Asia and Pacific Regions AIR NAVIGATION PLAN - ICAO Public Maps

Doc 9673
Asia and Pacific Regions
AIR NAVIGATION PLAN
________________
Volume I, Basic ANP
Not to be used for operational purposes
Second edition/Amendment Number One – 2011
International Civil Aviation Organization

RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS
CORRIGENDA
No. Date Entered by No. Date Entered by
The designations employed and the presentation of the material in this publication do not imply the expression of any opinion
whatsoever on the part of ICAO concerning the legal status of any country, territory, city or area or
of its authorities, or concerning the delimitation of its frontiers or boundaries.
This document is an unedited advance version of an ICAO publication as approved, in principle, by the Secretary General, which
is made available for convenience. The final edited version may still undergo alterations in the process of editing. Consequently,
ICAO accepts no responsibility or liability of any kind should the final text of this publication be at variance with that appearing
here.

RECORD OF AMENDMENTS AND CORRIGENDA
AMENDMENTS
CORRIGENDA
No. Date Entered by No. Date Entered by
The designations employed and the presentation of the material in this publication do not imply the expression of any opinion
whatsoever on the part of ICAO concerning the legal status of any country, territory, city or area or
of its authorities, or concerning the delimitation of its frontiers or boundaries.
This document is an unedited advance version of an ICAO publication as approved, in principle, by the Secretary General, which
is made available for convenience. The final edited version may still undergo alterations in the process of editing. Consequently,
ICAO accepts no responsibility or liability of any kind should the final text of this publication be at variance with that appearing
here.

0-iii
TABLE OF CONTENTS
Page
Introduction
New concept of air navigation plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
Introduction of CNS/ATM elements into the plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
Format and scope of the plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
States’ responsibilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Contents of the plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Implementation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Development of a CNS/ATM plan for the ASIA/PAC regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
Procedure for the amendment of regional plans, including FASID material . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
Procedure for the amendment of approved Basic Air Navigation Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-4
Procedure for the amendment of the Facilities and Services Implementation Document (FASID) . . . . . . . . . . 0-5
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-5
Part I — Basic operational requirements and planning criteria (BORPC) for regional
air navigation planning
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1
General (applicable to both international commercial air transport and international general aviation) . . . . . . . I-1
Aerodromes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-3
Air traffic management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-4
Search and rescue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-7
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-7
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-8
Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-10
Meteorology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-11
Aeronautical information services and aeronautical charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-12
Part II — General planning aspects (GEN)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Implementation strategy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
II-1
II-4
Part III — Aerodrome operational planning (AOP)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aerodrome operational planning (AOP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Appendix — International aerodromes required in the ASIA/PAC regions . . . . . . . . . . . . . . . . . . . . . . . . . . . .
III-1
III-1
III-A-1

0-iv
ASIA/PAC BASIC ANP
Page
Part IV — Communications, navigation and surveillance (CNS)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attachment A — Landline teletypewriter (LTT) circuit performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attachment B — AFTN circuit loading statistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attachment C — Harmful interference report form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IV-1
IV-1
IV-4
IV-4
IV-A1
IV-B1
IV-C1
Part V — Air traffic management (ATM)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-1
Objectives of air traffic management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-1
Part V.I — Airspace management (ASM)
Objectives of ASM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-3
General guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-3
Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-8
Part V.II — Air traffic services (ATS)
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-8
Flight information service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-9
VOLMET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-9
Part V.III — Air traffic flow management (ATFM)
General principles of the ATFM service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V-10
Appendix A — Table ATS 1 — ATS routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chart ATS 1 — Flight information service — Lower airspace
Chart ATS 2 — Flight information service — Upper airspace
Charts ATS 3A, ATS 3B, ATS 3C and ATS 3D — Area control service — Upper airspace
V-A-1
Part VI — Meteorology (MET)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Meteorological service required at aerodromes and requirements for meteorological watch offices . . . . . . . . .
Aircraft observations and reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIGMET and AIRMET information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exchange of operational meteorological (OPMET) information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
World area forecast system (WAFS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VI-1
VI-1
VI-2
VI-2
VI-3
VI-4
Part VII — Search and rescue (SAR) services
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plan for search and rescue regions (SRRs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Search and rescue services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Search and rescue operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooperation between States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
State processes to improve the SAR system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Chart SAR 1 — Search and rescue services
VII-1
VII-1
VII-1
VII-3
VII-3
VII-4

Table of Contents 0-v
Page
Part VIII — Aeronautical information services and charts (AIS/MAP)
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Organization of aeronautical information services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Integrated aeronautical information package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
World Geodetic System — 1984 (WGS-84) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Aeronautical charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automation in AIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attachment — Concept for an integrated automated AIS system for the ASIA/PAC regions . . . . . . . . . . . . . .
VIII-1
VIII-1
VIII-3
VIII-4
VIII-6
VIII-6
VIII-7
VIII-A1
Appendix — Summary of amendments to the Basic ANP ......................................... A-1

0-1
INTRODUCTION
NEW CONCEPT OF
AIR NAVIGATION PLANS
1. Air navigation plans set forth in detail the facilities,
services and procedures required for international air
navigation within a specified area. Such plans contain
recommendations that governments can follow in programming
the provision of their air navigation facilities and services, with
the assurance that facilities and services furnished in
accordance with the plan will form with those of other States an
integrated system adequate for the foreseeable future.
2. On 26 February 1997, the ICAO Council decided that
the regional air navigation plans (ANPs) should be published
in two volumes: a Basic ANP and a Facilities and Services
Implementation Document (FASID). It was agreed that the
Basic ANP would contain stable plan material such as:
a) the geographical area constituted by the flight information
regions (FIRs) covered by the plan;
b) the basic operational requirements and planning criteria,
as approved by the Air Navigation Commission for
application in all regions except Europe; and
c) the latest planning and implementation guidance formulated
for the region through recommendations by regional
air navigation (RAN) meetings.
3. It was agreed that the FASID would set forth the
dynamic material from the plan constituted by the facilities and
services required for international air navigation within the
specified area. The FASID would also include appropriate
additional guidance, particularly with regard to implementation,
to complement the material contained in the Basic ANP.
INTRODUCTION OF CNS/ATM ELEMENTS
INTO THE PLAN
4. While the traditional focus of a regional ANP has
been to cover the facilities and services required for a period of
five years, the introduction of communications, navigation and
surveillance/air traffic management (CNS/ATM) systems with
longer planning horizons is recognized, and CNS/ATM
planning and implementation elements are being introduced
progressively into regional ANPs.
5. Such introduction of CNS/ATM planning elements is
guided by the Global Air Navigation Plan for CNS/ATM
Systems (Global Plan), which has been developed so that it has
a clear and functional relationship with the regional ANPs. This
has been accomplished by dividing the Global Plan into two
parts. Volume I guides further development of the operational
requirements and planning criteria of the regional ANPs. The
tables in Volume II form the framework to guide the
implementation of CNS/ATM systems on a global basis, using
the traditional regional planning processes, leading to a global
integrated ATM system. The document therefore offers, under
one cover, a global snapshot of progress achieved and work
remaining toward implementation of CNS/ATM systems,
thereby serving as a consolidated planning tool.
FORMAT AND SCOPE OF THE PLAN
6. The first volume of this document, the Basic ANP,
contains general planning criteria, implementation guidelines
and stable plan elements. The second volume, the FASID,
sets forth in general terms the facilities, services and
procedures required for international air navigation within a
specified area. This FASID contains specifications that
governments can follow in programming the provision of
their air navigation facilities and services, with the assurance
that facilities and services furnished in accordance with the
basic plan will form with those of other States an integrated
system adequate for the foreseeable future.
7. In technical scope, the plans comprise statements of
required facilities and services in the AOP, AIS, ATM, CNS,
MET and SAR fields in sufficient detail to ensure proper
functioning of the plan as a whole and its adequacy to meet
present and foreseen operational requirements. They also
include any special procedures considered necessary to

