ATM CONTINGENCY PLAN FOR NOUAKCHOTT ACC - anac.mr · AIP ENR 1-8-01 ANAC MAURITANIE 10 Mars 2013...

AIP ENR 1-8-01ANAC MAURITANIE 10 Mars 2013

ATM CONTINGENCY PLAN FOR NOUAKCHOTT ACC

1 - Objectives

1.1. This contingency plan contains arrangements to ensure the continued safety of air navigation in the event of partial or total disruption of Air TrafficServices (ATS) within the NOUAKCHOTT ACC and is in accordance with ICAO Annex 11 - Air Traffic Services Chapter 2, paragraph 2.30, andAttachment C.

1.2 This Contingency Plan is designed to accommodate the flow of international air traffic with a minimum of disturbance for aircraft transiting theairspace under the responsibility of NOUAKCHOTT ACC. Routes and flight levels are limited.

2 - Air Traffic Management

2.1. Air Traffic Services Responsibilities

2.1.1. Tactical ATC considerations during periods of over-loading may require re-assignment of routes or portions thereof.

2.1.2. Alternative routes are designed to maximize the use of existing ATS route structures and communications, navigation and surveillance services.

2.1.3. In the event that ATS cannot be provided within the NOUAKCHOTT UTA, ASECNA shall publish not less than 48 hours prior, if practicable,the corresponding NOTAM indicating the following :

a)Time and date of the beginning of the contingency measure;

b)Airspace available for landing and over flying traffic and airspace to be avoided;

c)Details of the facilities and services available or not available and any limits on ATS provision (e.g. ACC, APP, TWR and FIS), including anexpected date of restoration of services if available;

d)Information on the provisions made for alternative services;

e)ATS contingency routes;

f) Procedures to be followed by neighboring ATS units;

g)Procedures to be followed by pilots; and

h)Any other details with respect to the disruption and actions being taken that aircraft operators may find useful.

2.1.4. In the event that the NOUAKCHOTT ACC is unable to issue the NOTAM, ASECNA will take action to issue the NOTAM of contingencymeasures upon notification by NOUAKCHOTT ACC.

2.2. Separation

2.2.1. Separation criteria shall be applied in accordance with the Procedures for Air Navigation Services-Air Traffic Management (Doc 4444) andthe Regional Supplementary Procedures (Doc 7030).

2.3. Level restriction

2.3.1. Where possible, aircraft on long haul international flights shall be given priority with respect to cruising levels.

2.4. Other measures

2.4.1. Other measures related to the disruption of air traffic services and the implementation of the contingency scheme within the NOUAKCHOTTUTA may be taken as follows:

a)Suspension of all VFR Operations;

b)Delay or suspension of general aviation IFR operations; and;

c)Delay or suspension of commercial IFR operations.

3 - Transition to contingency scheme

3.1. During times of uncertainty when disruption of air traffic services seems possible, aircraft operators should be prepared for a possible change inrouting while en-route, familiarisation of the alternative routes outlined in the contingency scheme as well as what may be promulgated by ASECNAvia NOTAM or AIC.

3.2. In the event of a disruption of air traffic services that has not been promulgated, NOUAKCHOTT ACC will, if possible, broadcast to all aircraft in theNOUAKCHOTT ACC airspace that is affected by the disruption and any further instructions.

3.3. It is recognised that when a disruption of air traffic services or airport closure occurs and is promulgated, operators may have different requirementsas to their alternative routings. NOUAKCHOTT ACC will evaluate all requests to ensure safety is maintained.

4 - Transfer of control coordination and delegation of responsibility in the provision of air traffic serviceswithin the NOUAKCHOTT UTA

4.1. The transfer of control and communication will be at the common ACC boundaries or as previously agreed upon between:

a)NOUAKCHOTT – Alger ACCS;

b)NOUAKCHOTT – Canarias ACCS;

c)NOUAKCHOTT – Niamey ACCS;

d)NOUAKCHOTT – Dakar ACCS;

e)NOUAKCHOTT – Bamako ACCS

SERVICE DE L’INFORMATION AÉRONAUTIQUE - ANAC AMDT 03/13

AIP ENR 1-8-01ANAC MAURITANIE 10 Mars 2013

4.2. The responsibility for ensuring the provision of air traffic services within NOUAKCHOTT ACC is transferred to DAKAR or NIAMEY ACC accordingto the following considerations:

4.2.1. DAKAR ACC will ensure the provision of air traffic services for traffic operating in airspace or along all the contingency ATS routes of theNouakchott UTA.

- DKCR1: UR 975 (NEVDI - ECHED)

- DKCR7: UR 866 G (BULIS - OPULU)

- DKCR8: UA 854 (AR - BRENA)

- DKCR9: UB 600 (LIMAX - PE)

- DKCR10: UR 977G (BULIS - EREMO)

- DKCR6: UR 722 (BULIS - UBATA)

- DKCR11: UG 851 (UNADO - MIYEC)

- DKCR12: UA 600 (KIMGA - KC)

- DKCR13: UA 600F (KC - PE)

4.2.2. HF frequencies of Dakar (6673 – 6535 – 8861) KHz will be used

4.2.3. Niamey ACC will ensure the provision of air traffic services for traffic operating in airspace or along all the contingency ATS routes of theNouakchott UTA.

- DKCR1: UR 975 (NEVDI - ECHED)

- DKCR7: UR 866 (BULIS - OPULU)

- DKCR8: UA 854 (AR - BRENA)

- DKCR9: UB 600 (LIMAX - PE)

- DKCR10: UR 977 (BULIS - EREMO)

- DKCR6: UR 722 (BULIS - UBATA)

- DKCR11: UG 851 (UNADO - MIYEC)

- DKCR12: UA 600 (KIMGA - KC)

- DKCR13: UA 600 KC - PE)

HF (8861–8894–6535–5565–6673) KHz frequencies of Niamey will be used.

4.2.4. NOUAKCHOTT ACC will also review current coordination requirements in light of contingency operations or short notice of disruption of airtraffic services.

5 - Contingency ATS Route Network

5.1. ATS Routes to be temporarily unavailable.

The following ATS routes will be temporarily unavailable for over flight traffic:

- UB 601 (Nouakchott UTA Limit (KC - GUPEL)

- UG 853 (DIVKA - AMDIB)

- UA 600 (KC - KIMGA)

- UM 725 (DEMIL - SBITA)

- UG 615 (SEPEL - BIMAN)

- UR 620 (Nouakchott UTA Limit - AR)

- UR 981F (BULIS - POTOL)

- UM108 / UB 735 (ONTOL - POTOL)

5.2. Contingency routes and flight level allocation scheme

5.2.1. NORTHBOUND/SOUTHBOUND TRAFFIC

The northbound/southbound traffic will route via the following contingency routes and in accordance with the flight level allocation schemeindicated in order to provide strategic separation in the FIR:

DKCR10: - UR 977 (BULIS - EREMO)South Eastbound: FL350 and FL410North-Westbound: FL320 and FL360.

5.2.2. NORTH-WESTBOUND / SOUTH-EASTBOUND TRAFFIC FLOW

The North-westbound / South-eastbound traffic will route via the following contingency routes and in accordance with the flight level allocationscheme indicated in order to provide strategic separation in the FIR:

DKCR7: - UR 866 (BULIS - OPULU)North Westbound: FL300 and FL400South-Eastbound: FL370 and FL390

AMDT 03/13 SERVICE DE L’INFORMATION AÉRONAUTIQUE – ANAC

11 ENR 1-8-01 AIP10 MARS 2013 MAURITANIE ANAC

DKCR11: - UG851 (UNADO - MIYEC)North Westbound: FL300 and FL400South-Eastbound: FL370 and FL390

DKCR12: - UA600 (KC - KIMGA)

North Westbound: FL 300 and FL400South-Eastbound: FL370 and FL 390

DKCR9: - UB600 (LIMAX - PE)South Eastbound: FL270, FL310, FL350 and FL410North-Westbound: FL320, FL340, FL360 and FL380

DKCR13: - UA600F (KC - PE)

North Westbound: FL300 and FL400South-Eastbound: FL370 and FL390

5.2.3. NORTH - EASTBOUND / SOUTH - WESTBOUND TRAFFIC FLOW

The North-eastbound / South-westbound traffic will route via the following contingency routes and in accordance with the flight level allocationscheme indicated in order to provide strategic separation in the FIR:

DKCR6 : - UM372 UR722 (UBATA - BULIS)North Eastbound: FL290 and FL330

South Westbound: FL280, FL340 and FL380

DKCR8: - UA854 (AR - BRENA)North Eastbound: FL310South-Westbound: FL340

DKCR1: - UR975 (NEVDI - ECHED)North-Eastbound : FL290, FL330, FL370 and FL390South-Westbound : FL280 FL300, FL380 and FL400

6 - ATS Unit Procedures

Filed flight plan messages shall continue to be transmitted via the AFTN to NOUAKCHTT ACC as per normal procedure. The adjacent ACCs(CASABLANCA, ALGER, DAKAR, and CANARIAS) shall be responsible for:

a)Transmitting to NOUAKCHOTT ACC via the AFTN, to the extent practicable, for each aircraft intending to transit through NOUAKCHOTT UTA :

- A current flight plan message, at least one (1) hour before the aircraft's estimated time of arrival over the relevant entry point of the UTA concer-ned; and

- An estimate message for the relevant entry point of the UTA concerned, at least thirty (30) minutes before the aircraft's estimated time of arrivalover that point.

b)Transmitting to the ACC serving the first FIR, which an aircraft will enter after transiting the NOUAKCHOTT UTA, via the AFTN, an estimate messagecontaining the aircraft’s estimated time of arrival over the NOUAKCHOTT UTA exit point. This should be transmitted upon receipt of the aircraft’s lastposition report within the transmitting facility’s FIR.

c)Applying a longitudinal separation of at least twenty (20) minutes over the relevant entry point of NOUAKCHOTT UTA between aircraft flying at thesame flight level and following the same contingency air traffic route within the NOUAKCHOTT UTA and instructing the respective pilot-in-commandto maintain the flight level and Mach number assigned throughout NOUAKCHOTT UTA.

d)Not authorizing any flight level or Mach number changes for aircraft transiting through NOUAKCHOTT UTA, ten (10) minutes prior to the aircraftentering the NOUAKCHOTT UTA.

e)Requesting each aircraft transiting through NOUAKCHOTT UTA to include in its last position report (over the entry point NOUAKCHOTT UTA) theestimated time of arrival over the relevant exit point of NOUAKCHOTT UTA for the contingency air traffic route used.

