHD Category Code LHD Category Description No. of LHDs LHD Duration (Min) No. levels crossed Operatio nal Risk A B C D E F G H I J Flight crew failing to climb/descend the aircraft as cleared 0.00 0.00 0.00 0.00 Flight crew climbing/descending without ATC Clearance 1.00 29.00 0.00 0.67 Incorrect operation or interpretation of airborne equipment (e.g. incorrect operation of fully functional FMS, incorrect transcription of ATC clearance or re-clearance, flight plan followed rather than ATC clearance, original clearance followed instead of re-clearance etc) 0.00 0.00 0.00 0.00 ATC system loop error; (e.g. ATC issues incorrect clearance or flight crew misunderstands clearance message) 5.00 34.00 2.00 1.17 Coordination errors in the ATC to ATC transfer or control responsibility as a result of human factors issues (e.g. late or non-existent coordination, incorrect time estimate/actual, flight level, ATS route etc not in accordance with agreed 23.4 parameters) 107.00 1017.00 0.00 8 Coordination errors in the ATC to ATC transfer or control responsibility as a result of equipment outage or technical issues 0.00 0.00 0.00 0.00 Deviation due to aircraft contingency event leading to sudden inability to maintain assigned flight level (e.g. pressurization failure, engine failure) 0.00 0.00 0.00 0.00 Deviation due to airborne equipment failure leading to unintentional or undetected change of flight level 0.00 0.00 0.00 0.00 Deviation due to turbulence or other weather related cause 2.00 29.00 0.00 0.67 Deviation due to TCAS resolution advisory, flight crew correctly following 0.00 0.00 0.00 0.00 02/09/2015 P a g e 30

LHD Category Code LHD Category Description No. of LHDs LHD Duration (Min) No. levels crossed Operatio nal Risk K L M Total the resolution advisory Deviation due to TCAS resolution advisory, flight crew incorrectly following the resolution advisory 0.00 0.00 0.00 0.00 An aircraft being provided with RVSM separation is not RVSM approved (e.g. flight plan indicating RVSM approval but aircraft not approved, ATC misinterpretation of flight plan) 0.00 0.00 0.00 0.00 Other this includes situations of flights operating (including climbing/descending) in airspace where flight crews are unable to establish normal air-ground communications with 0.0 the responsible ATS unit. 0.00 0.00 0 0.00 115 2.0 25.9 1109.00 0 9 Table 8: Summary of LHD by LHD Category for BOB Airspace 2.10.2.7 Category E LHDs still account for most of LHD duration and occurrences in the region. These occurrences can be further categorized into the following subcategories as depicted in Figure 7. Figure 7: Sub-categories of Category-E LHDs for BOB Airspace 02/09/2015 P a g e 31

Analysis of Operational Error 2.10.2.8 There are 115 LHD occurrences which account for the risk of 25.99 x 10-9 FAPFH. The 10 highest risk bearing LHDs together account for the risk of 21.46 x 10-9 FAPFH or 83% of total operational risk. The operational risk is mainly the result of a small number of LHDs with long duration. As illustrated in Figure 7 almost all of these LHDs are the result of breakdown in coordination. 2.10.2.9 The next two figures depict geographic location of non-nil LHDs and hot spots in the BOB region based on LHD reports from January to June 2015 where: - each navy blue dotted line represents the frequency of occurrences at the labeled waypoint, - each red label indicates the number of LHDs and duration in minutes associated with that location, and - the turquoise lines represent west-bound traffic density while the orange lines represent east-bound traffic density 2.10.2.10 Figure 8 shows the first hot spot area, which consists of the transfer-of-control points along Chennai and Kuala Lumpur FIRs and the transfer-of-control points along Kolkata and Yangon FIRs. This area has been and still continues to be the major hot spot area in the region. Figure 8: LHD Hot Spots between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs 02/09/2015 P a g e 32

2.10.2.11 Figure 9 shows the second hot spot area, which consists of the transfer-of-control points on the western boundary of Mumbai FIR. The majority of risk is due to ATC-to-ATC coordination errors at ORLID, LOTAV and KITAL. Most LHDs occur because aircraft entering Mumbai FIR from the west were not transferred to Mumbai OCC. Since this area is oceanic airspace where no surveillance is available, Mumbai OCC is not aware of these aircraft until aircraft establish contact with Mumbai OCC when they are about to enter continental areas. This results in LHDs with long duration. Figure 9: LHD Hot Spots between Mumbai and Muscat/Mogadishu FIRs Proposed Actions for the Region 2.10.2.12 In order to devise risk mitigation measures at these hot spot areas, the following domains should be taken into consideration: 1) The ATC-to-ATC communication channel and procedure for transferring an aircraft and the revisions of flight information. 2) The surveillance coverage of the hot spot areas. Surveillance service for the accepting ATC unit should significantly reduce the duration of LHDs. The 02/09/2015 P a g e 33

better the surveillance, the earlier the accepting ATC unit can detect and manage the unexpected traffic. 3) ADS-C/CPDLC service will also help reduce the LHD s duration as the aircraft s position is typically reported to the accepting ATC unit at the transfer-of-control point. 4) The reporting procedure for the flight crew before entering the FIR. If the pilot reports to the accepting ACC as soon as the aircraft approaches the transfer of control point, the less chance that the aircraft will fly at a flight level unexpected by the accepting ATC unit. 5) ATC automation system s human-machine interface. States that plan to acquire or upgrade their ATC automation system, especially the systems that utilize electronic strips environment, should consider a design of human machine interface which reminds ATCs to send flight information revision when necessary. 2.10.2.13 For interfaces between Kolkata/Chennai and Yangon/Kuala Lumpur FIRs, there have been some initiatives to reduce the LHDs since the situation came into light in 2013. The States concerned initiated plans to implement AIDC between ACCs to help automate the coordination process and share ADS-B data so that the entering aircraft can be detected early. 2.10.2.14 For Mumbai and Muscat/Mogadishu interface, upon the receipt of the LHD reports in July, the MAAR raised the issue to the attention of AFI Regional Monitoring Agency (ARMA) who oversees the Mogadishu FIR and the Middle East Regional Monitoring Agency (MIDRMA) who oversees the Muscat FIR. As a short-term solution, the MAAR asked the RMAs to urge flight crews of aircraft entering Mumbai FIR to contact Mumbai OCC before the aircraft enters the FIR, especially those operating without ADS-CPDLC. As a short-term solution, the MAAR asked the RMAs to urge flight crews of aircraft entering Mumbai FIR, especially those operating without ADS-CPDLS, to contact Mumbai OCC before the entering the FIR. 2.10.2.15 MAAR would like to propose some additional actions and procedure to be considered and, if possible, adopted by BOBASIO States in order to establish a more robust platform to address these safety concerns. The proposal is for: 1) BOBASIO to take on the task of acting as the scrutiny group to address the hot spots in the BOBASIO region, which could be conducted in a form of side meetings to the main meeting; 2) BOBASIO to add an agenda concerning airspace safety in the region; and 3) BOBASIO States to establish a procedure for supervisors or controllers on duty of transferring and accepting ATS units to discuss and investigate, in a timely manner, the occurrences relating to the breakdown in coordination, and then 02/09/2015 P a g e 34