0-2 ASIA/PAC BASIC ANP
supplement the worldwide procedures contained in Annexes
and PANS. As living documents, the format and content of
the Basic ANP and FASID should be kept under review by
planning and implementation regional groups (PIRGs) in
order, inter alia, to meet the requirements of the Global Plan.
8. In geographical scope the plan is related to one or
more of the nine ICAO air navigation regions. The plan may
call for the provision of basic facilities and services beyond
the charted boundaries of a region where such facilities and
services are necessary to meet the requirements of international
air navigation within that region.
STATES’ RESPONSIBILITIES
9. Each Contracting State is responsible for the provision
of facilities and services in its territory under Article 28 of the
Convention. The Council has recommended that these facilities
and services include those specified in the ANPs.
10. Inclusion in ANPs of basic facilities and services in
non-Contracting States and territories is simply a recognition
that they are needed by or likely to affect international civil
aircraft operations of Contracting States or the facilities and
services of these States.
13. The Statement of Basic Operational Requirements
and Planning Criteria (BORPC) for regional planning on
which the plan is based is found in Part I. In addition,
planning in the ASIA/PAC regions takes into account traffic
forecasts compiled by the ASIA/PAC Traffic Forecasting
Group. Part II — GEN contains information on traffic
forecasting in the ASIA/PAC regions. The BORPC for
regional planning in Part I is updated in light of proposals
from the APANPIRG or by general review by the Air
Navigation Commission in preparation for major regional
meetings.
14. It should also be noted that the plan does not list all
facilities and services existing in the region but only those
required as approved by the Council for international civil
aviation operations. Aeronautical information publications,
NOTAM and other State documents should be consulted for
information on additional facilities and services and for
operational information in general.
15. Nothing in the manner of presentation of
information in the tabulations or in the arrangement of data in
this document implies endorsement or acceptance by ICAO
in matters affecting the status and boundaries of States and
territories.
16. Corrections to this document should be notified to
the ICAO Regional Office accredited to the State concerned.
CONTENTS OF THE PLAN
11. This Basic ANP presents in general terms the
ICAO plan for the provision of facilities and services for
international air navigation in the ICAO Asia and Pacific
regions. It has incorporated in an evolutionary manner
requirements emanating from introduction of the Global Plan.
The companion document to this plan, the FASID, includes
detailed information on States’ facilities, services and plans
for implementation. Facilities and services outside of the
prescribed regional boundaries may also have been included
in order to maintain the integrity of “systems” and to ensure
in so far as possible that all the facilities and services
provided by any one State appear in one ANP.
12. Most of the contents of the plan have originated
from recommendations of the Third ASIA/PAC Regional
Air Navigation Meeting (Bangkok, May 1993) and the
ASIA/PAC Air Navigation Planning and Implementation
Regional Group (APANPIRG).
IMPLEMENTATION DATA
17. The Council, at the Seventh and Eighth Meetings of
its 121st Session, decided that the explanation of
“implemented” as agreed at RAN meetings should be widely
publicized and the determination of whether a service or
facility is implemented should be examined in that light. The
agreed explanation of the term “implemented”, as it applies
to facilities and services included in this document, is as
follows: “Facilities and services specified in the air
navigation plan provided, installed, functioning and operated
in accordance with appropriate ICAO specifications and
procedures”.
18. Additionally, the Council, at the Eighth Meeting of
its 131st Session agreed to discontinue the practice of
including implementation data in air navigation plan
publications. Implementation is regularly monitored by the
ICAO Regional Offices and the necessary data are brought to
the attention of PIRGs.

Introduction 0-3
19. The supplementary procedures for the region are
omitted from this document since they are published for all
regions in Doc 7030, Regional Supplementary Procedures.
DEVELOPMENT OF A CNS/ATM PLAN
FOR THE ASIA/PAC REGIONS
20. In September 1991, ICAO held the Tenth Air
Navigation Conference to consider the shortcomings of the
air navigation systems and examine the new concept of air
navigation based on satellite technology proposed by the
Council’s Future Air Navigation Systems (FANS) Committee
(Phase II). The Conference agreed that the systems proposed
by the FANS Committee (Phase II), and referred to as the
ICAO CNS/ATM Systems, would meet the future needs of
the international civil aviation community. Following the
Tenth Air Navigation Conference, the Assembly endorsed the
new ICAO CNS/ATM Systems which had recommended,
inter alia, that in each ICAO region the PIRG concerned be
tasked to develop the regional CNS/ATM implementation
plan.
21. In view of the above, the APANPIRG developed a
high-level CNS/ATM plan which was presented to the Third
ASIA/PAC Regional Air Navigation Meeting (Bangkok,
May 1993). The plan has been in evolutionary development
with the assistance and cooperation of ASIA/PAC States.
Elements of the ASIA/PAC CNS/ATM Implementation Plan
are progressively incorporated in the appropriate sections of
the ASIA/PAC Basic ANP and FASID.
PROCEDURE FOR THE AMENDMENT
OF REGIONAL PLANS, INCLUDING
FASID MATERIAL
22. The Basic ANP and FASID may be amended by a
RAN meeting or by following the amendment procedures
below.

0-4 ASIA/PAC BASIC ANP
PROCEDURE FOR THE AMENDMENT OF APPROVED
BASIC AIR NAVIGATION PLANS
Approved by Council on 25 February 1998
1. Introduction
The procedure outlined below has been evolved to provide a
means of maintaining basic regional plans in a current
condition by correspondence.
2. General criteria
2.1 The Assembly has resolved that regional plans shall
be revised when it becomes apparent that they are no longer
consistent with current and foreseen requirements of
international civil aviation and that, when the nature of a
required change permits, the associated amendment of the
regional plan shall be undertaken by correspondence between
the Organization and the Contracting States and international
organizations concerned.
2.2 When a State cannot immediately implement a
particular part or a specific detail of a regional plan, although
it intends to do so when practicable, this in itself should not
cause the State to propose an amendment to the plan.
3. Procedure
3.1 If, in the light of the above criteria, any
Contracting State (or group of States) of a region wishes to
effect a change in the approved Basic ANP for that region
it should propose to the Secretary General, through the
ICAO Regional Office accredited to that State, an
appropriate amendment to the plan, adequately documented;
the proposal should include the facts that lead the State to
the conclusion that the amendment is necessary. Such
amendments may include additions, modifications or
deletions. (This procedure does not preclude a State having
previous consultation with other States before submitting an
amendment proposal to the ICAO Regional Office.)
3.2 The Secretary General will circulate the proposal,
adequately documented, with a request for comments to all
provider and user States of the region considered affected as
well as to user States outside the region and international
organizations which may be invited to attend suitable ICAO
meetings and which may be concerned with the proposal. If,
however, the Secretary General considers that the proposed
amendment conflicts with established ICAO policy, or that it
raises questions which the Secretary General considers
should be brought to the attention of the Air Navigation
Commission, the proposal will be first presented, adequately
documented, to the Commission. In such cases, the
Commission will decide the action to be taken on the
proposal.
3.3 If, in reply to the Secretary General’s inquiry to
States and selected international organizations, no objection
is raised to the proposal by a specified date, the proposal shall
be submitted to the President of the Council, who is
authorized to approve the amendment on behalf of the
Council.
3.4 If, in reply to the Secretary General’s inquiry to
States and selected international organizations any objection
is raised, and if objection remains after further consultation,
the matter will be documented for formal consideration by the
Commission. If the Commission concludes that the
amendment is acceptable in its original or other form, it will
present appropriate recommendations to the Council.
3.5 Proposals for the amendment of regional plans
submitted by international organizations directly concerned
with the operation of aircraft, which may be invited to attend
suitable ICAO meetings and which attended the meeting(s)
where the relevant plan was prepared, will be dealt with in the
same manner as those received from States, except that,
before circulating a proposal to States and selected
international organizations pursuant to 3.2, the Secretary
General will ascertain whether it has adequate support from
the State or States whose facilities will be affected. If such
support is not forthcoming, the proposal will be presented to
the Commission, and the Commission will decide on the
action to be taken on the proposal.