7 - Pilot and Operator Procedures

7.1. All aircraft transiting through NOUAKCHOTT UTA shall strictly comply with the following:

a) Operate along or as close as possible to the centerline of the assigned contingency air traffic route.

b) Reach the flight level assigned by adjacent ACC for the transit of NOUAKCHOTT UTA at least ten (10) minutes before entering NOUAKCHOTTUTA.

c) Maintain the flight level assigned by the last adjacent ACC while operating within NOUAKCHOTT ACC, unless an emergency or flight securityreason exists.

d) Maintain a continuous listening watch on the VHF frequency 126.9 MHz, and transmit blind in English on 126.9 MHz position reports five (5)minutes before and overhead each compulsory reporting point established along the respective air traffic route.

e) Include in their last position report to the competent adjacent ACC the estimated time of arrival over the entry point of NOUAKCHOTT UTA andthe estimated time and point at which they are to exit the NOUAKCHOTT UTA.

f) Whenever emergencies and/or flight safety reasons make it impossible to maintain the flight level assigned for the transit ofNOUAKCHOTT UTA, climb or descend well to the right of the centerline of the air traffic route being flown but remaining within NOUAKCHOTTUTA, and to inform immediately, by blind broadcast on the VHF frequency 126.9 MHz, all other aircraft likely to be affected by transmitting arelevant emergency level change message (comprising the aircraft call-sign, the aircraft position, the flight levels being left and crossed, etc.).


11 ENR 1-8-01 AIP10 MARS 2013 MAURITANIE ANAC

g) Contact the competent adjacent ACC as soon as possible and at least ten (10) minutes before the estimated time of arrival over the relevantexit point of NOUAKCHOTT UTA in order to obtain clearance for entering the adjacent AIRSPACE concerned.

h) Display navigation and anti-collision lights at all times during the transit of contingency airspace.

i) Maintain their own longitudinal separation of twenty (20) minutes with proceeding aircraft maintaining the same cruising

flight level. 7.2. A NOTAM will be issued if this contingency plan is activated :

CONTINGENCY ROUTES – NOUAKCHOTT UTA

AirspaceATS Centre indysfunction

ATS Centres in charge of the supplyof the services within the transfer ofresponsibility and frequencies in use

ATS Routes concerned

First Centre or

group of Centres

SecondCentre or group

of CentresFL

NOUAKCHOTTUTA

NOUAKCHOTTUTA

DAKAR ACC(129,5 MHZ

8861 / 6535 KHz)

NIAMEYACC(8894 / 8903KHz)

UA 600F(KC - PE)

NW : FL300 - FL400

SE : FL370 - FL390

UB 600(LIMAX - PE)

N : FL270 - FL310 - FL350 - FL410

S : FL320 - FL340 - FL360 - FL380

UR 975(NEVDI - ECHED)

NE : FL290 - FL330 - FL370 - FL390

SW : FL280 - FL300 - FL380 - FL400

UG 851(UNADO - MYEC)

NW : FL300 - FL400

SE : FL370 - FL390

UR 722(UBATA - BULIS)

NE : FL290 - FL330

SW : FL280 - FL340 - FL380

UA 600(KC - KIMGA)

NW : FL300 - FL400

SE : FL370 - FL390

UR 866G(BULIS - OPULU)

NW : FL300 - FL400

SE : FL370 - FL390

UR 977(BULIS - EREMO)

NW : FL350 - FL410

SE : FL320 - FL360

UA 854(AR - BRENA)

NE : FL310

SW : FL340

i) First Centre : Dakar manages all the contingency routes of Nouakchott UTAii) Second center : Niamey manages all the contingency routes of Nouakchott UTA

AMDT03/13 SERVICE DE L’INFORMATION AÉRONAUTIQUE – ANAC

MEMORANDUM D'ECHANGE INTERNE

N o u a k c h o t t -

le, 2 B ,( , Wk7 2011A :

Monsieur Le Representant de l'ASECNA au Senegal CC DEXD

De : Monsieur le Representant de I'ASECNA en Mauritanie

Objet : Publication et diffusion des Plan de contingence des TMAs de

Nouakchott et Nouadhibou

Pi: -Lettre ANAC N°0612/DG/ANAC du 28 juillet 2012 ATM

Contingency Plan for Nouadhibou TMA

- ATM Contingency Plan for Nouakchott TMA. -

Contingency Routes (NOUAKCHOTT TMA)

- Contingency Routes (NOUADH1BOU TMA)

Action Attendue: publication, diffusion des Plans de contingences des TMAs de

Nouakchott et Nouadhibou

l'honneur de vow transmettre en piece jointe is demande de l'Agence Nationale

de ('Aviation de la Mauritanie pour Ia publication et Ia diffusion des plans de

contingence des regions terminales des adroports de Nouakchott et Nouadhibou.

A ces plans de contingence sont associees respectivement les routes de contingences a

emprunter par le trafic dans ces regions et ce durant une interruption partielle ou

totale des services de Ia circulation aerienne.

Par consequent, je compte sur votre diligence pour la diffusion sow forme de

supplement AlP (AlP SUP) ces plans de contingences a Ia prochaine date AIRAC.

Veuillez agreer, Monsieur le Representant l'assurance de mes sentiments respectueux.

012/ I( 0 9 9 /ASECNA/MU/02/DEX

epresentant P1

AIP ENR1-8-02ANAC 10 MARS 2013

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AMDT 03/13 SERVICE DE L’INFORMATION AERONATIQUE-ANAC

R6publique Islamique tieMauritanieHonneur Fraternite —Justice

Ministere de l'Equipementet des Transports

Agence .Nationale del'Aviafion Chile

DG/ANAC Nouakchott,le................................................7(ot:41,i...12,144.g`2. - . -

Le Directeur cd-nerarIttierrirl t A 2

A

Monsieur le Representantde l'ASECNA en Mauritanie

- Nouakchott -

Objet :Publication en urgence des PME TMA Nouakchott et Nouadhibou.

Nous avons pris connaissance des plans de Mesure d'Exception (PME) des TMA

de Nouakchott et de Nouadhibou.

Pour notre part, nous n'avons aucune observation sur les PME de nos TMA.

A cet effet, j'ai l'honneur de vous demander de bien vouloir proceder a la

publication des PME des TMA de Nouakchott et Nouadhibou au plus tard a la date

AIRAC du 20 septembre 2012

Veuillez agreer, Monsieur le Representant., mes sentiments distingues.

Aboubekrine Seddigh Quld MOHAMED EL HACEN

Ampliations: (

DSANA pour suivi Chrono

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ENR-1-8-02 AIP10 MARS 2013 ANAC

Agence Nationale de ('Aviation Civile Tel : 524 4p 05 — Fax 525 35 78 B.P : 91 Nouakchott Mauritanie

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SERVICE DE L’INFORMATION AERONATIQUE-ANAC AMDT 03/13

CONTINGENCY PLAN

NOUAKCHOTT TMA


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ATM CONTINGENCY PLAN FOR NOUAKCHOTT TMA

1. Objectives

1.1 This contingency plan contains arrangements to ensure the continued safety of air

navigation in the event of partial or total disruption of Air Traffic Services (ATS) withinthe NOUAKCHOTT TWR/APP and is in accordance with ICAO Annex 11 - Air TrafficServices Chapter 2, paragraph 2.29, and Attachment D.

1.2 This Contingency Plan is designed to accommodate the flow of international air trafficwith a minimum of disturbance for aircraft transiting the NOUAKCHOTT TMA. Routesand flight levels are limited.

Air Traffic Management

Air Traffic Services Responsibilities

Tactical ATC considerations during periods of over-loading may require re-assignment ofroutes or portions thereof.

2.1.2 Alternative routes are designed to maximize the use of existing ATS route structures andcommunications, navigation and surveillance services.

2.1.3 In the event that ATS cannot be provided within the NOUAKCHOTT CTAJTMA, theCivil Aviation Authority shall publish not less than 48 hours prior, if practicable, thecorresponding NOTAM indicating the following:

a) Time and date of the beginning of the contingency measure;

b) Airspace available for landing and over flying traffic and airspace to beavoided;

c) Details of the facilities and services available or not available and anylimits on ATS provision (e.g. ACC, APP, TWR and FIS), including anexpected date of restoration of services if available;

5 Information on the provisions made for alternative services;

6 ATS contingency routes;

7 Procedures to be followed by neighbouring ATS units;

8 Procedures to be followed by pilots; and

9 Any other details with respect to the disruption and actions being takenthat aircraft operators may find useful.


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5.2.2 In the event that the NOUAKCHOTT TWR/APP is unable to issue the NOTAM,ASECNA through DAKAR, NIAMEY ACC will take action to issue the NOTAM of

contingency measures upon notification by NOUAKCHOTT TWR/APP.

2.2 Separation

2.2.1 Separation criteria shall be applied in accordance with the Procedures for Air NavigationServices-Air Traffic Management (Doc 4444) and the Regional Supplementary Procedures(Doc 7030).

2.3 Level restriction

5.2.2 Where possible, aircraft on long haul international flights shall be given priority withrespect to cruising levels.

2.4 Other measures

2.4.1 Other measures related to the disruption of air traffic services and the implementation ofthe contingency scheme within the NOUAKCHOTT CTA/TMA may be taken as follows:

a. Suspension of all VFR Operations;

b. Delay or suspension of general aviation IFR operations; and,c. Delay or suspension of commercial IFR operations.

3. Transition to contingency scheme

a. During times of uncertainty when disruption of air traffic services seems possible, aircraftoperators should be prepared for a possible change in routing while en-route,familiarisation of the alternative routes outlined in the contingency scheme as well as whatmay be promulgated by ASECNA on behalf of the Mauritanian Civil Aviation Authorityprovider via NOTAM or AIC.

b. In the event of a disruption of air traffic services that has not been promulgated,NOUAKCHOTT TWR/APP will, if possible, broadcast to all aircraft in theNOUAKCHOTT CTAITMA, airspace that is affected by the disruption and any furtherinstructions.

c. The Mauritanian Civil Aviation Authority recognises that when a disruption of air trafficservices or airport closure occurs and is promulgated, operators may have differentrequirements as to their alternative routings. NOUAKCHOTT TWR/APP will evaluate allrequests to ensure safety is maintained.

4. Transfer of control, coordination and delegation of responsibility in the provision ofair traffic services within the NOUAKCHOTT TMA

d. The transfer of control and communication will be at the common FIR boundaries or aspreviously agreed upon between:

a. NOUAKCHOTT NOUAKCHOTT ACC;b. NOUAKCHOTT — NOUADHIBOU TWR/APP;c. NOUAKCHOTT — DAKAR FIR;


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4.2 The responsibility for ensuring the provision of air traffic services within NOUAKCHOTTTWR/APP is transferred to NOUAKCHOTT ACC , NOUADHIBOU TWRJAPPaccording to the following considerations:

NOUAKCHOTT ACC will ensure the provision of air traffic services for trafficoperating in airspace or along all the contingency ATS routes of the NouakchottTMA.

NKCR1: R975 (ARBEN-MINBA)NKCR2: B600 (LIMAX-PE)NKCR3: A600F (EPETI-PE)

HF frequencies of NOUAKCHOTT ACC (5565 — 6535-8861 Khz) will be used.

2. NOUADHIBOU TWR/APP will ensure the provision of air traffic services fortraffic operating in airspace or along all the contingency ATS routes of theNouakchott TMA.