report the LHD to the corresponding RMAs. 2.10.2.16 Flimsy 1 was presented by MAAR and BOBASMA which proposed that BOBASIO add Airspace safety as one of its agenda, and also form a small working group consisting of BOBASMA, AAI, MAAR, and States directly involved with the identified hot spots.the working group should work towards identifying preliminary causes of the LHDs and recommend remedial actions to BOBASIO which will act as the scrutiny group. 2.10.2.1 After deliberation the meeting adopted the decision for BOBASIO to function as a Scrutiny group which will be assisted by a small working group comprising MAAR, BOBASMA, AAI and the concerned state. 2.10.2.2 Decision BOBASIO/5-04: BOBASIO to take on the role of the scrutiny group for the Bay of Bengal, Arabian Sea, and Indian Ocean Region. BOBASIO takes on the role of the scrutiny group for the Bay of Bengal, Arabian Sea, and Indian Ocean Region and establish a small working group consisting of BOBASMA, AAI, MAAR, and States directly involved with the identified hot spots to analyze the occurrences and propose remedial actions to BOBASIO. 2.10.3 WP 11: ADS-B for Height Keeping Performance Monitoring 2.10.3.1 The Paper presented by MAAR on the potential utilization of India ADS-B data for height-keeping performance monitoring, as required by the ICAO Annex 6 minimum requirements for long term monitoring. The Monitoring Agency for Asia Region (MAAR) also proposed steps towards the ADS-B data sharing for AAI and other States with ADS-B capability. 2.10.3.2 An aircraft uses a barometric altimeter to determine height and follows common pressure levels (flight levels) using a QNH of 1013 in RVSM airspace. The altimetry system error (ASE) is the difference between the altitude indicated by the altimeter display, assuming a correct altimeter barometric setting, and the pressure altitude corresponding to the undisturbed ambient pressure. Therefore, ASE is an indicator of the accuracy of an aircraft s altimetry system, and, as a result, its height-keeping performance. 2.10.3.3 ASE can vary and deteriorate with time in service since aircraft altimetry systems may: a. wear over time (such as the pitot-static probe and portions of internal plumbing); b. be subject to damage (such as skin flexing/deformation during operations); and/or c. be affected by modification of airframes (such as the application of paint, decals and branding marks or mounting of accessories or repairs such as boiler plating in the vicinity of the static pressure ports). 02/09/2015 P a g e 35

2.10.3.4 To ensure that aircraft operating in RVSM airspace continues to meet the safety objectives, aircraft operators are required to meet the long-term height monitoring requirements based on Annex 6 to the Convention on International Civil Aviation. 2.10.3.5 There are two main types of monitoring systems available today: a. In-Flight GPS-Based Monitoring Systems which require a portable GPS-based monitoring unit (GMU) to be installed on board; and b. Ground-Based Height Monitoring Systems which require aircraft to fly over the operational coverage of stationary ground stations. One type of these systems is an ADS-B Height Monitoring System (AHMS) which utilizes ADS-B data for ASE calculation. The twenty-third meeting of the Asia/Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG/23) agreed that States should provide ADS-B data when available and requested by the RMAs for safety monitoring purposes (APANPIRG Conclusion 23/16 - Safety Monitoring Data Provision) 2.10.3.6 The Bay of Bengal and Arabian Sea Monitoring Agency (BOBASMA) presented WP/05 "Use of ADS-B Data for Monitoring Aircraft Height Keeping Performance" at the third ATS coordination meeting of the Bay of Bengal, Arabian Sea, Indian Ocean (BOBASIO/3). The paper proposed that the ADS-B data from the 21 ADS-B ground stations in India will enable the height-keeping performance monitoring of ADS-B equipped aircraft without limiting the means of monitoring to only by use of GMUs. 2.10.3.7 In addition to the current remaining monitoring burden, aircraft operators flying over the India continental airspace would also benefit in the long run as each of their fleet will need to be height monitored every two years. Should ADS-B data from India be shared with the MAAR for the purpose of height-keeping performance monitoring, all aircraft with ADS-B OUT equipage shall be continuously monitored and potentially satisfy the ICAO Annex 6 minimum requirements for long term monitoring. 2.10.3.8 In order to provide the evidence for DGCA India that AAI s ADS-B data can be used for ASE calculation, the MAAR would like to propose the following steps to achieve this task: 1) AAI sends the MAAR a small sample (i.e. one day) of ADS-B binary files, which are in ASTERIX Category 021 format. 2) The MAAR customizes their software to be able to process AAI's data and sends the software to AAI. 3) AAI uses the software to process one-month of ADS-B data and sends the result to the MAAR. The result files will contain only data fields necessary for ASE calculation. 4) The MAAR analyzes the data and produces an ASE report, including ASE value comparison between common airframes in MAAR s existing data and AAI s data. 02/09/2015 P a g e 36

5) The report can be referenced as a part of AAI request for the approval from the DGCA of India to use ADS-B data for the purpose of aircraft height-keeping performance monitoring. 6) Once the DGCA of India approves, the ADS-B data may be processed and shared with the MAAR on a monthly basis, as described above. 2.10.3.9 In response to MAAR s offer to validate Indian ADS-B data for ASE calculation India informed MAAR that as of now India is only considering the use of ADS-B for provision of Air Traffic Services and when it is proposed to use ADS-B data for vertical height monitoring then the offer of MAAR will definitely be considered. 2.10.3.10 MAAR also encouraged other States to share their ADS-B data with the MAAR with similar steps outlined above. 2.10.4 WP 12: Requirement of RMA for BOBASIO airspace 2.10.4.1 BOBASMA presented Working Paper 12 on the need for a Regional Monitoring Agency for conducting post RVSM implementation system performance monitoring to ensure continued safe use of RVSM within the Bay of Bengal Arabian Sea Indian Ocean (BOBASIO) airspace. 2.10.4.2 The BOBASIO airspace spans a wide area stretching from the Middle East/ African coast in the west and across the vast expanse of the Arabian Sea, the Indian subcontinent and Bay of Bengal. It comprises of the airspace of seven States (Afghanistan, Pakistan, India, Maldives, Sri Lanka, Bangladesh & Myanmar) and eleven FIRs (Kabul, Lahore, Karachi, Male, Mumbai, Delhi, Chennai, Kolkata, Dacca, Colombo & Yangon). 2.10.4.3 The increased growth of air traffic within the BOBASIO airspace and the projected future growth require that, the safety monitoring competencies of member States of BOBASIO are optimized to achieve the safety objectives. 2.10.4.4 In January 2009 the Bay of Bengal ATS Coordination Group in its 20th meeting (BBACG/20) recognised that En-route Monitoring Agency (EMA) capability was essential to support the RNP 10 and RNP 4 implementations and invited India to consider establishing horizontal plane safety assessment and monitoring capability for the Bay of Bengal and Arabian Sea airspace. 2.10.4.5 India accepted the responsibility and established the EMA, Bay of Bengal Arabian sea Indian ocean safety Monitoring Agency (BOBASMA) at Chennai in India which has been endorsed as a competent safety monitoring agency by APANPIRG vide APANPIRG Decision 22/14 in 2012. 02/09/2015 P a g e 37