Introduction 0-5
3.6 Proposals for the amendment of regional plans may
also be initiated by the Secretary General provided that the
State or States whose facilities will be affected have expressed
their concurrence with the proposal.
3.7 Amendment to regional plans which have been
approved in accordance with the above procedure will be
promulgated at convenient intervals.
PROCEDURE FOR THE AMENDMENT OF THE FACILITIES AND
SERVICES IMPLEMENTATION DOCUMENT (FASID)
Approved by Council on 26 February 1997
1. Amendments to the FASID shall be effected on the
basis of an adequately documented proposal submitted by a
Contracting State (or a group of States) to the ICAO Regional
Office; the proposal should include the facts that lead to the
conclusion that the amendment is necessary. Such amendments
may include additions, modifications or deletions to the
FASID. (This procedure does not preclude a State having
previous consultation with other States before submitting an
amendment proposal to the ICAO Regional Office.)
2. The ICAO Regional Office will circulate the proposal,
adequately documented, with a request for comments to the
provider States in the region and to user States except those
which obviously are not affected, and, for information and
comments if necessary, to international organizations which
may be invited to attend suitable ICAO meetings and which
may be concerned with the proposal. If, however, it is
considered that the proposed amendment conflicts with
established ICAO policy, or that it raises questions which
should be brought to the attention of the Air Navigation
Commission, the proposal will be adequately documented and
presented to the Commission. In such cases, the Commission
will decide the action to be taken on the proposal.
3. If, in reply to the ICAO Regional Office’s inquiry,
no objection is raised to the proposal by a specified date, it
will be deemed that a regional agreement on the subject has
been reached and the proposal shall be incorporated into the
FASID.
4. If, in reply to the ICAO Regional Office’s inquiry,
any State objects to the proposal, and if objection remains
after further consultation, the matter will be documented for
discussion by the respective planning and implementation
regional group (PIRG) and, ultimately, for formal consideration
by the Commission, if necessary. If the Commission
concludes that the amendment is acceptable in its original or
other form, it will present appropriate recommendations to
the Council.
5. Proposals for the amendment of the FASID
submitted by international organizations directly concerned
with the operation of aircraft in the region, which may be
invited to attend suitable ICAO meetings where the FASID
was prepared, will be dealt with in the same manner as those
received from States, except that, before circulating the
proposal to all interested States, it will be ascertained whether
the proposal has adequate support from the State or States
whose facilities or services will be affected. If such support
is not forthcoming, the proposal will not be pursued.
6. Proposals for the amendment of the FASID may also
be initiated by the ICAO Regional Office provided that the
State or States whose facilities or services will be affected
have expressed their concurrence with the proposal.
7. Amendments to the FASID which have been
approved in accordance with the above procedure will be
promulgated at convenient intervals.
ABBREVIATIONS
All abbreviations used in this document are contained in the Procedures for Air Navigation Services — ICAO Abbreviations and
Codes (PANS-ABC, Doc 8400), with the exception of those used in the explanations of the various tables, which also give their
meaning.

I-1
Part I
BASIC OPERATIONAL REQUIREMENTS AND
PLANNING CRITERIA (BORPC)
FOR REGIONAL AIR NAVIGATION PLANNING
INTRODUCTION
1. On 22 February 2005, the Air Navigation
Commission approved this Statement of Basic Operational
Requirements and Planning Criteria (BORPC) which is
applicable to all the ICAO regions.
2. The Commission has considered that in planning the
facilities and services related to communications, navigation
and surveillance/air traffic management (CNS/ATM) systems,
the Global Air Traffic Management Operational Concept,
supplemented by the Global Air Navigation Plan for CNS/ATM
Systems (Doc 9750), provides the framework to be followed. In
addition, relevant recommendations, accepted by the Council,
contained in the report of the Eleventh Air Navigation
Conference (Montreal, 22 September to 3 October 2003)
should be taken into account. The importance of planning on
the basis of homogeneous areas and major traffic flows, as
referred to in the Global Plan, is also stressed. As ATM
requirements are developed, the BORPC will be updated to
take into account the most up-to-date work on follow-up
activities related to the operational concept.
3. The Commission has also considered it unnecessary
to repeat in this statement any pertinent requirements already
contained in the Convention, Annexes or Procedures for Air
Navigation Services.
an integrated system designed to meet the requirements of all
international civil aircraft operations. The plan should meet
the requirements of all operations planned to take place in the
area during the next five years, but not necessarily limited to
that period, taking due account of the long-term planning and
implementation strategies regarding CNS/ATM systems. Due
account should be taken of the possible effects that changes
could have on adjacent regions.
5. Traffic forecasts have a special role in planning the
implementation of CNS/ATM systems. The forecasts
represent the demand for future ATM. Forecasts of aircraft
movements within homogeneous ATM areas and along major
international air traffic flows form the basis for planning of
the infrastructure and arrangements which will supply the
required level of air traffic services (ATS).
6. The planning should be based on historical trends or,
if otherwise available, traffic forecasts, and should be used
taking into account the normal ranges of operating characteristics
of the aircraft. The system should be sufficiently
flexible to accommodate aircraft operational characteristics
outside the normal range.
7. Aircraft engaged or planned to be engaged in
international operations have been grouped into the following
categories:
a) turbo-jet aeroplanes;
GENERAL (APPLICABLE TO BOTH
INTERNATIONAL COMMERCIAL
AIR TRANSPORT AND INTERNATIONAL
GENERAL AVIATION)
4. Air navigation facilities, services and procedures
recommended for the area under consideration should form
b) multi-engine turboprop aeroplanes;
c) piston-engine aeroplanes and single-engine turboprop
aeroplanes with:
1) a normal cruising speed of more than 260 km/h
(140 kt) (type A); and