NKCR1: R975 (ARBEN-MINBA)NKCR2: B600 (LIMAX-PE)

NKCR3: A600F (EPETI-PE)

HF (8861-6673) and VHF (120.8Mhz) frequencies of Nouadhibou will be used.

4.3 NOUAKCHOTT TWR/APP will also review current coordination requirements in light ofcontingency operations or short notice of disruption of air traffic services.

5. Contingency ATS Route Network

5.1 ATS Routes to be temporarily unavailable

The following ATS routes will be temporarily unavailable for over flight traffic:

NIL

5.2 Contingency routes and flight level allocation scheme

5.2.1 NORTHBOUND/SOUTHBOUND TRAFFIC

The northbound/southbound traffic will route via the following contingency routes and in accordance withthe flight level allocation scheme indicated in order to provide strategic separation in the FIR:

NKCR2:B600(LIMAX-PE)NFL130 FL150 FL230S FL160 FL180 FL220

5.2.2 NORTH-WESTBOUND / SOUTH-EASTBOUND TRAFFIC FLOW


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5

The North-westbound / South-eastbound traffic will route via the following contingency routes and inaccordance with the flight level allocation scheme indicated in order to provide strategic separation in theFIR:

NKC3: A600F(IEPETI-PE)

North-Westbound : FL200 FL240

South-Eastbound : FL 170 FL190 and FL210

5.2.3 NORTH- EASTBOUND / SOUTH- WESTBOUND TRAFFIC FLOW

The North-eastbound / South-westbound traffic will route via the following contingency routes and inaccordance with the flight level allocation scheme indicated in order to provide strategic separation in theFIR:

NKCR2: 8975 (ARBEN-MINBA)North-Eastbound : FL150 FL 170 FL170 FL190 FL210FL230

South-Westbound: FL 140 FL1600 FL180 FL200 FL220 FL240

6. ATS Unit Procedures

6.1 Filed flight plan messages shall continue to be transmitted via the AFTN toNOUAKCHTT TWR/APP as per normal procedure. The adjacent ACCs/FICs(NOUAKCHOTT ACC, NOUADHIBOU TWR/APP and DAKAR) shall be responsiblefor:

a) Transmitting to NOUAKCHOTT TWRJAPP via the AFTN, to the extent practicable,for each aircraft intending to transit through NOUAKCHOTT TMA:

- A current flight plan message, at least one (1) hour before the aircraft's estimatedtime of arrival over the relevant entry point of the FIR concerned; and- An estimate message for the relevant entry point of the FIR concerned, at leastthirty (30) minutes before the aircraft's estimated time of arrival over that point.

b) Transmitting to the ACC serving the first FIR which an aircraft will enter aftertransiting the NOUAKCHOTT TMA, via the AFTN, an estimate message containing theaircraft's estimated time of arrival over the NOUAKCHOTT TMA exit point. This shouldbe transmitted upon receipt of the aircraft's last position report within the transmittingfacility's FIR.

c) Applying a longitudinal separation of at least twenty (20) minutes over the relevantentry point of NOUAKCHOTT TMA between aircraft flying at the same flight level andfollowing the same contingency air traffic route within the NOUAKCHOTT TMA andinstructing the respective pilot-in-command to maintain the flight level and Mach numberassigned throughout NOUAKCHOTT TMA.


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6

d) Not authorizing any flight level or Mach number changes for aircraft transiting throughNOUAKCHOTT TMA, ten (10) minutes prior to the aircraft entering theNOUAKCHOTT TMA.

e) Requesting each aircraft transiting through NOUAKCHOTT TMA to include in its lastposition report (over the entry point NOUAKCHOTT TMA) the estimated time of arrivalover the relevant exit point of NOUAKCHOTT TMA for the contingency air traffic routeused.

7. Pilot and Operator Procedures

7.1 All aircraft transiting through NOUAKCHOTT TMA shall strictly comply with thefollowing:

a) Operate along or as close as possible to the centreline of the assigned contingency airtraffic route.

b) Reach the flight level assigned by adjacent FIC or ACC for the transit ofNOUAKCHOTT TMA at least ten (10) minutes before entering NOUAKCHOTT TMA.

c) Maintain the flight level assigned by the last adjacent FIC or ACC while operatingwithin NOUAKCHOTT TMA, unless an emergency situation or flight security reasonexists.

d) Maintain a continuous listening watch on the VHF frequency 118.4 Mhz, and transmitblind in English on 118.4 Mhz position reports five (5) minutes before and overhead eachcompulsory reporting point established along the respective air traffic route.

e) Include in their last position report to the competent adjacent ACC or FIC the estimatedtime of arrival over the entry point of NOUAKCHOTT TMA and the estimated time andpoint at which they are to exit the NOUAKCHOTT TMA.

f) Whenever emergencies and/or flight safety reasons make it impossible to maintain theflight level assigned for the transit of NOUAKCHOTT TMA, climb or descend well to theright of the centreline of the air traffic route being flown but remaining withinNOUAKCHOTT TMA, and to inform immediately, by blind broadcast on the VHFfrequency 118.4 MHz, all other aircraft likely to be affected by transmitting a relevantemergency level change message (comprising the aircraft call-sign, the aircraft position,the flight levels being left and crossed, etc.).

g) Contact the competent adjacent ACC or FIC as soon as possible and at least ten (10)minutes before the estimated time of arrival over the relevant exit point ofNOUAKCHOTT TMA in order to obtain clearance for entering the adjacent FIRconcerned.

h) Display navigation and anti-collision lights at all times during the transit of contingencyairspace.

ENR-1-8-02 AIP10 MARS 2013 ANA

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7

i) Maintain their own longitudinal separation of twenty (20) minutes with proceedingaircraft maintaining the same cruising flight level.

7.2 A NOTAM will be issued if this contingency plan is activated.

8. Implementation of the plan

8.1 The provisions of this contingency plan shall be promulgated by NOTAM to be issued byASECNA on behalf of the Mauritanian Civil Aviation Authority provider or otherauthorized agency, as requested by ICAO.


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ENR-1-8-02 AIP10 MARS 2013 ANA

CONTINGENCY PLAN

NOUADHIBOU TMA

AIP ENR 1-8-03ANAC 10 MARS 2013

AMDT 03/13 SERVICE DE L’INFORMATION AERONATIQUE – ANAC

2

ATM CONTINGENCY PLAN FOR NOUADHIBOUTWR/APP

1. Objectives

1.1 This contingency plan contains arrangements to ensure the continued safety of airnavigation in the event of partial or total disruption of Air Traffic Services (ATS) withinthe NOUADHIBOU TWR/APP and is in accordance with ICAO Annex 11 - Air TrafficServices Chapter 2, paragraph 2.29, and Attachment D.

1.2 This Contingency Plan is designed to accommodate the flow of international air trafficWith a minimum of disturbance for aircraft transiting the NOUADHIBOU APP. Routesand flight, levels are limited.

Air Traffic Management

Air Traffic Services Responsibilities

Tactical ATC considerations during periods of over-loading may require re-assignment ofroutes or portions thereof.

2.1.2 Alternative routes are designed to maximize the use of existing ATS route structures andCommunications, navigation and surveillance services.

2.1.3 In the event that ATS cannot be provided within the NOUADHIBOU CTA/TMA, theCivil Aviation Authority shall publish not less than 48 hours prior, if practicable, thecorresponding NOTAM indicating the following:

a) Time and date of the beginning of the contingency measure;

b) Airspace available for landing and over flying traffic and airspace to beavoided;

c) Details of the facilities and services available or not available and anylimits on ATS provision (e.g. ACC, APP, TWR and FIS), including anexpected date of restoration of services if available;

5 Information on the provisions made for alternative services;

6 ATS contingency routes;

7 Procedures to be followed by neighbouring ATS units;

8 Procedures to be followed by pilots; and

9 Any other details with respect to the disruption and actions being takenThat aircraft operator may find useful.

ENR -1-8-03 AIP10 MARS 2013 ANAC

SERVICE DE L’INFORMATION AERONATIQUE – ANAC AMDT 03/13

3

5.2.2 in the event that the NOUADHIBOU TWR/APP is unable to issue the NOTAM,ASECNA through DAKAR, NIAMEY ACC will take action to issue the NOTAM ofcontingency measures upon notification by NOUAKCHOTT OR NOUADHIBOU.

2.2 Separation

2.2.1 Separation criteria shall be applied in accordance with the Procedures for Air NavigationServices-Air Traffic Management (Doc 4444) and the Regional Supplementary Procedures(Doe 7030).

2.3 Level restriction

5.2.2 Where possible, aircraft on long haul international flights shall be given priority withRespect to cruising levels.

2.4 Other measures

2.4.1 Other measures related to the disruption of air traffic services and the implementation ofThe contingency scheme within the NOUADHIBOU CTA/TMA may be taken as follows:

a. Suspension of all VFR Operations;b. Delay or suspension of general aviation IFR operations; and,c. Delay or suspension of commercial IFR operations.

3. Transition to contingency scheme

a. During times of uncertainty when disruption of air traffic services seems possible, aircraftoperators should be prepared for a possible change in routing while en-route,familiarisation of the alternative routes outlined in the contingency scheme as well as whatmay be promulgated by ASECNA on behalf of the Mauritanian Civil Aviation Authorityprovider via NOTAM or AIC.

b. In the event of a disruption of air traffic services that has not been promulgated,NOUADHIBOU TWR/APP will, if possible, broadcast to all aircraft in theNOUADHIBOU CTA/TMA, airspace that is affected by the disruption and any furtherinstructions.

c. The Mauritanian Civil Aviation Authority recognises that when a disruption of air trafficservices or airport closure occurs and is promulgated, operators may have differentrequirements as to their alternative routings. NOUADHIBOU TWR/APP will evaluate allrequests to ensure safety is maintained.

4. Transfer of control, coordination and delegation of responsibility in the provision ofAir traffic services within the NOUADHIBOU TWR/APP

d. The transfer of control and communication will be at the common centers boundaries or as

Previously agreed upon between:a. NOUADHIBOU-NOUAKCHOTT TWR/APP



4

b. NOUADHIBOU-NOUAKCHOTT ACCc. NOUADHIBOU — CANARIAS ACC

4.2 The responsibility for ensuring the provision of air traffic services within NOUADHIBOUTWR/APP is transferred to NOUAKCHOTT ACC, NOUAKCHOTT TWR/ APPaccording to the following considerations:

NOUAKCHOTT ACC will ensure the provision of air traffic services for trafficoperating in airspace or along all the contingency ATS routes of theNOUADHIBOU TMA.

NDBR1 : A600 (PE-LOLOS)NDBR2 : B600 (PE-LIMAX)NDBR3: A600F (PE- KC)

HF frequencies of NOUAKCHOTT ACC AND NOUAKCHOTT TWR/APP(124.2 — 118.5) will be used.

4.3 NOUADHIBOU TWR/APP will also review current coordination requirements in light ofContingency operations or short notice of disruption of air traffic services.