2.10.4.6 BOBASMA conducts the safety monitoring for the introduction and continued safe use of reduced horizontal separation in the BOBASIO airspace and presents the annual safety report to RASMAG. 2.10.4.7 Table 9 is a summary of the Asia-Pacific RMAs and their area of responsibility. MAAR provides RMA services to the BOBASIO States. S. No Regional Monitoring Agency Member States Flight Regions Information 1 Monitoring Agency for Asia Region (MAAR) 2 China Regional Monitoring Agency (China-RMA) 3 Pacific Approvals Registry and Monitoring Organization (PARMO) 4 Australian Airspace Monitoring Agency (AAMA) 5 Japanese Airspace Safety Monitoring Agency (JASMA) 20 25 2 10 6 7 6 7 1 1 Table 9. Summary of Asia-Pacific RMAs and Estimated annual Flying Hours 2.10.4.8 The increased safety monitoring competency of States like India could help in establishing additional Regional monitoring agencies to cater to the needs of an ever growing traffic scenario in the region. 2.10.4.9 BOBASMA had been supporting the efforts of MAAR since 2011-12 by sensitizing the controllers and senior ATC officers on the need to report safety occurrences, as can be seen from the increased instances of LHD reporting in the region in the recent past. This has only resulted in conducting a more realistic Safety assessment leading to the identification of safety issues that were so far hidden. (Ref: RASMAG/20 report). 2.10.4.10 BOBASMA is willing to undertake the additional responsibility of providing RMA services for the member States of BOBASMA. BOBASMA is ready to participate in training programs under the guidance of any of the established RMAs to acquire the additional technical competence if any, required to carry out the functions of an RMA. 02/09/2015 P a g e 38

2.10.4.11 MAAR while endorsing the Safety Monitoring capabilities of BOBASMA informed the meeting of their willingness to continue providing the RMA services for the BOBASIO airspace. MAAR also informed the meeting that the request was already discussed previously in RASMAG. RASMAG had decided not to add any more RMAs to the region since APAC region already has 5 RMAs compared to 1 RMA in other regions. However, the meeting took note of the vast airspace of the BOBASIO region and the efforts undertaken by BOBASMA to identify for the first time the vertical safety risks which had so far remained hidden. Considering the positive role that BOBASMA could play in having a specific and sustained focus on the safety risk within the BOBASIO airspace the meeting decided to adopt the Draft Decision as given in 2.10.4.12 below, proposed by BOBASMA. 2.10.4.12 Decision BOBASIO/5-05: Regional Monitoring Agency for BOBASIO Airspace. BOBASMA to present a working paper conveying a decision of BOBASIO/5 to RASMAG for providing RMA services to the member States of BOBASMA in addition to the EMA services. AGENDA ITEM 11: FUTURE MEETINGS 2.11.1.1 The meeting agreed to include following two Permanent Agenda items in the future meetings to ensure better coordination and collaboration for effective implementation of Seamless ATM plan and Safety monitoring in the BOBASIO Subgroup comprising of States from three different ICAO regions: 1. Outcome of related Meetings in the region and action items for BOBASIO States 2. Airspace safety in the BOBASIO Sub- region 2.11.1.2 The meeting discussed the venue for the next meeting. Seychelles proposed to discuss with their management for holding the next BOBASIO meeting. 02/09/2015 P a g e 39

ACTION ITEMS OF BOBASIO/5 APPENDIX A Action Description Item ID 3/2 States to consider declaring airspace corresponding to its ATM capability and consider non-exclusive type of airspace classification, to allow for utilization of such airspace by aircraft not meeting the requirements. 3/3 India to follow up the task of joint routes design with neighbouring States for mutual benefit. Responsible State/ Organisation BOBASIO States India and neighbouring States Remarks States requested ICAO APAC regional Office to provide guidance material Status Open Ongoing 3/4 India, Malaysia, Indonesia and other BOBASIO States to collaborate, to establish RNP 4 routes in the Bay of Bengal to support 30/30 NM separation. India, Malaysia Indonesia and other BOBASIO States India introduced 30NM Reduced Longitudinal Separation wef 18 th September 2014 on 4 ATS Routes. Other States to collaborate. Open Indonesia will be ready by March, 2015. (No Update from Indonesia. Indonesia did not attend BOBASIO/5 meeting). Revised timeline from Malaysia, and Muscat awaited. (No update from Malaysia and Muscat. Malaysia and Muscat did not attend BOBASIO/5 meeting). 02/09/2015 P a g e 40

3/7 Malaysia and India to provide an update on possibility of sharing of Port Blair ADS-B data with Malaysia and enable seamless transfer of communication at the FIR boundary for implementation of 50-50 NM separation, at the SAIOACG meeting in February 2014. 3/8 All BOBASIO States to report occurrences of LLDs and LLEs to BOBASMA in timely manner. They should sensitize their controllers to report the occurrences of LLDs and LLE. 3/10 Mumbai OCC to submit a study on traffic pattern to/from AFI regions in terms of time of operation and density to facilitate the evaluation of the FLAS and its review. 3/14 LOA between Kolkata ACC and Yangon ACC to be signed by Appropriate Authority of Yangon and sent to Airports Authority of India. 3/16 Coordination Procedures between Chennai OCC and Kuala Lumpur ACC to be signed by the appropriate authorities of Malaysia and India. 3/17 LOA/Coordination Procedures for AIDC data exchange between Chennai and Kuala Lumpur to be finalized Malaysia and India States obliged to submit data to BOBASMA India Yangon India and Malaysia India and Malaysia Timeline Revised to March 2016. (Malaysia did not attend BOBASIO/5 meeting). Mumbai submitted study report. An ongoing process for evaluation of FLAS Response from Yangon is awaited. (Myanmar did not attend the meeting) LOAs exchanged but not signed (Malaysia did not attend the meeting) Trials are Ongoing Open Ongoing Open Open Open Open 02/09/2015 P a g e 41

3/18 Development of ATM Contingency Plan Level 2/3 (Note: ATMTF meeting scheduled in the 3 rd week of Nov, 2013 and is being attended by India) 3/19 Neighbouring States to expedite execution of SAR agreement(s), providing details of the responsibility of States and their agencies, especially in Cross Border Areas. 3/20 BOBASIO States which are planning A-CDM to ensure the Business Rules ; terminology and procedures were aligned regionally to ensure that user interfaces with various A-CDM systems are common. BOBASIO States BOBASIO States BOBASIO States Discussion ongoing for developing ATM Contingency Plan (Update from the states required) ICAO RSO has circulated the Template for the states to Comply with the Business rules. (Other BOBASIO states may follow with their respective RSOs). Open Open Open 3/21 Neighboring Centers adjacent India to share their plan with India for AIDC implementation in a time bound manner. 3/22 ICAO to standardize single ICD version within APAC region and all the regions of ICAO to achieve harmonious implementation. 3/23 India to coordinate through POC for further feasibility studies on GAGAN and feedback from the member States. 4/1 Establishing POC for follow up actions of BOBASIO Meetings Neighbourin g BOBASIO States to India ICAO Regional Office India All BOBASIO States Target date of implementation Indonesian Oct 2015. (No update received) Completed in APANPIRG25 (Other BOBASIO states may give update for their respective regions) POC to be forwarded to BOBASIO Secretary Draft LOA exchanged between Myanmar and India Open Open Ongoing Open 02/09/2015 P a g e 42

rbhatnagar@aai.aero 4/3 BOBASIO States to share information on strategies being adopted to establish Cyber security framework All BOBASIO States BOBASIO/5 Ongoing 4/4 Identification and prioritization ATS routes for implementation of RHS (50/50 and 30/50) Meeting to identify point of contacts and coordinators for the task. 4/5 Review the draft letter of agreement and formalize SAR LOAs with adjacent RCCs Muscat Bangladesh Indonesia Malaysia Myanmar Pakistan Sri Lanka Maldives All BOBSIO States Indonesia will be ready by March, 2015 Response from other States awaited. (Maldives can implement 50/50 lateral separation (Ref Annex 11) ; but - Maldives cannot implement 50/50 Longitudinal Separation due to unavailability of ADS-C /DCPC - Maldives cannot Implement 30/30 RHS due to Unavailability Of ADS-C/DCPC) Maldives has already submitted draft letter of agreement for SAR LOAs to India and awaiting comments from India Open Open 4/6 Maldives, India, Sri Lanka and Mauritius to collaborate for ATM Contingency Plan. All affected States Open Maldives Maldives provided POC 02/09/2015 P a g e 43