I-2 ASIA/PAC BASIC ANP
2) a normal cruising speed up to 260 km/h (140 kt)
(type B);
d) helicopters; and
e) other aircraft (V/STOL, gliders, balloons, etc.).
Note.— Aircraft listed in e) are to be included only to the
extent that they require consideration in regional planning.
8. The normal operating characteristics listed below for
each group of aircraft should be taken into account in the
development of facilities, services and procedures to the
extent that relevant categories operate, or will operate, within
the system.
8.1 Turbo-jet aeroplanes.
a) Climb performance: 8 – 25 m/s (1 500 – 5 000 ft/min).
b) Speed range in cruising flight: 780 – 1 020 km/h (420 –
550 kt) (Mach 0.71 – 0.92).
c) Range of desirable cruising levels: 8 250 – 13 700 m
(FL 270 – 450).
d) Descent performance: 10 – 25 m/s (2 000 – 5 000 ft/min).
8.2 Multi-engine turboprop aeroplanes.
a) Climb performance: 5 – 15 m/s (1 000 – 3 000 ft/min).
b) Speed range in cruising flight: 460 – 650 km/h (250 –
350 kt).
c) Range of desirable cruising levels: 5 200 – 8 250 m
(FL 170 – 270).
d) Descent performance: 8 – 15 m/s (1 500 – 3 000 ft/min).
8.3 Piston-engine aeroplanes and single-engine
turboprop aeroplanes.
a) Climb performance:
1) Type A: 2 – 10 m/s (500 – 2 000 ft/min);
2) Type B: 2 – 5 m/s (500 – 1 000 ft/min).
b) Speed range in cruising flight:
1) Type A: 260 – 460 km/h (141 – 250 kt);
2) Type B: 110 – 260 km/h (60 – 140 kt).
c) Range of desirable cruising levels:
1) Type A: up to 6 100 m (FL 200);
2) Type B: up to 3 050 m (FL 100).
d) Descent performance:
1) Type A: 5 – 10 m/s (1 000 – 2 000 ft/min);
2) Type B: 2 – 5 m/s (500 – 1 000 ft/min).
8.4 Helicopters.
a) Climb performance: up to 8 m/s (1 500 ft/min).
b) Speed range in cruising flight: up to 370 km/h (200 kt).
c) Range of desirable cruising levels: up to 3 050 m
(FL 100).
d) Descent performance: up to 8 m/s (1 500 ft/min).
Note 1.— Further to 6 above, it is emphasized that the
values given in 8 represent average values covering the
majority of aircraft types in each category. Also, depending
on circumstances (e.g. load, stage length of a flight),
considerable deviations from them may occur for specific
flights.
Note 2.— Performance of military aircraft not covered by
the above values may be considerably in excess of those
quoted. It is, however, assumed that in such cases national
arrangements will be made to cater for these aircraft.
9. Planning should not include an aerodrome or other
facility or service used only by operators of the State in which
the aerodrome or other facility or service is located unless
such planning is required to protect the integrity of the plan.
10. Planning for facilities and services, in addition to
meeting the operational requirements, should take into
account the need for:
a) efficiency in operation; and
b) economy in equipment and personnel,
with due consideration being given to capability for future
expansion without major redesign or replanning.

BORPC I-3
11. Planning should take into account the need for an
adequate number of technically qualified personnel to be
employed in the system to supervise, maintain and operate air
navigation facilities and services and should result in
recommendations, as necessary, to meet such a need. Human
resource development capabilities should be compatible with
the plans to implement facilities and services. A systematic
and quantitative approach towards analysing human resource
needs should be used to ensure that the consequential training
capabilities are available and accessible.
12. The facilities, services and procedures
recommended for implementation should not result in
imposing on flight crew or ground personnel, employed in the
system developed in accordance with the plan, a workload
level that would impair safety or efficiency. The integration
of human factors knowledge into the design and certification
of facilities, services and procedures is therefore essential. In
order to achieve a workload level that would not impair safety
and efficiency, as well as to introduce the capability for
future expansion without major redesign or replanning,
human factors issues should be considered during the process
of design and certification of facilities, services and
procedures, before they are operationally deployed.
13. Special operational features of the area under
consideration, such as those which may have been associated
with causal factors noted in aircraft accident investigation and
incident reports, should be taken into account, particularly if
there are indications, such as those given in the
“recommendations” of aircraft accident investigation and
incident reports, that special measures are called for to
prevent recurrence of accidents and incidents from the same
cause or causes.
14. Planning for facilities and services should normally
provide for their availability on a 24-hour basis. In cases
where part-time availability is deemed adequate to meet the
operational requirements, a brief description of the
circumstances should be given in the plan. Lighting aids
should be planned when use of the aerodromes at night or
during low visibility conditions is expected.
15. It is essential that the overall plan:
a) satisfy the requirements of all aircraft, including domestic
and military traffic to the extent that it may affect
international traffic;
b) ensure compatibility of facilities, services and procedures
with those recommended for operations in adjacent areas;
c) ensure that operators have access to information
necessary to exercise effective operational control;
d) provide for speedy exchanges of necessary information
between the various units providing air navigation
services and between such units and operators; and
e) take account of aircraft performance and navigational
capability in specifying requirements for the carriage of
airborne equipment, as well as having due regard for the
operational environment.
16. In the development of the plan, full cognizance
should be taken of the cost-effectiveness of the recommended
facilities, services and procedures. Planning should be
directed towards facilitating implementation of essential
improvements required for existing and anticipated operations
in the region. The objective should be to expedite the
eradication of current deficiencies in the air navigation
facilities and services. Project management techniques should
be employed for the implementation of CNS facilities and
services to facilitate the phased introduction of ATM system
enhancements.
AERODROMES
International commercial
air transport operations
17. Regular aerodromes and their alternates should be
determined based on the needs identified by users. When
studying the requirements for alternate aerodromes, the
guiding principle should be that, to the greatest practicable
extent, the requirements for alternate aerodromes be satisfied
by regular aerodromes used for international aircraft
operations. Additionally, the requirements of extended-range
twin-engine operations for en-route alternate aerodromes
should also be considered.
18. Physical characteristics, visual aids and emergency
as well as other services should be determined for each
regular and alternate aerodrome required for international
operations and should include runway length and strength, as
well as the aerodrome reference code(s) selected for runway
and taxiway planning purposes.
19. Where at an aerodrome, planning for Category II
or III operations, as the case may be, is not a requirement
during the plan period but such operations are contemplated
at a time beyond the plan period, planning should take into