5. Contingency ATS Route Network

5.1 ATS Routes to be temporarily unavailable

NIL

5.2 Contingency routes and flight level allocation scheme

5.2.1 NORTHBOUND/SOUTHBOUND TRAFFIC

The northbound/southbound traffic will route via the following contingency routes and in accordance withthe flight level allocation scheme indicated in order to provide strategic separation in the FIR:

NDBR1: B600 (LIMAX-PE)

N FL130 FL150 FL230S FL160 FL180 FL220

5.2.2 NORTH-WESTBOUND / SOUTH-EASTBOUND TRAFFIC FLOW

The North-westbound / South-eastbound traffic will route via the following contingency routes and inaccordance with the flight level allocation scheme indicated in order to provide strategic separation in theFIR:

NDBR2: A600F (IEPETI-PE)

North-Westbound: FL200 FL240



5

South Eastbound: FL 170 FL 190 and FL210

6. ATS Unit Procedures

6.1 Filed flight plan messages shall continue to be transmitted via the AFTN to

NOUADHIBOU TWR/APP as per normal procedure. The adjacent ACCs/FICs(NOUAKCHOTT ACC and CANARIAS) shall be responsible for:

a) Transmitting to NOUADHIBOU TWRJAPP via the AFTN, to the extent practicable,for each aircraft intending to transit through NOUADHIBOU TMA:

- A current flight plan message, at least one (1) hour before the aircraft's estimatedtime of arrival over the relevant entry point of the FIR concerned; and

- An estimate message for the relevant entry point of the FIR concerned, at leastthirty (30) minutes before the aircraft's estimated time of arrival over that point.

b) Transmitting to the ACC serving the first FIR, which an aircraft will enter aftertransiting the NOUADHIBOU TMA, via the AFTN, an estimate message containing theaircraft's estimated time of arrival over the NOUADHIBOU TMA exit point. This shouldbe transmitted upon receipt of the aircraft's last position report within the transmittingfacility's FIR.

c) Applying a longitudinal separation of at least twenty (20) minutes over the relevantentry point of NOUADHIBOU TMA between aircraft flying at the same flight level andfollowing the same contingency air traffic route within the NOUADHIBOU TMA andinstructing the respective pilot-in-command to maintain the flight level and Mach numberassigned throughout NOUADHIBOU TMA.

d) Not authorizing any flight level or Mach number changes for aircraft transiting throughNOUADHIBOU TMA, ten (10) minutes prior to the aircraft entering the NOUADHIBOUTMA ACC.

e) Requesting each aircraft transiting through NOUADHIBOU TMA to include in its lastposition report (over the entry point NOUDHIBOU TMA) the estimated time of arrivalover the relevant exit point of NOUADHIBOU TMA for the contingency air traffic routeused.

7. Pilot and Operator Procedures

7.1 All aircraft transiting through NOUADHIBOU TMA shall *strictly comply with theFollowing:

a) Operate along or as close as possible to the centerline of the assigned contingency airtraffic route.

b) Reach the flight level assigned by adjacent FIC or ACC for the transit ofNOUADHIBOU TMA at least ten (10) minutes before entering NOUADHIBOU ACC.


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6

c) Maintain the flight level assigned by the last adjacent FIC or ACC while operatingwithin NOUADHIBOU TMA, unless an emergency or flight security reason exists.

d) Maintain a continuous listening watch on the VHF frequency 120.8 MHz, and transmitblind in English on 120.8 MHz position reports five (5) minutes before and overhead eachcompulsory reporting point established along the respective air traffic route.

e) Include in their last position report to the competent adjacent ACC or FIC the estimatedtime of arrival over the entry point of NOUADHIBOU TMA and the estimated time andpoint at which they are to exit the NOUADHIBOU TMA.

f) Whenever emergencies and/or flight safety reasons make it impossible to maintain theflight level assigned for the transit of NOUADHIBOU TMA, climb or descend well to theright of the centerline of the air traffic route being flown but remaining withinNOUADHIBOU TMA ACC, and to inform immediately, by blind broadcast on the VHFfrequency 120.8 MHz, all other aircraft likely to be affected by transmitting a relevantemergency level change message (comprising the aircraft call-sign, the aircraft position,the flight levels being left and crossed, etc.).

g) Contact the competent adjacent ACC or FIC as soon as possible and at least ten (10)minutes before the estimated time of arrival over the relevant exit point of NOUADHIBOUTMA in order to obtain clearance for entering the adjacent FIR concerned.

h) Display navigation and anti-collision lights at all times during the transit of contingencyairspace.

i) Maintain their own longitudinal separation of twenty (20) minutes with proceedingaircraft maintaining the same cruising flight level.

7.2 A NOTAM will be issued if this contingency plan is activated.

8. Implementation of the plan

8.1 The provisions of this contingency plan shall be promulgated by NOTAM to be issued byASECNA on behalf of the Mauritanian Civil Aviation Authority provider or otherauthorized agency, as requested by ICAO.


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ENR 1.8. - PROCÉDURES COMPLÉMENTAIRES RÉGIONALES

REGIONAL SUPPLEMENTARY PROCEDURES

Les dispositions du DOC 7030 énumérées ci-dessous sont

applicables dans les FIR et UIR gérées par l'ASECNA.

REGLES GENERALES

1.- RÈGLES DE VOL

Les vols seront effectués conformément aux règles de vol aux

instruments (même lorsque ne sont pas réunies les conditions

météorologiques de vol aux instruments) au-dessus du niveau

de vol 150.

2.- PLAN DE VOL

Lorsque cela est possible, les aéronefs devraient être autorisés

à effectuer des vols directs entre deux points intermédiaires outerminaux quelconques du réseau des routes ATS de la région

AFI. Les comptes rendus de progression de vol devraient alors

être établis par rapport aux points caractéristiques quidéfinissent la route de base.

3.- COMMUNICATIONS AIR-SOL ET COMPTES RENDUS EN VOL

3.1.- Tout aéronef qui effectue un vol VFR ou qui effectue un volIFR, hors de l'espace aérien contrôlé, gardera l'écoute d'une

station radio assurant les communications de l'organe chargédu service d'information de vol dans la région d'information de

vol et communiquera à cette station des renseignements sur sa

position, sauf autorisation contraire de l'état survolé.

3.2.- Des comptes rendus de position venant s'ajouter à ceux qui sont

requis aux termes des procédures générales de compte rendu de

position seront faits à l'entrée ou à la sortie de l'espace aérien

contrôlé ou de l'espace aérien à service consultatif.

3.3.- Le dernier compte rendu de position avant le passage d'une

région d'information de vol dans une région d'information de vol

adjacente sera également fait à l'organe des services de la

circulation aérienne qui assure des services dans l'espace

aérien où l'aéronef est sur le point de pénétrer.

4.- SÉPARATION DES AÉRONEFS

Sur les routes de classes F et G définies au MIA (ENR.3.),l'espacement longitudinal est de 10 minutes à moins dedispositions contraires précisées dans les lettres d'agrémentsignées entre deux organes ATS et publiées par circulaired'information aéronautique (AIC). Les minima inférieurs prévusaux paragraphes 8 et 9 de la troisième partie PANS-RAC sontapplicables dans les régions de contrôle terminales et le longdes routes contrôlées.

La séparation longitudinale dans les FIR/UIR CANARIES,

DAKAR OCEANIQUE, RECIFE et SAL OCEANIQUE est

réduite à 10 minutes avec application de la technique du

nombre de MACH.

Les informations et dispositions relatives à cette séparation

longitudinale réduite sont spécifiées dans la Circulaire

d'information GOOO. N° 11/98 du 19 février 1998

The arrangements of DOC 7030 enumerated below are

applicable in FIR and UIR managed by ASECNA

GENERAL RULES

1. - FLIGHT RULES

The flights will be performed in accordance with the instrument

flight rules (even when the meteorological conditions of

instrument flight are not satisfied) above the flight level 150.

2. - FLIGHT PLAN

When it is possible, the aircraft should be authorized to operate

direct flights between two intermediate points or other terminal

points of ATS routes network of AFI region. The flight

progression reports should be established then in relation with

the characteristic points that determine the basic route.

3. - AIR/GROUND COMMUNICATIONS AND FLIGHT REPORTS

3.1.- All aircraft that operate a VFR flight or an IFR flight, out of a

controlled airspace, will keep a listening watch of a radio

station ensuring communications with the organism in chargeof flight information service in the flight information region and

will communicate to this station information on its position,

except contrary authorization of the state overflown.

3.2. - Some position reports coming to be added to those required

to the terms of general procedures of position reports will be

made on the entry or on the exit of controlled airspace or

consultative service airspace.

3.3.- The last position report before the passage from a flight

information region to an adjacent flight information region will

also be communicated to the organism of air traffic services

that provides some services in the airspace where the aircraft

is coming just to enter.

4- AIRCRAFT SEPARATION

One the route class F and G included in MIA (ENR.3), thelongitudinal spacing is about 10 minutes unless contraryarrangements specified in letters of agreement signed betweentwo ATS organisms and published by aeronautical informationcircular (AIC). The lower minimum indicated in the paragraphs8 and 9 of the Part 3 PANS - RAC are applicable in theterminal control regions and along the controlled routes.

The longitudinal separation in FIR/UIR CANARIAS, DAKAR

OCEANIC, RECIFE and SAL OCEANIC is reduced at 10

minutes with the application of number of MACH theory.

Information and arrangements relative to this reduced

longitudinal separation are specified in the Circular of

Information GOOO N° 11/98 of February 19th, 1998.

_____________________________________________________________________________


ENR 1-8-04 AIP10 MARS 2013 ANAC

5. - Service d'information de vol

A moins de dispositions contraires, des renseignements sur

l'état des pistes de l'aérodrome d'atterrissage prévu seront dis-

ponibles aux centres de contrôle régional pour être transmis

aux aéronefs sur demande, immédiatement avant qu'ils

n'amorcent leur descente.

5. - Flight information service

Unless contrary arrangements, information on the runways

state of aerodrome destination will be available at the regional

control units to be transmitted on request to the aircraft,

immediately before they start their descent.



PROCEDURES DE DECALAGE LATERAL STRATEGIQUE (SLOP)

DANS LES ESPACES AERIENS CONTINENTAUX ISOLES DE L’ASECNA

Dakar Terrestre, Niamey, Brazzaville, N'Djamena et Antananarivo

-------STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) IN ASECNA REMOTE CONTINENTAL AIRSPACE

Dakar Terrestre, Niamey, Brazzaville, Djamena and Antananarivo

I - Espaces CONTINENTAUX

OBJET

Dans le cadre de l’amélioration de la sécurité des vols dans son

espace aérien supérieur entre les niveaux de vol FL280 et FL460,

l’ASECNA a mis en oeuvre à compter du 10 Février 2011 lesprocédures de décalage latérale stratégiques (SLOP) dans la

partie continentale des FIRs Dakar terrestre, Niamey, Brazzaville,

Ndjamena et Antananarivo.