Maldives to establish POC for other affected FIR 4/8 AAI to assess the requirement of ATS/DS between Mumbai and Somalia India and Somalia Mogadishu had proposed ATS/DS between Mogadishu and Mumbai through WP/4 in BOBASIO/4. Mogadishu also informed that the AMHS installation at Mogadishu was in final stages and as Mumbai is already AIDC capable in future AIDC would be implemented between Mogadishu and Mumbai. In a side meeting held during BOBASIO/4 the Mumbai ATC representative had submitted that as the frequency of calls was very less, the existing practice of coordination through ISDN calling was sufficient. The CNS representatives of AAI were however requested to study feasibility of ATS/DS. Open A dedicated number in Mumbai OCC, which is neither circulated nor provided in directory is provided to Mogadishu for coordination. Mogadishu will keep it on trial until they are satisfied with the service. 4/12 Controller exchange programme between Seychelles and Mumbai for India and Seychelles Proposal is acceptable to Mumbai ATC. AAI Open 02/09/2015 P a g e 44

understanding the other s working environment which will help in resolving the human factors issues CHQ may consider to extend invitation to ANSP of Seychelles. Revised timeline July, 2016 4/13 The introduction of an International Route connectivity between Guwahati and Bangkok, via GGT VOR- B593 CML (COMILLA) VOR ONEKA G463 CTG (CHITTAGONG) VOR G463-BGO VOR(YANGON)-Bangkok 4/14 Exchange of ATS messages via AFTN between Kolkata and Myanmar to be done on trial basis during lean period with prior coordination. India Bangladesh India and Myanmar July 2015 Status update to be provided by Bangladesh on status of PfA of BANP Commencement of trial by 31 st Oct, 2014. Open. Open 4/16 India to send proposal to Bangladesh for unidirectional route between CEA and AAT and Bangladesh to respond on proposal. 4/19 Jakarta and Chennai to review the no precoordinated level for westbound traffic on N563 5/1 Establish new ATS routes in Kolkata-Dhaka FIR, Northern Bay of Bengal and over Arabian Sea for capacity enhancement and route optimization India Bangladesh Indonesia and India India, Bangladesh, Myanmar, Thailand and Indonesia Proposal and reminder sent to Bangladesh Through correspondence and Side line meetings during ICAO meetings BOBASIO/6 Open Open Route proposals will be reviewed and discussed in BIMT meeting again with Myanmar 02/09/2015 P a g e 45

5/2 Consider to develop structured program for BOBASIO Geographical Area for Upper airspace UPR development 5/3 Consider the proposal for inclusion of the segment between ELKEL and Male of G465 in Male FIR as Contingency Route with FLAS as FL280 (WB) and FL270 (EB) to harmonize the ATM Contingency Plan of India, Maldives and Srilanka 5/4 Consider the Letter of Agreement template for the ATM Contingency Plan Level 2. (Attached as Annexure IV to WP 06) 5/5 Establish a procedure for supervisors or controllers on duty of transferring and accepting ATS units to discuss and investigate, in a timely manner, the occurrences relating to the breakdown in coordination, and then report the LHD to the corresponding RMAs 5/6 Consider to share ADS-B data with the MAAR for height keeping performance monitoring 5/7 Establish POC for coordinating the preliminary activities for the feasibility and efficacy of BOBASIO Contingency Team. All BOBASIO States BOBASIO/6 Maldives 31 st October 2015 All BOBASIO States BOBASIO States Willing BOBASIO States 31 st October 2015 31 st December 2015 for Draft Procedure Ongoing India/IATA 31 st December 2015 and Bangladesh. 02/09/2015 P a g e 46

5/8 Review the draft Letter of Agreement (enclosed as Annexure IV to the report) for the coordination/co-operation on operational matters of SAR services with India All Concerned States 31 st December 2015 5/9 BOBASMA to present a working paper conveying a decision of BOBASIO 5 to RASMAG for providing RMA services to the member States of BOBASMA in addition to the EMA services. 5/10 MAAR to constitute a mechanism for timely coordination of LHD occurrences between concerned ATS units. 5/11 Establish a small working group consisting of BOBASMA, AAI, MAAR, and States directly involved with the identified hot spots to analyze the occurrences and propose remedial actions to BOBASIO BOBASMA RASMAG/21 MAAR 31 st October 2015 India 31 st October 2015 02/09/2015 P a g e 47

PROPOSED AGENDA APPENDIX B Agenda Topic Item 1 Adoption of Agenda Item 2 Review of progress on action items of BOBASIO/3 and BOBASIO/4 Item 3 Outcome of related Meetings in the region and action items for BOBASIO states Item 4 Strategic ATM Plans of participating States Item 5 AIDC Implementation Item 6 ATM Coordination (Airspace restructuring, AIS and SAR agreements) Item 7 ATM Contingency Plan- Level 1 and Level 2 Item 8 Item 9 SBAS implementation in the region and possibilities of entering into MoU with the concerned states of BOBASIO region Side line working group meetings comprising of states and organisations (Discussion and adoption of LOAs) Item 10 Any other Business Item 11 Future meetings 02/09/2015 P a g e 48

1. Working Papers S no Agenda item LIST OF WORKING AND INFORMATION PAPERS Subject APPENDIX C Presented by 1 1 Proposed Agenda Secretariat 2 2 Review of Action items from BOBASIO 3 and 4 Secretariat 3 4 Collaborative airspace design and management AAI 4 4 Implementation of 50NM RHS AAI 5 6 Upper Airspace UPR Zone over BOBASICO airspace IATA 6 7 Update on Contingency plan AAI 7 8 Gagan Equitorial IONO advantage AAI 8 8 Gagan for Everyone AAI 9 10 BOBASMA safety report BOBASMA 10 10 Safety Concerns in BOBASIO MAAR 11 10 ADS-B for Height Keeping Performance Monitoring MAAR 12 10 Requirement of RMA for BOBASIO airspace BOBASMA 13 7 BOBASIO Contingency team AAI 2. Information Papers S no Agenda item Subject Presented by 1 3 ASIOACG9 INSPIRE5 outcomes Secretary- ASIOACG 2 4 ADS-B data sharing Maldives 3 5 AIDC implementation Maldives 4 5 AIDC implementation in Singapore Singapore 5 5 AIDC implementation-aai AAI 6 6 Singapore Search and Rescue Operations Singapore 7 10 Space based ADS-B Value Proposition Aireon 02/09/2015 P a g e 49