I-4 ASIA/PAC BASIC ANP
account the possible requirement for Category II or III
operations so that at least one runway and the related groundair
environment may be provided in the future to
accommodate such operations.
20. In cases where the extension or development of an
aerodrome to meet infrequent critical operations would entail
disproportionate expenditures, alternative solutions should be
explored.
Note.— If it is found that the full operational requirements
cannot be met at an aerodrome, then the maximum
practicable development to facilitate operations should be
recommended and the relevant reasons for this included in
the report.
21. At alternate aerodromes, the physical characteristics
should be determined in accordance with the landing
requirements of the diverted critical aircraft and the take-off
requirements for the aircraft for a flight to the aerodrome of
intended destination. To ensure safe taxiing operations, a
specified taxiway route should be determined for the diverted
critical aircraft. The adequacy of the emergency response and
rescue and firefighting services to meet the requirements of
the diverted critical aircraft should be reviewed to plan the
necessary augmentation from sources nearby.
Note.— Where more than one alternate aerodrome is
available, the requirements should be based on the types of
aircraft each is intended to serve.
International general aviation (IGA)
22. Aerodromes, in addition to those required for
international commercial air transport operations, should be
determined to meet the needs of the IGA flights as identified
by user requirements.
23. Physical characteristics, visual aids and emergency
as well as other services should be determined for each
aerodrome to meet at least the needs of the most commonly
used aircraft operated or intended to be operated at the
aerodrome by IGA and should include runway length and
strength, as well as the aerodrome reference code(s) selected
for runway and taxiway planning purposes.
Certification of aerodromes and
safety management system
24. Annex 14 — Aerodromes, Volume I — Aerodrome
Design and Operations, requires States to certify their
aerodromes used for international operations in accordance
with the specifications in that Annex, as well as other relevant
ICAO specifications, through an appropriate regulatory
framework. Additionally, the Annex recommends that States
certify aerodromes open to public use. The regulatory
framework should include the establishment of criteria for
certification of aerodromes. Furthermore, the certification
should be based on the review and approval/acceptance of an
aerodrome manual to be submitted by the aerodrome operator
which would include all relevant information such as location,
facilities, services, equipment, operating procedures, organization
and management structure of the operator. The
aerodrome manual should also include details of the aerodrome
safety management system as implemented by the aerodrome
operator. The intent of a safety management system is to ensure
the implementation of aerodrome safety policies by an
aerodrome operator, which provide for the control of safety at,
and the safe use of, the aerodrome. Therefore, the safety
management system of the aerodrome operator should be
compatible with those of the ATS provider and other agencies
working on the aerodrome to ensure total system safety.
25. The existence of basic aviation law that empowers
a suitable aviation civil regulatory agency is a primary
requirement. Such an entity may be the civil aviation
authority or the directorate-general of civil aviation,
adequately staffed to assess an application for granting of the
aerodrome certificate, inspecting and evaluating the aerodrome
facilities and services and operating procedures, and
coordinating with other appropriate agencies such as the
aviation security agency, ATS provider, aeronautical
information services (AIS) and meteorological (MET)
services as detailed in the aerodrome manual submitted with
the application.
Note.— Further guidance on certification of aerodromes
can be found in the Manual on Certification of Aerodromes
(Doc 9774).
AIR TRAFFIC MANAGEMENT
26. Air traffic management should enable aircraft
operators to meet their planned times of departure and arrival
and adhere to their preferred flight profiles with minimum
constraints without compromising agreed levels of safety.
The ATS to be provided, the airspace organization, the
associated facilities, and the required navigation performance
(RNP) should be determined on the basis of an agreed
network of ATS routes or organized track system taking
account of the type, density and complexity of traffic.

BORPC I-5
Airspace management
27. The airspace structure and organization should
include a network of ATS routes or organized track system
established so as to enable aircraft to operate along, or as near
as practicable to, the preferred flight path, in both the
horizontal and vertical planes, from the departure aerodrome
to the destination aerodrome. ATS routes based on area
navigation (RNAV) should be recommended where
appropriate and feasible. ATS routes shall be great circles
between significant points, wherever possible. Standard
instrument arrival routes (STARs) should be established
when the density of air traffic justifies their application in a
terminal control area (TMA) and to facilitate the description
of the route and procedure in air traffic control (ATC)
clearances. Standard instrument departure routes (SIDs)
should be established for each instrument runway.
28. Whenever the circumstances warrant, the airspace
organization should be designed to support the ultimate goal
of allowing each aircraft to fly its own optimized flight path.
To achieve this, procedures that support collaborative
decision-making should be developed.
29. The airspace organization should be indicated in
accordance with the ICAO airspace classification.
30. Airspace restrictions should be subject to a
continuing review procedure with the object of eliminating
them or reducing their restrictive effects to a minimum, with
particular emphasis on the need to achieve effective
civil/military coordination. Permanent segregation of airspace
should be avoided. Temporary airspace reservations, where
necessary to cater for large formation flights or other military
air operations, should be minimized in time and space, closely
coordinated, and promulgated in a timely manner. Military
operations should not only be promulgated in a timely manner
but also through international dissemination (international
NOTAM).
Air traffic services
31. Flight information service and alerting service
should be provided throughout the area under consideration.
The plan of flight information regions (FIRs) should provide
for the least number of FIRs compatible with efficiency of
service and with economy. In this connection, the
evolutionary introduction of CNS/ATM systems should be
taken into account and consideration should be given to
cooperative efforts for introducing more efficiency in
airspace management by reducing the number of FIRs. In
delineating FIR boundaries, due consideration should be
given to:
a) the need for adequate air-ground communications
coverage from the location of the flight information
centre/area control centre (FIC/ACC);
b) the need to minimize frequency and secondary
surveillance radar (SSR) code changes, position reporting
by aircraft, and coordination between FICs/ACCs; and
c) the need to minimize problems relating to climbing and
descending traffic at major aerodromes located in the
vicinity of FIR boundaries.
32. Area control service should be provided for
instrument flight rules (IFR) flights operating in controlled
airspace except where the type and density of traffic clearly
do not justify the provision of such service. Controlled
airspace, in the form of airways, control areas of larger
dimensions and TMAs, should be recommended to
encompass all relevant ATS routes. In delineating control
area boundaries, due account should be taken of the factors
listed in 31 above.
33. Approach control service should be provided at all
aerodromes used for international aircraft operations and
equipped with navigation aids for instrument approach and
landing, except where the type and density of traffic clearly
do not justify the provision of such service. Controlled
airspace, in the form of TMAs and control zones, should be
recommended to encompass at least the climb to cruising
level of departing aircraft and the descent from cruising level
of arriving aircraft.
34. Aerodrome control service should be provided at all
regular and alternate aerodromes to be used for international
commercial air transport operations. Aerodrome control
service should also be provided at those additional
aerodromes used by IGA aircraft where the type and density
of traffic warrant it. At aerodromes used by IGA aircraft,
where the type and density of traffic clearly do not justify the
provision of aerodrome control service, the provision of
aerodrome flight information service by a unit located at the
aerodrome should be recommended.
35. Air traffic advisory service should not be
recommended as part of the plan. Where provided (to IFR
flights in advisory airspace or on advisory routes), its
replacement by ATC service at the earliest possible time
should be recommended.

I-6 ASIA/PAC BASIC ANP
36. The ATS system and procedures should:
a) permit the most efficient use to be made of the airspace
by all users and provide for the most expeditious handling
of the various types of traffic;
b) be so designed that the number of air-ground
communications contacts, frequency changes and SSR
code changes required of aircraft, and the amount of
coordination required between ATS units, are kept to a
minimum;
c) ensure the prompt and timely transmission to all aircraft
concerned of information on hazardous meteorological
conditions, operational flight information and other
available information affecting the safety and efficiency
of flight;
d) require the use of uniform altimeter setting procedures
throughout the area under consideration when operating
below the established transition level or climbing up to
the established transition altitude; and
e) establish a common transition altitude on an area basis
and, where possible, on a regional basis.
37. Information on destination meteorological
conditions, the integrated operational status of facilities
associated with the runway in use, and the runway conditions
should be provided to aircraft (in voice or data format) by the
transmission of operational flight information service (OFIS)
messages, including VOLMET, or by the appropriate
FIC/ACC upon request, prior to commencement of descent.
Where this information is transmitted in voice format, a
discrete frequency should be assigned for this purpose. Airground
data links are particularly efficient for this type of
service, as well as for clearance delivery, and should be
recommended when a sufficient number of aircraft are
appropriately equipped.
38. Contingency plans should be developed to mitigate
the effects of volcanic eruptions or tropical cyclones as
required. In addition, contingency plans should be developed
to mitigate disruptions in ATS due to any other cause.
39. To assist in the prevention of controlled flight into
terrain (CFIT), efforts should be made to implement a
minimum safe altitude warning system or equivalent.
40. To assist in the prevention of CFIT, every effort
should be made, in cooperation with the operators, to identify
locations at which unwanted ground proximity warning system
(GPWS) warnings occur. These warnings can occur due to
conflict between ATS procedures, or operator procedures, and
the characteristics of the terrain and/or those of the GPWS
equipment in use. Effort should further be made, with
cooperation between the ATS authority and the operators, to
eliminate the occurrence of unwanted GPWS warnings by
appropriate adjustment of ATS and/or operator procedures.
Note.— Where adjustment of procedures is not possible,
or is not effective, it may be possible to eliminate unwanted
warnings, at a specific location, by GPWS envelope
modulation. This possibility will be based on technical data
of the equipment manufacturer and will be proposed by the
operator for acceptance by the operator’s authority.
Air traffic flow management and
capacity management
41. Air traffic flow management and capacity management
should be provided to ensure an optimum flow of air
traffic to, from, through or within defined areas during times
when demand exceeds, or is expected to exceed, the available
capacity of the ATS system, including relevant aerodromes.
However, this should not preclude the need for planning
airspace to adequately meet demand.
Safety management
42. The Standards and Recommended Practices relating
to the implementation by States of safety management
programmes for ATS are contained in Annex 11 — Air
Traffic Services, 2.26. Further provisions relating to the
implementation of these safety management programmes are
contained in Chapter 2 of the Procedures for Air Navigation
Services — Air Traffic Management (PANS-ATM,
Doc 4444).
43. Annex 11, 2.26, requires States to implement
systematic and appropriate safety management programmes
in relation to the provision of ATS. It will therefore be
necessary for all States to establish regulatory provisions
concerning ATS safety management, together with the
necessary supporting infrastructure to enable them to
discharge their responsibilities in relation to oversight of
these provisions. There are two prerequisites for the
introduction of a regulatory system. These are:
a) the provision, in the basic aviation law of the State, for a
code of air navigation regulations and the promulgation
thereof; and