PROCEDURES

Les SLOP sont des procédures strictement pilote dont l’utilisation

par un aéronef n’influe pas sur l’application des normes de sépara-

tion prescrites et n’engage pas la responsabilité du contrôleur. Le

pilote reste responsable de l’application des déviations qui seront

limitées dans le temps et dans l’espace.

Il doit signaler au Contrôleur avoir repris la navigation normale

après une déviation latérale de 1 ou 2 NM à droite de l’axe

nominale de sa route.

Les pilotes coordonneront leur déviation avec les autres aéronefs

sur la fréquence :

- Dakar Terrestre, Niamey et Antananarivo : 123,45 MHZ.

- Brazzaville et N'Djamena : 126,9MHZ

L’utilisation des SLOP dans les espaces ASECNA reste conforme

aux dispositions du Doc 4444 de l’OACI.

I - CONTINENTAL SPACE

OBJET

In the framework of the improvement of safety in its upper

airspace between flight level FL280 and FL460, ASECNA

implemented service from February 10th, 2011, the strategic

lateral offset procedures (SLOP) within its entire continental

Dakar, Niamey, Brazzaville, Djamena and Antananarivo FIRs.

PROCEDURES

SLOP are strictly pilot elected procedures. The use of SLOP

by an aircraft does not affect the application of prescribed

separa-tion standards and controller responsibility. The pilot

remains accountable for the application of such a procedure

limited in time period and in space.

The pilot must report to the controller when normal navigation

is resumed after a lateral deviation of 1 or 2 NM right of the

axis of the nominal route.

Pilots may contact other aircraft on the inter-pilot frequency to

coordinate offset :

- Dakar Terrestre, Niamey and Antananarivo : 123,45 MHZ

- Brazzaville and djamena : 126,9MHZ

The use of SLOP in ASECNA aispaces is in compliance with

provisions in ICAO Doc. 4444.

II - DAKAR OCEANIQUE II - DAKAR OCEANIC

Emploi des décalages latéraux stratégiques pour diminuer le risque

de collision et la turbulence de sillage dans l'espace RVSM entre le

FL280 et le FL410 :

Les pilotes devront utiliser les procédures de décalages latérauxstratégiques (SLOP, Strategic lateral offset procedures) commeune pratique standard d'exploitation pour diminuer le risque decollision et la turbulence de sillage. Les SLOP seront en vigueur le20 Janvier 2005 à 0901 TUC dans la FIR Océanique de Dakar. Lesdécalages latéraux stratégiques seront appliqués uniquement parles aéronefs équipés.

Il y a trois positions dans lesquelles un aéronef devrait voler :

- l'axe de la route,

- décalage de 1 NM à droite de la route ;

- décalage de 2 NM à droite de la route.

Les décalages latéraux stratégiques n'excèderont pas 2 NM de

l'axe. Aucune autorisation de contrôle n'est nécessaire pour cesprocédures et il n'est pas nécessaire d'aviser le centre de contrôle.

(Les aéronefs transitant par un espace aérien contrôlé au RADAR

doivent maintenir leur position de compensation établie sauf en cas

d'instruction contraire du centre de contrôle).

Strategic Lateral Offsets in Oceanic Airspace to Mitigate

Collision Risk and Wake Turbulence, from FL280 to unlimited.

Pilots should be use the Strategic Lateral Offset Procedure asStandard operating practice in the course of normal operationsto mitigate collision risk and wake turbulence. The strategiclateral offset procedure will be in force on January 20, 2005 at0901 UTC in the DAKAR OCEANIC FIR.Strategic lateral offsetshall be applied only by aircraft with automatic offset trackingcapability.

There are three positions that an aircraft may flight :

centerline

1 NM right

2NM right.

Offset are not to exceed 2NM right of centerline.

There is no ATC Clearance required for this procedure and itis not necessary that ATC be advised Aircraft transiting Radar-controlled airspace shall remain on their established offsetpositions unless otherwise instructed by ATC.

SERVICE DE L’INFORMATION AÉRONAUTIQUE – ANAC AMDT 03/13


SYSTEME DE ROUTE FLEXIBLE

UIR DAKAR OCEANIQUE (GOOO)

-------FLEXIBLE TRACK SYSTEM (FLEXTRACK)

DAKAR OCEANIC UIR (GOOO)

1 - INTRODUCTION

1.1. In the global Air Navigation Plan – Doc 9750, the ICAO introduced the concept of dynamic and flexible ATM as Strategic Objective: Global Plan

Initiative (GPI-7). GPI-7 states that routes need not be fixed to pre-determined waypoints except where required for control purposes. GPI-8

enhances the implementation process with Collaborative Decision-Management techniques. It is aimed at organizing airspace in a collaborative

manner involving all stakeholders so that airspace is managed to accommodate user-defined flexible routings.

1.2. A Flex route (also called Random Route, User Preferred Route, Free Route of 4D Trajectory) is described as a non fixed route calculated on a

daily basis to provide the most efficient flight profile or trajectory on a given city pair or through a specific volume of airspace. The Flex Route can

be comprised of any combination of elements including but not limited to: 5 letters waypoint names; latitude/longitude, existing airways, ground

based navaids or other significant points.

1.3. The GOOO aims to remove the constraints imposed by the fixed route structure and through the optimized use of all the airspace obtaining bene-

fits of capacity, flexibility, flight efficiency and cost savings, while maintaining safety standards.

1.4. Aircraft Operators will have greater choice for optimum route selection and will benefit from the expected cost savings. While the increasing in

demand is expected to continue, the international community is urging fuel savings and emission CO2 reductions/Green House Gases (GHG)

2 - AREA OF APPLICABILITY

2.1. Lateral limits: Dakar Oceanic Airspace

2.2. Vertical Limits: Between FL 245 and FL 410

3 - IMPLEMENTATION

From the 25 August 2011 Flex Routings are available to all operators.

4 - GENERAL PROCEDURES

4.1. Within GOOO airspace users will be able to plan user-preferred trajectories through the used of 5 letters waypoints name code included below.

Route portions between waypoints will be indicated by means of “DCT” instruction.

4.2. Waypoints created in Dakar FIR

i) Within Sal Oceanic FIR / Dakar Terrestrial FIR below new FIR boundary waypoint was established :

• New FIR Entry/Exit Wpts

5NLC Latitude Longitude

SEPOM N 17 20 00 W 020 00 00

Note : From/to SEPOM it is acceptable to file DCT to/from YF VOR only

ii) Within Sal Oceanic FIR / Dakar Oceanic FIR below new FIR boundaries waypoint were established :



NATAS N 16 00 24 W 033 00 00

iii) Within Cayenne Rochambeau FIR / Dakar Oceanic FIR below new FIR boundary waypoint was established :



ARAGO N 09 48 58 W 035 54 30

GOGSO N 11 40 00 W 036 42 00

iv) Within Piarco FIR / Dakar FIR below new FIR boundaries waypoint were established :



GANAK N 16 00 00 W 037 30 00

OPADO N 15 00 00 W 037 30 00



v) Within Dakar Oceanic FIR below new waypoints on Northwestern AORRA boundary were established :

• New AORRA Entry/Exit Wpts


INATO N 11 15 54 W 022 24 24

UNIKI N 10 32 42 W 022 50 24

NUKEN N 09 49 36 W 023 16 24

PISKA N 09 06 24 W 023 42 12

ERKUS N 08 23 12 W 024 07 54

EPEMI N 07 39 54 W 024 33 36

RAKIM N 06 56 36 W 024 59 06

GANDO N 06 13 18 W 025 24 36

BUVUK N 05 30 00 W 025 50 00

SETOX N 04 47 24 W 026 16 36

KOGUS N 04 04 48 W 026 43 06

Newly created waypoints observe a 100 nautical mile buffer from Atlantico and Sal FIR boundaries

vi) Within Dakar Oceanic FIR below new waypoints crossing the EUR-SAM corridor were established :

• New waypoints crossing UN741


ENUGO N 13 19 06 W 029 19 48

APOXA N 12 19 48 W 029 53 18

GARKO N 10 46 36 W 030 45 18

MOSAD N 07 48 54 W 032 22 36



VOMER N 11 48 54 W 025 45 12

GROBA N 10 33 42 W 026 26 54

SEMOG N 08 38 06 W 027 30 06

MESAB N 05 40 00 W 029 06 12



RIXAD N 12 31 54 W 027 26 24

MOSOK N 11 24 54 W 028 05 36

LIMUK N 09 41 24 W 029 05 30

ENOTO N 06 45 36 W 030 45 42



APIGU N 11 15 42 W 024 28 24

GONSA N 09 54 30 W 025 12 30

LIRAX N 07 50 30 W 026 18 54

MIKOL N 04 51 48 W 027 53 30

vii) Within Dakar Oceanic FIR, it is acceptable to file in ICAO FPL field 15 a direct (DCT) segment from/to waypoints as indicated in items iv)

Piarco/Dakar Oceanic FIR boundary; v) Northwestern AORRA boundary and vi) crossing the EUROSAM

viii) Within Dakar Terrestrial FIR / Abidjan ACC FIR below new FIR boundary waypoint was established :



ARABA N 04 30 26.00 W 003 00 00.00

ix) Within Abidjan ACC it is acceptable to file in ICAO FPL field 15 a direct (DCT) segment from/to following waypoints :

a) KOROB DCT RASAD

b) AD (VOR) DCT ARABA

_____________________________________________________________________________



ESPACE AÉRIEN RVSM / RVSM AIRSPACE

1. Espace EUR/SAM 1. EUR/SAM Airspace

Le corridor EUR/SAM est l'espace aérien au-dessus de l'Atlantique

Sud (SAT) qui s'étend sur les Régions d'Information de Vol de

Canarias, de Sal, de Dakar Océanique et de Recife/Atlantico.

La mise en œuvre d'une séparation verticale minimale réduite

(RVSM) de 300 Mètres (1000 FT) dans le corridor EUR/SAM permet

l'utilisation de 6 niveaux de vol de croisière supplémentaires entre

les niveaux de vol 290 et 410.

Les pratiques et les procédures d'exploitation ainsi que les

conditions requises pour l'espace RVSM du corridor EUR/SAM sont

publiées dans le document OACI " Procédures régionales

complémentaires pour la Région EUR ", Partie AFI et SAM (Doc

7030 WACAF 00/1 SAM 01/01 et WACAF AFI/SAM 003).

En relation avec la mise en œuvre du RVSM dans les régions CAR/

SAM le 20 janvier 2005 à 0901 TUC et en vue d'éviter que des volsse retrouvent en sens opposés et au même niveau de vol ; un nou-

veau plan d'allocation de niveau de vol sera établi dans le corridorEUR/SAM à compter du 20 janvier 2005 à 0901 TUC en application

des dispositions de l'ANNEXE 2 de l'OACI comme suit :

Routes ATS : UN741, UN866, UN873 et UN857

- Trafic en direction du Sud, niveaux de vol pairs : 400 - 380 - 360 -

340 - 320 - 300

- Trafic en direction du Nord, niveaux de vol impairs : 410 - 390 -

370 - 350 - 330 - 310 - 290

Il est demandé aux usagers de planifier leurs vols en fonction de ce

plan d'allocation de niveaux vol.