ORDER OF BUSINESS Monday, 31 st August, 2015 APPENDIX D Time Program 0900-1000 Registration 1000-1120 Inaugural Session 1120-1150 Photo session followed by Tea/Coffee Break 1150-1300 Discussions on Agenda Items 1300-1400 Lunch 1400-1500 Discussions on Agenda Items 1500-1530 Tea/Coffee Break 1530-1700 Side Line meeting -1 Time Tuesday, 1 st September, 2015 Program 0930-1100 Discussions on Agenda Items 1100-1130 Tea/Coffee Break 1130-1300 Discussions on Agenda Items 1300-1400 Lunch 1400-1500 Discussions on Agenda Items 1500-1530 Tea/Coffee Break 1530-1700 Side Line meeting -2 Wednesday, 2 nd September, 2015 Time Program 0930-1030 Review of Draft Report 1030-1100 Tea/Coffee Break 1100-1200 Adoption of Report and Closing of Meeting 1200-1300 Lunch 1300 onwards Sight-seeing tour 02/09/2015 P a g e 50

ORDER OF DISCUSSION 31 st August 2015 (Monday) APPENDIX E Session Time Agenda Item Subject Presented by 1150-1200 1 WP 01 Proposed Agenda Secretariat Session 1 (1150-1300) 1200-1230 2 WP 02 1230-1245 3 IP 01 Review of Action items from BOBASIO 3 and 4 ASIOACG9 INSPIRE5 outcomes Secretariat Secretary- ASIOACG 1245-1300 4 WP 03 Collaborative airspace design and management AAI 1300-1400 Lunch Break 1400-1415 4 WP 04 Implementation of 50NM RHS AAI Session 2 (1400-1445) 1415-1425 5 IP 03 AIDC implementation Maldives 1425-1435 5 IP 04 AIDC implementation in Singapore Singapore 1435-1445 5 IP 05 AIDC implementation-aai AAI 1445-1515 Tea/Coffee Break Session 3 (1515-1700) 1515-1530 8 WP 07 GAGAN Equatorial IONO advantage AAI 1530-1545 8 WP 08 GAGAN for Everyone AAI 1545-1700 Sideline Meeting 1 02/09/2015 P a g e 51

1 st September 2015 (Tuesday) Session Time Agenda Item Subject Presented by 0930-0945 10 WP 09 BOBASMA safety report BOBASMA Session 1 (0930-1100) 0945-1010 10 WP 10 1010-1025 10 WP 11 Safety Concerns in BOBASIO ADS-B for Height Keeping Performance Monitoring MAAR MAAR 1025-1050 10 WP 12 Requirement of RMA for BOBASIO airspace BOBASMA 1050-1100 4 IP 02 ADS-B data sharing Maldives 1100-1130 Tea/Coffee Break 1130-1150 7 WP 06 Update on Contingency plan AAI Session 2 (1130-1300) 1150-1205 6 IP 06 Singapore Search and Rescue Operations Singapore 1205-1220 10 IP 07 Space based ADS-B Value Proposition Aireon 1220-1240 6 WP 05 Upper Airspace UPR Zone over BOBASICO airspace IATA 1240-1300 7 WP 13 BOBASIO Contingency Team AAI 1300-1400 Lunch Break Session 2 (1400-1500) 1400-1445 Presentation Aeronautical Billing System by AAI 1445-1500 11 Future Meetings Secretariat 1500-1530 Tea/Coffee Break Session 3 1530-1700 9 Side Line meeting 2 02/09/2015 P a g e 52

2 nd September 2015 (Wednesday) Session Time Item Presented By Session 1 0930-1030 Review of Draft report Secretariat 1030-1100 Tea/Coffee Break Session 2 1100-1130 Adoption of report Secretariat 1130-1200 Closing of meeting Secretariat 1200-1300 Lunch Break 1300 Onwards Local Sightseeing Tour 02/09/2015 P a g e 53

LIST OF DELEGATES FOR BOBASIO MEETING Name (Mr./Ms.) Designation E-mail ID/ Tel No APPENDIX F 1 INDIA (Airports Authority of India) 1. A.K. Dutta ED(ATM) edatmakd@aai.aero 2. Pramod Kumar Mishra ED(ATM) edatm@aai.aero 3. J. Dasgupta GM (ATM) gmatmmum@aai.aero jdasgupta@aai.aero 9870363692 4. M.C. Dangi GM (ATM) mcdangi@aai.aero gmatmpalam@aai.aero 9650222144 5. R.K. Singh GM (ATM) 6. Keshava Sharma GM (ATM) 7. M. Muthu GM (ATM) 8. S.K. Oberoi GM (ATM) gmais@aai.aero 9. A.P. Gajbe GM (ATM) anandraopg@aai.aero +91-9650555192 10. Kanhaya Lal GM (ATM) kanhayalal@aai.aero gmatmsqms@aai.aero 9650596385 11. N.R. Das GM (CNS) 12. S C Badola Jt. GM (ATM) 13. G C Bhatt Jt. GM (ATM) 14. A B Joshi Jt. GM (ATM) abjoshi@aai.aero +91-9820138296 15. S. Ghosh GM (CNS) sghosh@aai.aero +91-8902499903 16. Soren Singh GM (CNS) 17. G.S. Rao GM (CNS) gsrao@aai.aero 9490173469 18. S.K. Srivastava Jt. GM (ATM) Sk.srivastava6@gmail.com 19. Vivek Desai Jt. GM (ATM) vivekdesai@aai.aero 8826717633 20. O.S. Ekka Jt. GM (ATM) osekka@aai.aero 9866212756 21. V.K. Seth Jt. GM (ATM) vipinseth@gmail.com 9426285236 22. S.R. Mehto Jt. GM (CNS) 23. P.K. Jain Jt. GM (CNS) pkj_441@aai.aero 9968687929 02/09/2015 P a g e 54

24. L.S.R. Mohanrao Jt. GM (CNS) 25. S.P.V.R.Naidu Jt. GM (CNS) senaidu@aai.aero 9440723978 26. C.H. Baburao Jt. GM (CNS) cbrao@rediffmail.com 9481802962 27. Sheikh Mohd. Naiem Jt. GM (CNS) 28. Surendra Sunda SM (CNS) 29. Rajan George GM(CNS-P) 30. K.C. Patro GM(CNS-P) 31. K.M. Nehra Jt. GM (ATM) 32. N.K. Chaudhary Jt. GM (ATM) 33. A. P. Udayanarayana Jt. GM (ATM) udaya01@aai.aero 9445035614 34. M. Ayoob Jt. GM (ATM) 35. J.S. Sandhu GM (ATM-HR) 36. Rakesh Bhatnagar Jt. GM (ATM) rbhatnagar@aai.aero 9650077447 37. S. Swaminathan Jt. GM (ATM) 38. A.B. Chattoraj Jt. GM (ATM) 39. S. Chadhha GM (ATM) schaddha@aai.aero gmatschq@aai.aero 40. S.V. Satish GM (ATM) svsatish@aai.aero 41. S. Perumal GM (CNS) 42. Kalyan Chaudhary Jt. GM (ATM) 43. S.P. Pandey Jt. GM (CNS) sppandey@aai.aero 44. Dr. R.K. Jenamani DIR I/C (MET) rjenamani@hotmail.com 9971022981 INDIA( Other than Airports Authority of India) 45. 1. Capt. R.K. Anand DIR (ATS) AHQ 46. 4Pallavi Parmar Lt. ATCO pallaviparmar@gmail.com. (Indian Navy) 47. 5J. Josheph Gp. Capt.. (Indian Air Force) 48. 6CPR. S. Jaidwal JD (Coast 9873103881. Guard) 2 MALDIVES 49. 1Athuhar Mohamed athuhar@gmail.com. 50. 2Mafaz Mohamed m_mafaz@hotmail.com. 3 NEPAL 02/09/2015 P a g e 55