BORPC I-7
b) the establishment of an appropriate State body, hereinafter
referred to as the civil aviation authority (CAA),
with the necessary powers to ensure compliance with the
regulations.
SEARCH AND RESCUE
44. Planning for search and rescue (SAR) service should
take into account, to the maximum practicable extent, existing
facilities, even if they are provided for purposes not connected
with SAR. Such planning should take into account the
delimitation of maritime search and rescue regions (SRRs).
45. A single SAR point of contact (SPOC) should be
designated for each SRR to facilitate cooperation with the
associated mission control centre of the COSPAS-SARSAT *
system.
Note.— A SPOC may be an aeronautical or a maritime
rescue coordination centre.
46. Where aircraft of the long-range and longer-range
categories are required for the provision of air coverage of
large oceanic SRRs, but such aircraft cannot be made
available by the State responsible for SAR services, specific
cooperative arrangements should be made for the deployment
of such aircraft from other locations in an attempt to meet the
requirements for sufficient air coverage of the appropriate
regions.
47. SAR organization, plans, procedures, operations
and equipment should be in accordance with the provisions
of Volumes I, II and III of the International Aeronautical and
Maritime Search and Rescue (IAMSAR) Manual (Doc 9731),
to the extent practicable.
COMMUNICATIONS
Aeronautical fixed service (AFS)
planning and engineering
48. The AFS recommended should be designed to meet
the agreed requirements for AIS, ATS, MET, SAR and
aircraft operating agencies for voice, message and data
communications.
* COSPAS Space system for search for vessels in distress
* SARSAT Search and rescue satellite-aided tracking
49. The planning of the aeronautical fixed telecommunication
network (AFTN) should be based on the guidance
material contained in the Manual on the Planning and
Engineering of the Aeronautical Fixed Telecommunication
Network (Doc 8259) and taking into account the predominating
characteristics for conditions in the region or area concerned.
50. The AFS should be designed so as to meet transit
time criteria as follows:
In the peak season of the year, even in the average peak
hours, at least 95 per cent of the messages should achieve
transit times of less than the following:
SIGMET and AIRMET messages,
volcanic ash and tropical cyclone
advisory information and special
air-reports
5 minutes
Amended aerodrome forecasts
(in meteorological code (TAF))
5 minutes
METAR/SPECI, trend forecasts
and TAF
from 0 to 900 km (500 NM)
5 minutes
for distances exceeding 900 km
(500 NM) 10 minutes
Transit times for request/reply for international operational
meteorological (OPMET) data banks should be less than 5
minutes.
51. TAF bulletins originated by meteorological offices
in the region should be available, at all locations in the region
to which they are addressed, at least 30 minutes before their
period of validity commences.
52. The dissemination means for world area forecast
system (WAFS) products should be such as to guarantee
availability of these products throughout the region at
international aerodromes and other locations as appropriate
to meet operational needs.
53. Planning of ATS ground-to-ground communication
networks comprising direct and switched ATS speech circuits
should take account of operational voice communication
requirements. It should also take into account relevant ICAO
documentation with regard to the application of analogue and
digital voice switching and signalling systems.
54. With the introduction of automation in ATM, many
coordination functions will be accomplished through data
interchange between ATM systems using aeronautical
telecommunication network (ATN) applications such as ATS

I-8 ASIA/PAC BASIC ANP
interfacility data communication (AIDC) or ATS message
handling services (ATSMHS). As such, the planning for
ATN should include the provision of suitable gateways to
facilitate the exchange of information between existing and
newly established networks.
55. For planning of AFS, attention should be paid to
the establishment of institutional arrangements for the
implementation by States of coordinated digital networks,
using appropriate technology to meet, in an integrated way,
current and future communications requirements.
Aeronautical mobile service (AMS) and
aeronautical mobile satellite service (AMSS)
56. Air-ground data link and voice communications
facilities should be recommended to meet effectively and
reliably the agreed requirements for ATS as well as, to the
extent required, all other classes of traffic acceptable on the
AMS. The facilities should employ voice and data
communications links based on available transmission media
(e.g. HF, VHF, satellite). This decision should be based on
system performance and economical criteria to comply with
operational needs.
57. Regional planning should take into account AMSS
ground earth station (GES) redundancy requirements in
coordination with the AMSS service provider(s) with a view
to avoiding an unnecessary proliferation of facilities.
58. Automatic terminal information service and
VOLMET or OFIS broadcasts should be recommended only
if overloading of air-ground channels due to request/reply
communications has occurred, or is expected to occur. When
justified by the number of aircraft suitably equipped, data
links should be recommended for these functions, as well as
for certain clearance deliveries.
59. Aerodromes having a significant volume of IGA
traffic should be served by stations of the AMS, and such
stations should operate on frequencies within the bands
normally used by aircraft constituting this traffic.
60. Selective calling (SELCAL) devices should be
employed, wherever possible and necessary, at aeronautical
stations.
61. An air-to-air VHF communication channel
(INTERPILOT) on the frequency 123.450 MHz should be
used over remote and oceanic areas, provided users are out of
range of VHF ground stations, to enable pilots to exchange
the necessary operational information.
Frequency assignment plans
62. Frequency assignment planning should be done in
accordance with the method applicable to the region and
using the relevant ICAO Regional Office Frequency Lists.
NAVIGATION
General
63. The planning of navigation aids should be on a
system basis, recognizing that the requirements for both longrange
and short-range navigation may be met by different
navigation systems having RNAV capability, including the
global navigation satellite system (GNSS). It may be
practicable to establish ATS routes not provided with ground
station-referenced aids for suitably equipped aircraft. For
routes or areas which require that aircraft achieve an
acceptable level of navigation accuracy, the requirement
should be specified, e.g. in the form of a required navigation
performance (RNP) type to support a selected horizontal
separation minimum, or a minimum aircraft system
performance specification to support a selected vertical
separation minimum. The navigation systems should meet the
needs of all aircraft using it and form an adequate basis for
the provision of ATS.
64. Where aircraft are using different systems for
navigation and position determination within the same
controlled airspace, the facilities involved should, in so far as
practicable, be located and oriented to enable a fully
integrated ATC structure to be established.
65. Planning should take into account the need of civil
aircraft for sufficiently accurate navigation guidance to
remain clear of restricted, prohibited and danger areas as
required.
En-route aids
International commercial air
transport operations
66. The en-route aids to be recommended should
provide navigation assistance to permit en-route navigation
on the agreed ATS route network with the accuracy required.