Excepté l'espace RVSM où des régions de transition sont réalisées

et à l'exception des aéronefs d'Etat, seuls les aéronefs certifiés

RVSM, sont autorisés à opérer dans un espace aérien RVSM.

L'obligation dans laquelle se trouve l'ATC de prendre en charge les

aéronefs d'Etat non homologués RVSM dans l'espace aérien RVSM

impose deux différents minima de séparation verticale (VSM), à

savoir :

- 300 M (1000Ft) entre deux aéronefs opérant en CAG, s'il s'agit

de deux aéronefs homologués RVSM ou

- 600 M (2000 Ft) entre deux aéronefs opérant en CAG, si :

- l'un des deux aéronefs concernés n'est pas homologué RVSM, ou

- les deux aéronefs ne sont pas homologués RVSM.

La certification RVSM de l'avion est délivrée par l'Etat d'immatricula-

tion ou par l'Etat dans lequel l'exploitant est basé.

2. Espace AFI

The EUR/SAM corridor is the airspace over the South Atlantic

(SAT) area which lies within Flight Information Regions of

Canarias, Sal, Dakar Oceanic and Recife/Atlantico.

The implementation of a reduced vertical separation minimum

(RVSM) of 300 Metres (1000 FT) in the EUR/SAM corridor permits

the use of 6 additional cruising levels between flight levels 290 and

410.

The operational practices and procedures as well as the require-

ments for RVSM in the EUR/SAM corridor are published in the

ICAO document "European Regional Supplementary Procedures in

AFI and SAM" (Doc 7030 WACAF 00/1 SAM 01/01 and WACAF

AFI/ SAM 003).

In relation with the implementation of the RVSM in the CAR/SAM

regions on January 20 2005 at 0901 UTC and in order to avoidflight in opposite direction at the same flight level. A new flight

allocation scheme will be established in the EUR/SAM CORRIDOR

on January 20 2005 at 0901 in accordance with ICAO ANNEX 2

APPENDIX C as follows :

ATS ROUTES : UN741, UN866, UN873 and UN857

- Southbound traffic even levels : 400 - 380 - 360 - 340 - 320 - 300

- Northbound traffic odd levels : 410 - 390 - 370 - 350 - 330 - 310 -

290.

Operators are requested to plan their flights under this flight level

allocation scheme (FLAS)

Except for RVSM airspace where transition tasks are carried out and

with the exception of state aircraft, only RVSM approved aircrafts are

authorized to operate within the EUR/SAM corridor RVSM airspace.

The ATC obligation to handle non RVSM approved state aircraft in

RVSM airspace requires two different vertical separation minima

(VSM), that are :

- 300 M (1000 Ft) between two RVSM approved aircraft opera-

ting in GAT, if it concerns two aircraft approved RVSM or

- 600 M (2000 Ft) between two aircraft operating in GAT, if :

- one of the two aircraft involved is not RVSM approved, or

- both aircraft are not RVSM approved.

The aircraft RVSM approval is provided by the state of registration

or by the state in which the operator is based.

2. AFI airspace

Il est notifié à tous les exploitants qu'à compter du 25 Septembre

2008, tous les plans de vol déposés devront indiquer le statut RVSM

comme suit :

1. les exploitants d'aéronefs homologués RVSM devront indiquer

le statut homologué en insérant la lettre "W" dans la case 10

du plan de vol, et dans la case "Q" du plan de vol répétitif quel

que soit le niveau de vol demandé;

All operators are informed that from 25 September 2008, all filed

flight plans must show RVSM Status as indicated below:

1. Operators of RVSM approved aircraft shall indicate the

appro-val status by inserting the letter '' W '' in Item 10 of the

ICAO flight plan, and in Item '' Q '' of the repetitive flight plan

regardless of the requested flight level.



2. les exploitants d'aéronefs d'Etat non homologuée RVSM avec un

niveau de vol demandé de FL 290 ou au dessus devront insérer

"STS/NON RVSM" dans la case 18 du plan de vol OACI.

Le RVSM est mis en œuvre dans les FIR/UIR Antananarivo, Dakar,Brazzaville, N'Djaména et Niamey selon les accords régionaux del'OACI. L'OACI recommande que les autorités et les exploitants utili-sent la directive provisoire 91-RVSM de la FAA (FAA InterimGuidance 91-RVSM) et/ou la directive provisoire contenue dans lanotice 6 TGL 6 des Autorités conjointes de l'aviation (JAA) (JointAviation Authorities Temporary Guidance Leaflet 6 TGL6) ou desdocuments équivalents d'un autre Etat, comme la base des pro-grammes d'homologation d'aéronefs et d'exploitants pour le RVSM.

Dans les pays membres de l'ASECNA en vertu des normes de

sécurité de l'annexe 11 à la Convention de Chicago (Chapitre 2.27),

la tâche de supervision et de surveillance de la sécurité, conjointe-

ment avec la mise en œuvre du RVSM sont coordonnées par

l'ASECNA et l'Agence de monitoring pour la Région AFI (ARMA).

Les documents récents d'information et d'homologation RVSM, y

compris les révisions, peuvent être consultés sur les sites web de

l'ASECNA, la FAA, EUROCONTROL, MECMA, SATMA,

OACI/ESAF ainsi que les sites web individuels des Etats.

Pour accéder aux sites web RVSM de l'ASECNA, la FAA,

EUROCONTROL, MECMA, SATMA OACI/ESAF, composer :

2. Operators of Non - RVSM approved State aircraft with a

requested flight level of FL 290 or above shall insert '' STS /

NON RVSM '' in Item 18 of the ICAO flight plan.

RVSM is be implemented in the Antananarivo, Dakar, Brazzaville,N'Djaména and Niamey FIR/UIR in accordance with ICAO regionalagreements. ICAO recommends that State authorities andoperators use FAA Interim Guidance 91-RVSM (as amended);Joint Airworthiness Authorities (JAA) Temporary Guidance Leaflet6 (TGL 6) or equivalent State documents as the basis for approvingaircraft and operator programs for RVSM.

Pursuant to the safety standards of the Annex 11 to the Chicago's

Convention, the ASECNA Member States have established that the

task of monitoring safety in conjunction with implementation of

RVSM within their airspace is assigned to ASECNA.

Current information and RVSM approval documents, including revi-

sions, can be found on the websites maintained by ASECNA, the

FAA, EUROCONTROL, SATMA, MECMA, ICAO ESAF and on

indi-vidual State websites.

To access the ASECNA, FAA, EUROCONTROL, SATMA and

MECMA RVSM websites, type :

www.anac.mr

www.faa.gov/ats/ato/rvsm1.htm www.eur-

rvsm.com www.satmasat.com

www.mecma.comwww.icao.int/esaf/

AMDT 03/13 SERVICE DE L’INFORMATION AÉRONAUTIQUE - ANAC


ZONE D'ACHEMINEMENT ALEATOIRE RNAV DE L'OCEAN ATLANTIQUE AORRA : GOOO - FCCC

ATLANTIC OCEAN RANDOM RNAV AREA (AORRA) : GOOO - FCCC

I.- DAKAR OCEANIQUE AORRA 1 ET 2

1.1. La zone de cheminement aléatoire RNAV de l’Océan Atlantiqueest le volume d’espace compris entre FL 290 et FL 410 incluant

les régions d’information de vol suivantes : Atlantico, Dakar

Oceanic, Comodoro Rivadavia, Ezeiza, Johannesburg Oceanic,Luanda Oceanic et Montevideo limité par la ligne joignant les

points dont les coordonnées sont :

04°10'0"S 006°35'0"E - 05 3'0"S 008 50'0"E -05°20'0"S 010°00'0"E - 07 48'0"S 011 30'0"E (OPAPO)puis par un arc de 120 NM centré sur Luanda à09°40'0"S 011°24'0"E (ONTAR)17°30'0"S 011°13'0"E - 27°30'0"S 015°00'03"E60°00'0"S 015°00'0"E - 60°00'0"S 053°00'03W58°21'06"S 053°00'0"W - 36°45'30"S 053°11'47"W34°00'0"S 051°33'20"W - 34°00'0"S 050°00'03"W26°45'0"S 043°45'0"W - 19°43'0"S 034°55'03"W18°30'0"S 038°45'0"W - 15°34'0"S 036°18'03"W11°55'0"S 032°53'0"W - 08°54'0"S 031°56'03"W00°00'0"S 026°34'0"W - 00°00'0"S 006°35'03"E

04°10'0"S 006°35'0"E

I. - DAKAR OCEANIC AORRA 1 AND 2

1.1.The Atlantic Ocean Random Routing RNAV Area (AORRA) is

the volume of airspace between FL290 and FL410 inclusivewithin the Atlantico, Dakar Oceanic, Comodoro Rivadavia,

Ezeiza, Johannesburg Oceanic, Luanda Oceanic and

Montevideo FIRs limited by line joining the following

coordinates :

04°10'0"S 006°35'0"E - 05°30'0"S 008°50'0"E -05°20'0"S 010°00'0"E - 07°48'0"S 011°30'0"E (OPAPO)then via a 120NM arc centred on Luanda to09°40'0"S 011°24'0"E (ONTAR)17°30'0"S 011°13'0"E - 27°30'0"S 015°00'0"E60°00'0"S 015°00'0"E - 60°00'0"S 053°00'0"W58°21'06"S 053°00'0"W - 36°45'30"S 053°11'47"W34°00'0"S 051°33'20"W - 34°00'0"S 050°00'0"W26°45'0"S 043°45'0"W - 19°43'0"S 034°55'0"W18°30'0"S 038°45'0"W - 15°34'0"S 036°18'0"W11°55'0"S 032°53'0"W - 08°54'0"S 031°56'0"W00°00'0"S 026°34'0"W - 00°00'0"S 006°35'0"E

04°10'0"S 006°35'0"E

1.2. L’espace de la phase 2 AORRA dans la FIR Dakar Océanique

Cet espace est limité par les points suivants :

00°00'00''S 024°35'00''W - 06°21'46''S 015°59'43''W -

06°21'46''S 009°59'38''W - 11°59'53''S 009°58'53''W

09°31'51''S 002°59'46''W - 00°00'00''S 003°00'00''W

1.3.- Procédures d’entrée et de sortie dans l’espace AORRA phase 2 :

1.3.1. Aucun point spécifique n’est exigé pour entrer ou sortir

de l’espace AORRA phase 2 de la FIR Dakar Océanique.