51. Shishil Chitrakar sowyam2552@yahoo.com 9849733389 52. Puspa Raj Ratala prratala@gmail.com 9841687634 53. Shreekar Prajapati shreeker@hotmail.com 9841987673 54. Ramesh Bahadur Kunwar 4 SEYCHELLES 55. E. Samson CAA esamson@scaa.sc + 248 252 72 06 rameshbrkunwar@yahoo.com 9848074777 56. Louis Raul CAA lmancienne@scaa.sc + 248 2513 566 5 SINGAPORE 57. Michael Shee CAA michael_shee@caas.gov.sg (65) 6541 2454 58. Jimit Singh CAA jimit_singh@caas.gov.sg (65) 6595 6055 90030245 7 SOMALIA 59. Noble Godwin Edzeameh noble.edzeameh@icao.unon.org +254-722-606855 60. Humphrey Kilei Mwachoki humphrey.mwachoki@icao.unon. org 254207622812 8 AEROTHAI 61. Chananya chananpink@gmail.com Pinkeawprasert 62. Svgoon Fucharoeh sfucharoeh@gmail.com 63. Ms. Saifon Obromsook Saifon.ob@aerothai.co.th 66 22878291 64. Piyawut Tantimekabut plyawut@gmail.com 66896975859 9 IATA 65. Prashant Sanglikar Asst. Dir. (SFO) 66. George Chan georgechan517@gmail.com 8529484918 67. David M Rollo Asst. Dir. (SFO) sanglikarp@iata.org 9968502573 02/09/2015 P a g e 56

GROUP PHOTOGRAPH OF DELEGATES OF BOBASIO/5 APPENDIX G 02/09/2015 P a g e 57

(APPENDIX TO WP/03: COLLABORATIVE AIRSPACE DESIGN AND MANAGEMENT) A) In Kolkata-Dhaka FIR ANNEXURE- I The proposal is to establish new ATS routes as follows- 1) Uni-directional (WB) ATS Route - Guwahati- TEGAK-Kolkata 2) Uni-directional (EB) ATS Route - Kolkata-Barisal-Comilla-Lengpui. 3) Uni-directional (EB) ATS Route - Guwahati-Sylhet-Agartala 4) Bi-directional ATS Route - Bagdogra - Saidpur 5) Jamshedpur-Durgapur-Rajsahi (Bidirectional) 6) Uni-directional (EB) ATS Route - Dhaka- Agartala 7) A conditional route (bi-directional) between Saidpur and Dhaka overlaying domestic Route W3 / W6 for aircraft overflying Dhaka. 8) Bi-directional ATS Route - Katihar Saidpur Guwahati 02/09/2015 P a g e 58

B) In Mumbai-Sanaa-Mogadishu-Seychelles FIR The proposal is to- 1) Restrict G450 upper limit to FL280 to accommodate non-rnp10/ non-rvsm aircraft 2) Create a new RNP10 ATS Route overlaying G450 between ORLID and Mumbai with vertical limit as FL290/FL460. 3) Create a new RNP10 ATS route parallel and 50NM north of G450 between NABIL and WP 183418N 0701230E joining P751 to Mumbai. 4) Create a new ATS route parallel and 50NM south of G450 between VUTOS and NINOB joining B459 to Mumbai. 5) Restrict G424 upper limit to FL280 to accommodate non-rnp10/ non-rvsm aircraft or withdraw G424. 6) Mogadishu may coordinate with SANAA for extension of route between NABIL and EKBAS for connectivity of aircraft on UT382. 02/09/2015 P a g e 59

C) BIMT Route Design over Bay of Bengal 1) It is proposed to introduce the routes with RNP10 specifications requiring mandatory carriage of ADS-C/CPDLC to enable the application of 50NM longitudinal separation and review after one year to introduce 30NM longitudinal separation with RNP4 specification. 2) A second review is proposed after 5 years to consider changing the nav specs to RNP2 or RNAV2. 3) India is entrusted to draft contingency procedures supporting L301 and L507 parallels during cyclone to be reviewed by BIMT States at the BIMT/3 meeting. 02/09/2015 P a g e 60

ANNEXURE-II (ATTACHMENT A TO IP 06: SINGAPORE SEARCH AND RESCUE OPERATIONS) 02/09/2015 P a g e 61

ANNEXURE-III (ATTACHMENT B TO IP 06: SINGAPORE SEARCH AND RESCUE OPERATIONS FOR COOPERATION BETWEEN THE [name of national agency/state] AND [name of national agency/state] AGREEMENT) Note: The term agreement is used in order to be consistent with ICAO Annex 12 and the International Convention on Maritime Search and Rescue. State may elect to use a different term such and "Memorandum of Understanding", "Letter of understanding", "Arrangement" or others as appropriate. This template serves as guidance for States to draft a SAR Agreement (which may take the form of an MOU or SAR Arrangement or other instrument title) and the text to be included in this document is for the Parties involved to decide. CONCERNING AERONAUTICAL [AND/OR] MARITIME SEARCH AND RESCUE 1. Introduction 1.1 The [name of national agency/state] and [name of national agency/state] (hereinafter referred to as the "Parties" in this Agreement, recognize the benefits enjoyed from previous close cooperation with regard to search and rescue SAR operations and training, and further recognize that additional benefits may be enjoyed from the cooperative arrangements detailed herein; and 1.2 The Parties have been recognized by their respective governments as having primary responsibility for coordinating and providing aeronautical and maritime SAR services in their respective aeronautical and maritime SAR regions. 1.3 The Parties recognize the great importance of cooperation in aeronautical and maritime SAR, and in the provision of expeditious and effective SAR services to save lives and reduce suffering and have assumed their respective responsibilities for SAR within the framework of the International Convention on Maritime Search and Rescue, 1979, the Convention on International Civil Aviation, 1944, and the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual. 1.4 The Parties have accordingly reached the following understanding. 2. Objectives and Scope 2.1 This agreement establishes a framework for cooperation among the Parties in 02/09/2015 P a g e 62

carrying out activities related to SAR within the aeronautical and/or maritime environment and sets out their various responsibilities. 3. Responsibilities 3.1 [name of national agency] and [name of national agency] are each responsible for the maintenance of safety of life and within their respective aeronautical and maritime SAR regions, under their respective Rescue Coordination Center (RCC). 3.2 Each Party, on receiving information of an incident where any person is in distress within its SAR region, should take urgent measures to provide the most appropriate assistance regardless of the nationality or status of such a person, or the circumstances in which that incident occurred or is detected. 3.3 SAR operations should normally be carried out in accordance with the relevant SAR manuals and recommendations of International Civil Aviation Organization (ICAO) and the International Maritime Organization IMO, including the IAMSAR Manual (as amended from time to time), taking into account SAR procedures established by national legislation. 3.4 The Parties should make every effort to retrieve persons in distress, provide for their initial medical or other needs and deliver them to a place of safety; additionally, when it does not involve excessive risk or cost to the units involved in SAR operations, the Parties may attempt to rescue the craft or vessel on which the persons in danger are aboard. 3.5 To ensure that SAR operations are conducted in an efficient and coordinated manner, the Parties should consult and cooperate with each other as necessary and appropriate, lending mutual assistance as their capabilities allow. If primary responsibility for coordination of a SAR response or operation cannot be immediately ascertained, the RCCs concerned should immediately consult with each other to resolve the issue of primary responsibility. 3.6 For any SAR operation involving coordination between the Parties, the Parties should in each case decide, through appropriate consultation, which Party is to act as SAR Mission Coordinator. 3.7 Either Party may conduct SAR operations within the SAR region of the other Party under the coordination of that other Party's RCC. 3.8 Entry of the SAR units of one Party into or over the territory of the other Party for the purpose of conducting SAR operations should be expeditiously arranged to the best of each Party's ability and via the appropriate RCCs. 3.9 Solely for the purpose of searching for the site of an accident, rescuing survivors of such accidents, rendering emergency rescue assistance to persons, vessels, or 02/09/2015 P a g e 63