BORPC I-9
67. It is expected that GNSS will ultimately meet all
requirements for en-route navigation. Planning for other
en-route aids should take due account of the need for a gradual
transition towards the use of GNSS in lieu of en-route groundbased
navigation aids. Pending implementation of GNSS, VHF
omnidirectional radio range (VOR) supplemented as necessary
by distance measuring equipment (DME) should be installed as
the primary aid for this purpose.
68. Where VOR is used, supplemented as necessary by
DME, a total navigation error value for VOR of ±5 (95 per
cent probability) should be assumed for planning purposes.
However, the specific value of VOR radial signal error for
individual facilities/radials should be obtained by flight
checking, and if these values are worse than ±3, appropriate
precautions should be taken in respect of the routes
concerned.
69. Long-distance radio navigation aids should
continue to be provided where required.
Terminal area aids
70. The terminal area aids should permit navigation for
arrival and approach, holding and departure to be carried out
with the accuracy required.
71. It is expected that GNSS will ultimately meet all
requirements for terminal navigation. Planning for other
terminal aids should take due account of the need for a
gradual transition towards the use of GNSS in lieu of
terminal area ground-based navigation aids. Introduction of
GNSS-based navigation services, such as Basic GNSS and
satellite-based augmentation system (SBAS), should be
considered as initial transition steps.
72. Where VOR is used as the primary aid, it should be
so located as to permit the most efficient approach and ATC
procedures, and to give the pilot maximum assistance in
adhering to requisite patterns. Whenever possible, VORs
should be located and operated so that they can serve both the
requirements for en-route and terminal navigation guidance,
including holding. Where the provision of VORs for holding
is not practicable, non-directional beacons (NDBs) can be
used for this purpose.
73. Consideration should be given to the provision of
DME to be collocated with VORs whenever this is required
to ensure necessary ATC flexibility in the routing of air
traffic in a given TMA using RNAV procedures based on
VOR/DME and when improved accuracy in navigation is a
prerequisite to such flexibility.
74. Consideration should also be given to the provision
of suitably located DMEs in support of RNAV procedures
based on DME/DME.
Non-visual aids to final approach and landing
75. The standard non-visual aids to final approach and
landing (ILS, MLS and augmented GNSS), supporting
precision approach and landing operations, shall comply with
general provisions in Annex 10 — Aeronautical
Telecommunications, Volume I — Radio Navigation Aids,
2.1, and technical specifications in Chapter 3, and their
introduction and application are expected to be in line with
the strategy contained in Attachment B to Volume I.
76. In planning the requirements for aids to final
approach and landing, each aerodrome should be considered
in relation to its traffic, its meteorological conditions and
other aspects of its physical environment. In addition, the
following two aspects should be taken into consideration in
the determination of specific requirements:
a) The aerodynamic and handling characteristics of the
aircraft. Turbo-jet aeroplanes need precise approach path
guidance during approach and landing, irrespective of
weather conditions. Such guidance should be provided to
runways intended to serve these aeroplanes as follows:
1) On a runway having significant traffic, the facilities
to be provided should be an ICAO standard
non-visual aid to final approach and landing,
complemented by a visual approach slope indicator
system. When a standard non-visual aid cannot be
implemented in the first instance, this should not
delay the installation of a visual approach slope
indicator system.
2) On a runway not having significant traffic, the
facilities to be provided should at least include a
visual approach slope indicator system.
b) Routine auto-coupled approaches. Where auto-coupled
approaches are to be made on a routine basis, an ICAO
standard non-visual aid to final approach and landing,
i.e. ILS, MLS or GNSS (GBAS), should be provided as
appropriate to the type of operation planned at the
aerodrome. In the case of an ILS of facility performance

I-10 ASIA/PAC BASIC ANP
Category I, the ILS should be of Category II signal quality,
without necessarily meeting the associated reliability and
availability criteria for back-up equipment and automatic
changeover of facility performance Category II. It should
be adjusted and maintained to the greatest possible extent
and accuracy, and its performance characteristics should be
published in Aeronautical Information Publications or
other suitable documents.
Precision approach and landing procedures
77. Precision approach and landing operations are to be
based on standard non-visual aids indicated in 75 above.
aerodromes referred to in 22 where the density of traffic and
the meteorological conditions so warrant, with due account
being taken of the airborne equipment carried by aircraft.
These aids should, as appropriate, be located so as to permit
instrument approaches.
Flight testing of visual
and non-visual navigation aids
83. Cooperative arrangements for the flight testing of
visual and non-visual navigation aids (Annex 10, Volume I,
2.7) should be recommended where flight testing on a
national basis would be impracticable or uneconomical.
Approach with vertical guidance
78. Consideration should be given to approach with
vertical guidance.
Non-precision instrument approach procedures
79. Non-precision instrument approach procedures are
to be based on terminal area aids (see 70 to 74 above) which
should also support SIDs and STARs. These approach
procedures should be constructed whenever possible in
accordance with the concept of the stabilized approach; to
provide an equivalent three degree final approach glide path;
to eliminate stepped approaches; and to provide a final
approach fix.
80. Particular account should be taken of 79 in the
design of non-precision instrument approach procedures for
use with GNSS which should also support SIDs and STARs.
RNAV procedures
81. RNAV procedures can be based on terminal area
aids (e.g. VOR/DME, DME/DME) or GNSS (e.g. Basic
GNSS, SBAS or GBAS positioning services).
Short-distance aids
International general aviation
82. Appropriate aids such as GNSS for short-distance
navigation should be provided to serve the additional
SURVEILLANCE
84. Surveillance systems should provide adequate
support to all phases of flight and meet ATM requirements.
A table of surveillance facilities/services (including radars,
automatic dependent surveillance (ADS) and automatic
dependent surveillance-broadcast (ADS-B)), together with an
associated chart, is considered to be a useful tool in the
planning and implementation of surveillance systems.
85. Surveillance should be provided as an integral part
of ATC where practicable and desirable or necessary in the
interest of safety, efficiency and economy of operations, in
particular for those areas where traffic density and/or the
multiplicity or complexity of ATS routes create constraints.
Primary and/or secondary surveillance radar systems may be
used to fulfil this requirement. Subject to availability and
cost-effectiveness, and provided that the required level of
safety is maintained, ADS and ADS-B may be used in
airspace where surveillance by radar is impracticable or
cannot be justified.
86. Provision should also be made for the use of
surveillance systems for the purpose of monitoring air traffic
and identifying civil aircraft in areas where they might
otherwise be intercepted.
Note.— This requirement does not constitute a
justification or operational requirement for installation of
new radars. Since interceptions would normally only take
place under existing military radar control, this should be
interpreted as a requirement for a State to make better use of
existing measures and to improve civil/military coordination.