1.3.2. Cependant certaines FIR ont publié des points d’entrée

et de sortie comme suit :

Johannesburg OceanicIBLOK S 18°47,07" E 011°40'06"NIBEK S 22°58,05" E 013°12'09"NIGAM S 26°33,09" E 014°37'02"OKTEL S 28°07,09" E 015°00'05"UVGOD S 29°09,07" E 015°00'00"ALDOV S 30°37,02" E 015°00'00"BUXIR S 32°00,00" E 015°00'00"OKDOG S 33°05,00" E 015°00'00"ITMEK S 34°12,00" E 015°00'00"

ITLIK S 35°16,00" E 015°00'00"

LuandaURAPI S 09°49'07" W 003°48'07"OSUKO S 09°01'01" W 001°36'04"GAPEL S 08°17'06" E 000°19'00"TERBA S 04°47'09" E 000°35'00"OPAPO S 07°48'00" E 011°30'00"

ONTAR S 09°40'00" E 011°24'00"

AtlanticoCIDER S 24°07'08" W 040°16'04"EKALO S 22°26'00" W 038°08'08"GARUP S 18°51'48" W 037°40'24"PORGA S 18°40'48" W 038°14'36"

POLVO S 18°35'24" W 038°31'12"

1.2. Dakar Oceanic FIR AORRA phase 2 airspace

Dakar Oceanic FIR AORRA airspace is limited by following

coordinates:

00°00'00''S 024°35'00''W - 06°21'46''S 015°59'43''W -

06°21'46''S 009°59'38''W - 11°59'53''S 009°58'53''W

09°31'51''S 002°59'46''W - 00°00'00''S 003°00'00''W

1.3.Entry and exit procedures within AORRA phase 2 airspace

1.3.1. No specific points will be required to enter or exit Dakar

Oceanic AORRA Phase 2 airspace

1.3.2. Despite the disposal of 1.31, some FIRs have published

entering and exit points which are the following gates:

Johannesburg Oceanic

IBLOK S 18°47'07" E 011°40'06"NIBEK S 22°58'05" E 013°12'09"NIGAM S 26°33'09" E 014°37'02"

OKTEL S 28°07'09" E 015°00'05"

UVGOD S 29°09'07" E 015°00'00"

ALDOV S 30°37'02" E 015°00'00"BUXIR S 32°00'00" E 015°00'00"OKDOG S 33°05'00" E 015°00'00"ITMEK S 34°12'00" E 015°00'00"

ITLIK S 35°16'00" E 015°00'00"

Luanda

URAPI S 09°49'07" W 003°48'07"OSUKO S 09°01'01" W 001°36'04"

GAPEL S 08°17'06" E 000°19'00"TERBA S 04°47'09" E 000°35'00"

OPAPO S 07°48'00" E 011°30'00"

ONTAR S 09°40'00" E 011°24'00"

AtlanticoCIDER S 24°07'08" W 040°16'04"

EKALO S 22°26'00" W 038°08'08"

GARUP S 18°51'48" W 037°40'24"

PORGA S 18°40'48" W 038°14'36"

POLVO S 18°35'24" W 038°31'12"

SERVICE DE L’INFORMATION AÉRONAUTIQUE – ANAC AMDT 03/13

ENR 1-8-07 AIP

10 MARS 2013 ANAC

Montevideo

BIVEN S 36°35'00" W 053°05'10"

EzeizaGUXOR S 37°22'30" W 053°00'00"

BISUL S 43°31'22" W 053°00'00"

Comodoro RivadaviaEGLAS S 48°00'00" W 053°00'00"

IRIRO S 60°00'00" W 053°00'00"

1.3.2.1. S’il n’existe pas de voie aérienne (AWY), de routesd’arrivée et de départ standard (SID/STAR), bien avant l’entrée

ou la sortie dans/de la zone AORRA des FIR, qui relient

l’origine ou la destination d’un vol précis, les aéronefs devrontentrer ou sortir dans/de la zone AORRA sans passer par le

points d’entrée et de sortie spécifiés en 1.3.2.

1.3.2.2. Les aéronefs pourront par procédure de dépôt de plan

de vol, opérer par des tronçons préférés entre les différents

points d’entrée et de sortie notifiés au 1.3.2.

En cas d’entrée ou de sortie de/dans la zone AORRA par unpoint spécifié (1.3.2.), les aéronefs devront se conformer à lastructure fixe de route associée au point d’entrée/de sortie spé-cifié aou aux instructions données par l’ATC et se conformer auplan de vol.

2. ADS / CPDLC

ADS/CPDLC peut être utilisé dans la zone AORRA phase 2 de la

FIR Dakar Océanique. Les exploitants noteront que l’ADS/CPDLC

est un moyen secondaire de communication, la HF demeure le

moyen primaire

3. Procédures RNP 10 dans la zone AORRA

Aucun aéronef ne peut planifier un vol dans l’espace AORRA s’il

n’est certifié RNP 10 pour opérer dans cet espace par l’état

d’immatricula-tion ou l’état de l’exploitant, sauf exception dans les

conditions sui-vantes :

- l’aéronef étant initialement produit par l’Etat d’immatriculation

ou l’Etat de l’exploitant

- l’aéronef est certifié mais subi une dégradation de navigation etdoit retourner à sa base ou dans un centre de maintenancepour des réparations.

- l’aéronef est engagé dans l’humanitaire- aéronef d’état

4. Procédures RNP 10 dans la zone AORRA

Les exploitants projetant d’opérer ou opérant dans la zone AORRA

devrait obtenir l’approbation RNP 10 de l’état d’immatriculation ou de

l’état de l’exploitant approprié, conformément aux conditions suivantes :

- l’aéronef satisfait aux exigences de “spécifications minimum de

performance de système d’aéronef” (MASPS) de l’Etat d’imma-

triculation

- l’aéronef opérant dans les conditions indiquées dans la certifi-

cation d’exploitation RNP 10 délivrée par l’Etat de l’exploitant.

5. Plan de vol

Quand un vol est prévu dans la zone AORRA, la conformité RNP 10

doit être indiquée au plan de vol par la lettre R dans la case 10.

Montevideo

BIVEN S 36°35'00" W 053°05'10"

Ezeiza

GUXOR S 37°22'30" W 053°00'00"

BISUL S 43°31'22" W 053°00'00"

Comodoro Rivadavia

EGLAS S 48°00'00" W 053°00'00"

IRIRO S 60°00'00" W 053°00'00"

1.3.2.1. In case It does not exist established AWY, standardinstrument arrival (STAR) or standard instrument departure

(SID), soon after the entrance in to/exit from those AORRA

FIRs, which attend origin/destination of a specific flight, ACFT

may enter in to/exit from AORRA out of the gates established

by these FIRs in item 1.3.2.

1.3.2.2. Aircraft may proceed via a flight plan preferred track

between these gates. Prior to entering or after exiting theAORRA at a particular gate, aircraft are to comply with the

fixed route structure associated with that particular entry or

exit point or as instructed by ATC, and are required to flight

plan accordingly.

2. ADS / CPDLC

ADS/CPDLC could be utilized in Dakar Oceanic AORRA Phase 2

airspace.

Operators are to note that, ADS/CPDLC is the secondary form of

communication; HF remains the primary means of communication

3. RNP 10 in the area AORRA

No aircraft shall flight plan to operate in the AORRA airspace

unless it is RPN10 certified to operate in this airspace by the State

of Registry or the State of operator, as the case may be, except in

the following circumstances :

- The aircraft is being initially delivered to the State of Registry

or the State of the operator;

- The aircraft is certified but experienced navigation degrada-

tion and is being flown back to base or to a maintenance

facility for repairs;

- The aircraft is engaged on a humanitarian or mercy flight;

- State aircraft

4. RNP 10 Approval

The operators operating or intending to operate in AORRA airspace

shall obtain RNP 10 approval from the State's registry or State's

Operator as appropriate, in accordance with the following conditions :

- The aircraft satisfies specifications of "Minimum aircraft sys-

tem performance specifications" (MASPS) of the State ´s

registry.;

- The aircraft is operated under the conditions indicated in the

RNP 10 operational approval issue by the user's State.

5. Flight Plans

When it is intended to operate an aircraft in AORRA airspace,

RNP10 compliance shall be indicated placing an "R" in box 10 of

the flight plan form

AMDT 03/13 SERVICE DE L’INFORMATION AÉRONAUTIQUE - ANAC


Les plans de vol doivent comprendre les points d’entrée/de sortie de

la zone AORRA lorsqu’ils sont exigés et les heures estimées pour

chaque 5° de longitude.

En cas de plan de vols répétitifs conformes RNP 10, la lettre R sera

placée dans la case Q du plan de vol répétitif (RPL) comme suit :

EQPT/R.

Les exploitants opérant dans les conditions d’exception (point 4)

devront insérer STS/NON RNP 10 dans la case 18 du plan de vol.

6. Procédures avant d’entrer dans la zone AORRA

Avant d’entrer dans l’espace aérien de la zone AORRA, le pilote

commandant de bord de l’aéronef certifié RNP 10 vérifiera que les

équipements pour voler dans la zone AORRA sont fonctionnels et

vérifiera avec la plus grande précision la position de l’aéronef grace

aux aides à la navigation.

Si aucun équipement ne fonctionne normalement, le pilote devrait le

notifier à l’ATC avant d’entrer dans la zone AORRA.

Durant l’évolution dans la zone AORRA définie, les niveaux de vol

doivent être conformes à la table des niveaux de croisière définie

dans l’appendice B de l’Annexe 2 entre FL 290 et FL 410.

7. Procédures après l’entrée dans l’espace aérien de la zone AORRA

Si un aéronef ne peut plus continuer son vol conformément à

l’autorisa-tion ATC, ou est incapable de maintenir la précision

exigée pour la performance de navigtion spécifiée dans l’espace

aérien, l’ATC sera informé immédiatement.

Un compte rendu de position sera requis aux points d’entrée et de sortie :

05E - 10E - 15E - 00 E/W - 05W - 10W - 15W - 20W 25W -

30W - 35W - 40W - 45W - 50W

et tout autre point demandé par l’ATC.

8. Routes directes de transition de la FIR Brazzaville vers la zone AORRA

Les aéronefs procèderont directement de Libreville “LV” vers les

points de reports suivants :

- LV DCT S 00°00'0" - E 006°35'0"

- LV DCT S 02°00'0" - E 006°35'0"

- LV DCT S 03°00'0" - E 006°35'0"

- LV DCT S 04°00'0" - E 006°35'0"

II.- DAKAR OCEANIC AORRA 3 and 4 airspace

Flight plans shall contain entry and exit point to AORRA when

requi-red and the estimated time for every 5° of longitude

In the case of repetitive flight plans RNP10 compliance shall be

indicated placing an "R" in box Q of the RPL, as follows: EQPT/R

Those operators operating under the circumstances stipulated in

paragraph 4.1 shall insert STS/ NON RNP10, in field 18 of the

ICAO FPL.

6. Procedures before entering to AORRA airspace

Before entering to AORRA airspace the RNP10 certified aircraft

pilot-in-command shall verify that the required equipment to fly

within AORRA airspace is normally operating and verify with the

greatest possible accuracy the position of the aircraft through

exter-nal air navigation aids.