aircraft in danger or distress and when the location is reasonably well known, permission to enter its territory shall be granted by a State to another State's search and rescue unit(s), provided that a request has been transmitted to the rescue coordination centre of the concerned State or to such other authority as has been designated by the State. 3.10 The RCC of the State requesting assistance or the use of suitable SAR facilities of another State ("the requesting RCC" and "the assisting State" respectively), shall provide all pertinent details on the scope of the assistance or facilities required. The requesting RCC should provide full briefing, directly or indirectly, to the SAR Units that have been made available by the assisting State, on the scope of the mission before the SAR units enter the SRR of the requesting RCC. If it is necessary for the SAR Units of an assisting State to land at an airfield or to make use of the facilities of the requesting RCC in the course of performing an assigned SAR task, he RCC concerned should make all necessary arrangements to facilitate the taking of such measures or actions. 3.11 To facilitate the coordination referred to in this section, the Parties should, to the best of their ability, keep each other fully and promptly informed of all relevant SAR operations. The Parties should develop appropriate procedures in accordance with the IAMSAR Manual to provide for the most effective and efficient means of communication. 4. SAR Regions 4.1 The aeronautical and maritime SAR regions of [State] and [State] are separated geographically by a continuous line as follows: [Provide the geographic coordinates of the lines of delimitation between both States' SAR regions only. Add additional States lines of delimitation for regional SAR Agreement.] 4.2 The establishment of SAR regions is intended only to provide an understanding concerning the regions within which a Party accepts primary responsibility for coordinating SAR operations. 4.3 The delimitation of SAR regions is not related to and does not prejudice or have any bearing on the delimitation of any boundary between States. 5. Rescue Coordination Centers (RCCs) 5.1 The primary operational points of contact under this Agreement are the internationally recognized aeronautical and maritime RCCs of the Parties. 5.1.1 [Identify national RCC] 5.1.2 [Identify national RCC] 5.2 The Parties, to the best of their ability, should provide to each other any 02/09/2015 P a g e 64

information which might be useful in order to expedite and improve coordination. 5.3 Identification of the operational points of contact, as referred to in this Section, is not intended to preclude appropriate direct coordination between any SAR facility or organizational unit of the Parties, especially when time is of the essence in the saving of lives. 5.4 Transfer of SAR mission coordination responsibilities between the RCCs, if deemed necessary, should be conducted by consultation between RCCs. 6. Cooperation 6.1 The subordinate elements of the Parties may provide for further coordination and cooperation by the establishment of appropriate operational arrangements and procedures consistent with this Agreement. 6.2 In addition to information related to specific SAR cases, the Parties may exchange any other information that may serve to improve the effectiveness of SAR operations. This information may include, but not be limited to: 6.2.1 communication details; 6.2.2 information about SAR facilities; 6.2.3 descriptions of available airfields; 6.2.4 knowledge of fueling and medical facilities; and 6.2.5 information useful for training SAR personnel. 6.3 The Parties will endeavour to promote mutual SAR cooperation by giving due consideration to collaboration including, but not limited to: 6.3.1 exchange visits between SAR personnel; 6.3.2 joint SAR exercises and training; 6.3.3 the use of ship reporting systems for SAR purposes; 6.3.4 sharing of information systems, SAR procedures, techniques, equipment, and facilities; 6.3.5 provision of services in support of SAR operations; 6.3.6 coordination of national positions on international SAR issues of mutual interest; 6.3.7 supporting and conducting joint research and development initiatives aimed at reducing search time, improving rescue effectiveness, and minimizing risk to SAR personnel; and 6.3.8 conducting regular communications checks and exercises, including the 02/09/2015 P a g e 65

7 Finances use of alternative means of communications that would be used to handle communication overloads during major SAR operations. 7.1 Unless otherwise agreed by the Parties, each Party is to fund its own expenses for activities pertinent to this Agreement. 7.2 The provisions of the Agreement are contingent upon the availability of SAR personnel, facilities and funding. 7.3 SAR services provided by the Parties to persons in danger or distress are to be without subsequent cost recovery from the person(s) assisted. 8 Application of this Agreement 8.1 Nothing in this Agreement is intended to affect in any way rights and duties based on international agreements or other arrangements between the Parties or their respective governments. 8.2 All activities conducted under this Agreement should be in conformity with national legislation of the Parties, as well as with the relevant international conventions in force. 8.3 No provision of this Agreement should be construed as an obstacle to prompt and effective action by any Party to relieve distress whenever and wherever found. 8.4 Any dispute regarding the interpretation or implementation of this Agreement is to be resolved by consultation between the Parties and is not to be referred to any international body, court or third party for settlement. 9 Modification 9.1 This Agreement may be modified in writing by the Parties. 10 Duration, Withdrawal and Discontinuation 10.1 Cooperation under this Agreement may commence from the date of signature and may continue indefinitely. 10.2 Either Party may withdraw from this Agreement at any time, upon giving not less than six (6) months' notice in writing to the other Party. 10.3 Cooperation under this Agreement may be discontinued mutually by the Parties in writing, or by any superseding arrangement. 10.4 The Parties should ensure that such discontinuation does not adversely impact any SAR operations or other cooperation in progress at the time that such discontinuation takes effect and should consult each other closely for this purpose. 02/09/2015 P a g e 66

Signed in duplicate at [City, State], this day of, 2016. For the [national agency]: Signature of Authorized Signatory Name: Designation: Organization: Signed in duplicate at [City, State], this day of, 2016. For the [national agency]: Signature of Authorized Signatory Name: Designation: Organization: 02/09/2015 P a g e 67

ANNEXURE-IV (ANNEXURE A TO WP 14: ANNEXURE & LOA ON SEARCH AND RESCUE COOPERATION) LETTER OF AGREEMENT BETWEEN RESCUE COORDINATION CENTRE AND RESCUE COORDINATION CENTRE FOR THE COORDINATION/CO-OPERATION ON SEARCH AND RESCUE SERVICES 02/09/2015 P a g e 68