If any equipment is not operating normally, the pilot should notify

the ATC before entering the AORRA airspace.

Whilst operating within the defined area of the AORRA flight levels

will comply with the table of cruising levels as reflected in Annex 2

Appendix 3(b) between FL290 and FL 410.

7. Procedures after Entering the AORRA Airspace

If an aircraft cannot continue the flight in compliance with the ATC

clearance issued and/or cannot maintain the precision required for

the specified navigation performance in the airspace, ATC will be

advised immediately.

Position reporting shall be required at Entry/Exit gate

05E - 10E - 15E - 00 E/W - 05W - 10W - 15W - 20W 25W -

30W - 35W - 40W - 45W - 50W

As well as any other position required by ATC.

8. Direct transition routes form Brazzaville FIR to AORRA

Aircraft will flight direct form Libreville “LV” to the following points :

- LV DCT S 00°00'0" - E 006°35'0"

- LV DCT S 02°00'0" - E 006°35'0"

- LV DCT S 03°00'0" - E 006°35'0"

- LV DCT S 04°00'0" - E 006°35'0"

1 INTRODUCTION

1.1. ICAO created the South Atlantic group (SAT) to enhance air traffic control services provided in the SAT region. During the

South Atlantic 15th coordination Meeting (SAT/15) held in Lisbon (Portugal), SAT States decided to implement the Atlantic

Ocean Random Routing RNAV Area (AORRA) phase 3 and 4 the 26th of August 2010 within Atlantico and Dakar FIRs..

1.2. The purpose of this AIP/SUPP is to publish the procedures and associated dimensions of the Atlantic Ocean Random Routing

Area (AORRA) Phases 3 and 4.

2 DESCRIPTION OF DAKAR OCEANIC AORRA AIRSPACE

2.1. The Atlantic Ocean Random Routing RNAV Area (AORRA) is the volume of airspace between FL290 and FL410 inclusive

within the Accra, Atlantico, Dakar, Comodoro, Rivadavia, Ezeiza, Johannesburg Oceanic, Luanda Oceanic and Montevideo

FIRs. AORRA phases 1 and 2 are already implemented.

2.2. In order to complement the already declared AORRA phases 1 and 2 (see ASECNA AIS web-site http://www.ais-

asecna.org/pdf/ supp/dakar/sup09go02.pdf ) the Atlantic Ocean Random Routing RNAV Area (AORRA) phases three (3) and

four (4) will be implemented by ASECNA within Dakar Oceanic FIR (with Abidjan Flight Information Sector designated as FIS

Abidjan included) (http://www.ais-asecna.org/pdf/enr/6-enr/00enr6-1-03.pdf ).

_____________________________________________________________________________



2.3. As of 0001 UTC on AIRAC date August 26th 2010, the volume of airspace between FL245 and FL410 inclusive and limited by

lines joining the following coordinates below will be designated as Dakar Oceanic AORRA phases 3 and 4 airspace:

12°58’00’’N 021°22’00’’W 00°00’00’’

N 007°20’00’’W 00°00’00’’ N

024°35’00’’W 02°25’00’’N

027°45’00’’W BUVUK (05°30’00"N

025°50’00"W) 12°58’00’’N

021°22’00’’W

2.4. Flights operating within the Dakar Oceanic Random Routing RNP Area shall enter and exit AORRA via the following gates:

• BUVUK (05°30’00"N - 025°50’00"W)

• OPUGA (00°00'000"N - 003°00'000"W)

• KOROB (00°00'000"N - 005°00'000"W)

• DIPLA (00°00'000"N - 006°00'000"W)

• KIRVU (00°00'000"N - 007°00'000"W)

• ARLEM (00°23'500"N - 007°44'700"W)

• UBUGO (01°09'450"N - 008°31'933"W)

• SENON (01°44'167"N - 009°07'967"W)

• UBUBI (02°18'883"N - 009°43'933"W)

• APROM (02°53'3"N - 010°19'983"W)

• LUMGO (03°28'250"N - 010°56'050"W)

• LUTGA (04°02'900"N - 011°32'183"W)

• TUROT (04°34'300"N - 012°09'900"W)

• LUMKA (05°12'117"N - 012°44'583"W)

• GUTAS (05°46'683"N - 013°20'883"W)

• SOLTU (06°21'200"N - 013°57'267"W)

• TINIS (06°57'600"N - 014°43'200"W)

• RIRAK (07°30'117"N - 015°10'267"W)

• BOTBU (08°04'500"N - 015°46'900"W)

• GARKI (08°38'833"N - 016°23'650"W)

• RANOV (09°13'100"N - 017°00'500"W)

• DIKBA (09°47'300"N - 017°37'483"W)

• GAKSA (10°21'450"N - 018°14'583"W)

• KOBTA (10°55'517"N - 018°51'817"W)

• TAROT (11°27'900"N - 019°40'000"W)

2.5. Aircraft may track via a flight plan preferred track between these gates. Prior entering or after exiting the AORRA at a particular

gate, aircraft are to comply with the fixed route structure, published tracks (Annex 1) associated with that particular entry/exit

points or as instructed by ATC, and are required to flight plan accordingly.

3 AUTOMATIC DEPENDENT SURVEILLANCE AND CONTROL PILOT DATA LINK COMMUNICATIONS (ADS/CPDLC)

3.1. ADS-C/CPDLC will be utilised in AORRA airspace by suitably equipped service providers to provide an ATS service to aircraft

able to take advantage of this form of communication. Operators are to note that in some sectors of the random routing

airspace, CPDLC is the primary form of communication, with HF as secondary means of communication

4 REQUIRED NAVIGATION PERFORMANCE (RNP) 10 PROCEDURES FOR AIRCRAFT OPERATIONS WITHIN THE

AORRA AIRSPACE

4.1. No aircraft shall flight plan to operate in the AORRA airspace unless it is RPN10 certified to operate in this airspace by the State

of Registry or the State of operator, as the case may be, except in the following circumstances:

4.2. The aircraft is being initially delivered to the State of Registry or the State of the operator;

4.3. The aircraft is certified but experienced navigation degradation and is being flown back to base or to a maintenance facility for

repairs;

4.4. The aircraft is engaged on a humanitarian or mercy flight

4.5. State aircraft



5 APPROVAL OF AIRWORTHINESS/OPERATIONS

RNP 10 Approval – The operators operating or intending to operate in AORRA airspace shall obtain RNP 10 approval from the State’s

registry or State’s Operator as appropriate, in accordance with the following conditions:

a) The aircraft satisfies specifications of “Minimum aircraft system performance specifications” (MASPS) of the State ´s registry.

b) The aircraft is operated under the conditions indicated in the RNP 10 operational approval issue by the user’s State

6 FLIGHT PLANS

6.1. When it is intended to operate an aircraft in AORRA airspace, RNP10 compliance shall be indicated placing an “R” in box 10 of

the flight plan form.

6.2. Flight plans shall contain entry and exit point to/from Dakar AORRA airspace and geographical coordinates and their estimated

time for every 5° of longitude between the entry and exit points.

6.3. In the case of repetitive flight plans RNP10 compliance shall be indicated placing an “R” in box Q of the RPL, as follows: EQPT/R.

6.4. Those operators operating under the circumstances stipulated in paragraph .1 shall insert STS/ NON RNP10, in field 18 of the

ICAO FPL.

7 OPERATIONAL PROCEDURES BEFORE ENTERING TO AORRA AIRSPACE

7.1. Before entering to AORRA airspace the RNP10 certified aircraft pilot-in-command shall verify that the required equipment to fly

within AORRA airspace is normally operating and verify with the greatest possible accuracy the position of the aircraft through

external air navigation aids.

7.2. If any equipment is not operating normally, the pilot should notify ATC before entering the AORRA airspace.

7.3. Whilst operating within the defined area of the AORRA flight levels will comply with the table of cruising levels as reflected in

Annex 2 Appendix 3(b).

8 OPERATIONAL PROCEDURES AFTER ENTERING THE AORRA AIRSPACE

8.1. General Procedures

If an aircraft cannot continue the flight in compliance with the ATC clearance issued and/or cannot maintain the precision

required for the specified navigation performance in the airspace, ATC will be advised immediately.

8.2. Position reporting shall be required at:

- Entry / Exit gates,

- 05W

- 10W

- 15W

- 20W

- 25W

As well as any other position required by ATC.

9 TRANSITION ROUTES

9.1. Direct transition routes to/from Dakar Oceanic AORRA airspace are as follows:

- ‘ACC’ VOR to KOROB via APUMI and VOSGA - ‘ROB’ VOR to LUMGO - ‘LGI’ VOR to BOTBU

- ‘ACC’ VOR to DIPLA via APUMI and VOSGA - ‘ROB’ VOR to LUTGA - ‘LGI’ VOR to GARKI

- ‘ACC’ VOR to KIRVU via APUMI and VOSGA - ‘ROB’ VOR to TUROT - ‘BIS’ VOR to GARKI

- ‘AD’ VOR to ARLEM via IPEKA - ‘ROB’ VOR to LUMKA - ‘BIS’ VOR to RANOV

- ‘AD’ VOR to UBUGO via KOBLI - ‘ROB’ VOR to GUTAS - ‘BIS’ VOR to DIKBA

- ‘AD’ VOR to SENON via KIKBO - ‘ROB’ VOR to SOLTU - ‘BIS’ VOR to GAKSA

- ‘AD’ VOR to UBUBI via MONIM - ‘LGI’ VOR to SOLTU - ‘BIS’ VOR to KOBTA

- ‘AD’ VOR to APROM via DEVLI - ‘LGI’ VOR to TINIS - ‘YF’ VOR to KOBTA

- ‘AD’ VOR to LUMGO via EBRID - ‘LGI’ VOR to RIRAK - ‘YF’ VOR to TAROT

NB : ACC, AD, ROB, LGI, BIS and YF designate respectively Accra, Abidjan, Monrovia, Freetown, Bissau and Dakar VORs



9.2. In order to facilitate ATC coordination procedures, the following ATS points are established where direct transition routes cross

FIRs boundaries:

9.3. Accra and Dakar FIRs boundaries :

• APUMI (01°59'392"N - 003°00'000"W)

• OPUGA (00°00'000"N - 003°00'000"W)9.4. Roberts and Dakar FIRs boundaries :

• IPEKA (00°40'7"N - 003°00'000"W)

• KOBLI (02°11'868"N - 007°22'453"W)

• KIKBO (02°57'667"N - 007°23'306"W)

• MONIM (03°30'829"N - 007°23'925"W)

• DEVLI (04°00'N - 007°20'000"W)

• EBRID (04°23'36"N - 007°24'906"W)


ATM CONTINGENCY PLAN FOR NOUAKCHOTT ACC - anac.mr · AIP ENR 1-8-01 ANAC MAURITANIE 10 Mars 2013...

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Transcript of ATM CONTINGENCY PLAN FOR NOUAKCHOTT ACC - anac.mr · AIP ENR 1-8-01 ANAC MAURITANIE 10 Mars 2013...