AGREEMENT ON COORDINATION/CO-OPERATION BETWEEN [Name of SAR Service Provider/RCC] RCC and [Name of SAR Service Provider/RCC] RCC 1. PREAMBLE The authorized representatives of [Name of SAR Service Provider/RCC] and [Name of SAR Service Provider/RCC] agree that the procedures contained in this document shall remain in force from the effective date specified until either amended or cancelled. 2. EFFECTIVE DATE The provisions in this Agreement shall be become effective on... at 0001 UTC. 3. OBJECTIVE The objective of this Agreement is to specify co-ordination procedures between [Name of RCC] and [Name of RCC] 4. SCOPE a) Knowing the importance of co-operation in search and rescue (SAR), and of the provision of expeditious and effective SAR services; b) desiring to support the provisions of the Convention on International Civil Aviation of the International Civil Aviation Organization (ICAO) and/or International Convention on Maritime Search and Rescue of the International Maritime Organization (IMO); and c) seeking to provide an overall plan for SAR co-ordination, use of available resources, mutual assistance, and efforts to improve SAR services; d) the Parties have agreed as follows in paras. 5, 6, 7, 8 and 9. 5. EXTENT OF ASSISTANCE 5.1 The Parties agree to co-operate in the following areas: a) make, and respond to, requests for operational assistance between the designated rescue co-ordination centres (RCCs) [rescue sub-centres (RSCs); as applicable] of the Parties as capabilities allow; b) develop procedures and communications appropriate for co-ordination among between the RCCs [RSCs; as applicable] of the parties; c) normally apply the guidance of the International Aeronautical and Maritime SAR Manuals regarding SAR operational procedures and communications; d) work to establish agreed procedures, which concern saving lives, regarding entry 02/09/2015 P a g e 69

of various types of SAR facilities into the SRR of the other RCC/Party, solely for a search or a rescue operation; and e) enter into other collaborative SAR efforts which may include: i. mutual visits by SAR personnel of the RCC; ii. joint training or exercises (Communication or coordination not involving resources); iii. co-operation in development of SAR procedures, techniques, equipment, or facilities; iv. exchange of pertinent SAR or communications, information; and v. Ongoing co-operation in improving SAR effectiveness. vi. Plan of operation by each RCC/Party 6. SEARCH AND RESCUE REGIONS 6.1 Establishment of SRRs is intended only to effect an understanding concerning where each Party accepts primary responsibility for coordinating or providing SAR services. SRRs of the Parties shall be separated by lines connecting points as follows; [Appropriate co- ordinate points describing applicable lines] 7. CONTACT DETAILS For :RCC Contact details: For India: RCC/RSC Delhi/Mumbai/Kolkata/Chennai/Guwahati (as applicable) Contact details: 8. TERMS OF AGREEMENT 8.1 Keep information readily available on availability of any SAR facilities or other resources which may be needed for implementing this Agreement. 8.2 Keep each other fully and promptly informed of all SAR operations of mutual interest, or which may involve use of facilities of the other RCC/Party; 8.3 RCC(s) to request assistance via the RCC(s) of the other party/srr, and to provide all pertinent information on the distress situation and the scope of assistance needed; 02/09/2015 P a g e 70

8.4 RCC(s) to promptly respond to a request for assistance from an RCC of the other Party/SRR. 8.5 RCC/RSC on having information about the requests made by the State of other RCC/RSC for entry of its SAR facilities (including overflight or landing of SAR aircraft and/or SAR units for circumstances that dictate for fuelling, medical, or as otherwise appropriate) will provide all assistance to help expedite the necessary permissions. The procedure for entry of SAR facilities shall be followed as published by the respective State. Note: Normally these procedures are published in GEN 3.6 of AIP of respective countries, If not published/notified then the sub para 8.5 needs to be suitably modified by inclusion of the provisions/references where the procedures for entry of SAR facilities are published by the respective State. 8.6 Normally fund its own activities in relation to this Agreement unless otherwise arranged by the Parties in advance. But, in any event, this issue of reimbursement of cost should not delay the response to persons in distress. 9 AMENDMENTS 9.1 Any change to this Agreement, including its cancellation or replacement, requires the consent of the Parties/RCC concerned. This applies to the substance of the change as well as to its date of applicability. Any change shall be made either in the context of a meeting between the two Parties/RCCs, or by exchange of correspondence with acknowledgement by all signatories. 9.2 Whilst temporary deviations from these procedures may be agreed between the RCC supervisors concerned, as specified in paragraph 10 below, permanent amendments to this document shall be effective only in the form of a written amendment duly signed by authorized representatives. 10 DEVIATIONS Deviation from the procedures specified in this Agreement shall only be permitted in exceptional circumstances and not without prior co-ordination on a case-by-case basis. Authorized Signatories For: (PARTY A/--------RCC): For: (PARTY B/----------RCC): 02/09/2015 P a g e 71

(ANNEXURE I TO WP 06: UPDATE ON ATM CONTINGENCY PLAN) ANNEXURE V The Contingency Route structure as discussed and agreed by SWG comprising of India, Bangladesh and Nepal during the Regional ATM Contingency Plan Task Force (RACP/TF/2) held in Bangkok, Thailand from 12 to 15 March 2013. INDIA - NEPAL Contingency route ATS route Segment Flight Level (EB) Flight level (WB) Remarks CR L626 KTM-L626-ONISA - F280 CR R460/ G598 DPN-R460-LLK- G598-SMR-KTM As released - CR R344 /A201 KTM-R344 KT- RAJ-A 201 F310 - To reach FL 310 by KT CR A201/ R581 A201 MONDA ROMEO G336 - As released INDIA - BANGLADESH Contingency route ATS route Segment Flight Level (EB) Flight level (WB) Remarks CR A462/A791 A462 CEA A791 - F280 CR A 791/A462 A791 CEA A462 As released - CR G463/B465 G463 CTG B465 F270 - Co-ord with Myanmar CR B465/G463 B465 CTG G463 - As released Westbound level FL340 / FL 360 will be considered on P628. 02/09/2015 P a g e 72

ANNEXURE-VI (ANNEXURE II TO WP 06: UPDATE ON ATM CONTINGENCY PLAN) The Contingency Route structure as discussed and agreed by SWG comprising of India, Myanmar, Pakistan, Thailand, Srilanka during the Small Working Group activities held during RACP Task Force 4 meeting at ICAO APAC office on 26 th January 2015. Bangladesh and India Contingency Routes ATS Route Direction FLAS ACC COM CRI 15 A462 West FL260 Kolkata VHF 132.250, 120.575, 132.350, 133.750 MHz ADS/CPDLC: Logon VECF HF Primary or Secondary Guwahati 125.775 MHz Yangon VHF 126.75 HF 10066/6556 CR G463 East West FL270 FL280 Kolkata VHF 132.250, 120.575, 132.350, 133.750 MHz ADS/CPDLC: Logon VECF HF Primary or Secondary Guwahati 125.775 MHz Yangon VHF 126.75 MHZ HF 10066/6556 KHz Thailand and India No changes were proposed. 02/09/2015 P a g e 73

Sri Lanka and India Contingency Routes India CRI ATS Route Direction FLAS ACC COM CRI 9 P762 East West F270 FL280 Chennai VHF 118.900, 125.300, 125.700, 128.100, 120.550, 124.500, 134.125, 132.500, 134.425, 132.200, Trivandrum ADS/CPDLC: Logon VECF HF Primary or Secondary 125.95 MHz Male 119.7 MHz Myanmar and India Contingency Routes India CRI ATS Route CRI 6/7 A201 East Direction FLAS ACC COM West FL290 FL320, FL360 Kolkata VHF 132.250, 120.575, 132.350, 133.750 MHz Guwahati ADS/CPDLC: Logon VECF HF Primary or Secondary VHF 125.775 MHz Dhaka VHF 125.7 MHz CR 4/5 B465 East West FL330, FL410 FL300, FL380 Kolkata VHF 132.250, 120.575, 132.350, 133.750 MHz Guwahati Dhaka ADS/CPDLC: Logon VECF HF Primary or Secondary VHF 125.775 MHz VHF 125.7 MHz CR (To be Deleted) A599 -- -- -- Not Agreed by India and Myanmar 02/09/2015 P a g e 74

ANNEXURE-VII (ANNEXURE III TO WP 06: UPDATE ON ATM CONTINGENCY PLAN) 02/09/2015 P a g e 75