BORPC I-11
METEOROLOGY
World area forecast system (WAFS) —
regional aspects
87. Planning for regional aspects of the WAFS should
be undertaken, with particular reference to user States’
requirements for WAFS products, service areas and areas of
coverage of charts to be included in flight documentation.
Areas of coverage of charts to be provided under the WAFS
should be selected so as to ensure the required coverage for
flights departing aerodromes.
88. Requirements for the issuance of medium-level
significant weather (SIGWX) forecasts (FL 100 – 250) under
the WAFS should only be specified for limited geographical
areas having a large number of international flight operations
using those flight levels and for extended-range operations.
Meteorological services at aerodromes
89. The meteorological service to be provided for
operators and flight crews should be specified for each
international aerodrome.
Aerodrome forecasts
90. TAF and amendments thereto should be exchanged
to meet the needs of current flight operations, including IGA.
TAF for the aerodromes of departure and destination and
their respective alternates, and en-route alternates, should be
disseminated so as to be available at departure aerodromes
and at ATS units designated to provide data link-VOLMET
or VOLMET broadcasts for aircraft in flight. In addition, they
should be disseminated to be available at ATS units for
transmission to aircraft in flight up to a distance from the
aircraft corresponding to two hours’ flying time.
91. The determination of the aerodromes at which
landing forecasts are required should take into consideration
relevant operational and climatological factors, including the
weekly number of flights requiring those forecasts and the
incidence of adverse meteorological conditions.
half-hourly at aerodromes where the volume of traffic and the
variability of meteorological conditions so justify, and/or
reports are required for data link-VOLMET or VOLMET
broadcasts, and relevant OPMET bulletin exchange schemes.
93. METAR and SPECI should be exchanged to meet
the needs of current flight operations. METAR and SPECI
for the aerodromes of departure and destination and their
respective alternates, and en-route alternates, should be
disseminated so as to be available at departure aerodromes
and at ATS units designated to provide data link-VOLMET
or VOLMET broadcasts for aircraft in flight. In addition, they
should be disseminated to be available at ATS units for
transmission to aircraft in flight up to a distance from the
aircraft corresponding to two hours’ flying time.
Aircraft reports and SIGMET and
AIRMET information
94. For international air routes having a high density of
air traffic, air-reporting exemption or designation procedures
should be developed to reduce the frequency of routine airreports
commensurate with the minimum requirements of
meteorological offices. The procedures should be included in
the Regional Supplementary Procedures (Doc 7030).
95. SIGMET and AIRMET messages, as well as
special air-reports which have not been used for the
preparation of a SIGMET, should be disseminated to
meteorological offices so as to be available at departure
aerodromes for the whole route and at ATS units designated
to provide data link-VOLMET or VOLMET broadcasts for
aircraft in flight. In addition, they should be disseminated to
be available at ATS units for transmission to aircraft in flight
for the route ahead up to a distance corresponding to two
hours’ flying time.
International airways volcano watch (IAVW) —
regional aspects
96. Planning for regional aspects of the IAVW should
be undertaken, including the designation of volcanic ash
advisory centres (VAACs) and selected State volcano
observatories.
Meteorological observations and reports
92. Meteorological observations and reports should be
made at hourly intervals. However, the intervals should be
Tropical cyclone watch — regional aspects
97. Planning for regional aspects of the tropical cyclone
watch should be undertaken for regions affected by tropical

I-12 ASIA/PAC BASIC ANP
cyclones, including the designation of tropical cyclone
advisory centres (TCACs) among the centres of the WMO
Tropical Cyclone Programme.
AERONAUTICAL INFORMATION SERVICES
AND AERONAUTICAL CHARTS
98. The designation of international NOTAM offices
and their areas of responsibility should be based on maximum
efficiency in the dissemination and exchange of aeronautical
information/data by telecommunications and on optimum use
of the AFS.
99. Arrangements for the international exchange of
elements of the Integrated Aeronautical Information Package
and aeronautical charts should be established to meet the
needs of all forms of international civil aviation.
100. Arrangements for the transmission and exchange
of NOTAM should be planned with a view to recommending
measures to ensure that adequate information is available to
users in a timely manner, and that their presentation is
efficient as to format and selective as to contents.
101. The advantages of using integrated automated AIS
systems should be considered when planning the exchange of
aeronautical information/data.
102. Priority for the planning and implementation of
aerodrome AIS units should be based on aerodrome
designation (RS, RNS, RG, AS and EAS) as set out in the
Appendix to Part III — AOP.
103. Pre-flight information bulletins (PIBs) should be
made available at designated international aerodromes at least
one hour before each flight in order to meet the operational
requirements of users.
104. Planning and arrangements should be made for the
introduction by States of a quality management system for
aeronautical information and chart services. The system must
include procedures, processes and resources necessary to
ensure that the procedures are put in place for all the
functional stages of the aeronautical data process, from
origination until the next intended user.
105. Aeronautical geographical coordinates should be
stated in terms of the World Geodetic System — 1984
(WGS-84).
106. Arrangements should be made for those States that
have not yet done so, to make available, as applicable, at least
the following types of charts:
a) Aerodrome Obstacle Chart — ICAO Type A;
b) Aerodrome Obstacle Chart — ICAO Type C;
c) Precision Approach Terrain Chart — ICAO;
d) Enroute Chart — ICAO ;
e) Area Chart — ICAO;
f) Standard Departure Chart — Instrument (SID) — ICAO;
g) Standard Arrival Chart — Instrument (STAR) — ICAO;
h) Aerodrome/Heliport Chart — ICAO;
i) Instrument Approach Chart — ICAO;
j) Visual Approach Chart; and
k) World Aeronautical Chart — ICAO 1:1 000 000.
107. States which have not yet produced the World
Aeronautical Chart — ICAO 1:1 000 000 should in
accordance with established sheet distribution and regional
arrangements, take measures to ensure the preparation of the
sheets for which they are responsible, either through
individual effort or with the collaboration of other States or
specialized cartographic agencies.
Note.— When operational or chart production considerations
indicate that operational requirements can effectively
be satisfied by Aeronautical Chart — ICAO 1:500 000, the
chart may be made available instead of World Aeronautical
Chart — ICAO 1: 1 000 000.

II-1
Part II
GENERAL PLANNING ASPECTS (GEN)
INTRODUCTION
1. As traffic volumes grow worldwide, the demands on
the air traffic services (ATS) provider in a given airspace
increase, as do the complexities of air traffic management.
The number of flights unable to follow optimum flight paths
also increases with an increase in traffic density. This creates
pressure to upgrade the level of ATS by, inter alia, reducing
separation standards.
Air traffic forecasts
2. Air traffic forecasts are produced in response to the
needs of Contracting States of ICAO, air navigation service
providers and regional planning groups, in particular the
Asia/Pacific Air Navigation Planning and Implementation
Regional Group (APANPIRG). Long-range forecasts of
passenger traffic are produced for the Asia/Pacific regions,
encompassing the intra-Asia/Pacific and trans-Pacific 1
markets, along with city-pair forecasts to include the forty
busiest routes in terms of passengers carried within these
regions. In addition, aircraft movements are forecast for a
five-year horizon, initially for trans-Pacific traffic and citypairs
of three selected flight information regions (FIRs) of the
intra-Asia/Pacific traffic. Also produced for the trans-Pacific
market are forecasts of peak-period traffic of selected route
groups. To this end, flight data are collected from air traffic
control centres/air navigation service providers. The
Asia/Pacific Area Traffic Forecasting Group (APA TFG)
forecasts are updated periodically in conjunction with
______________
1. For the purpose of these forecasts, Asia/Pacific is defined as the
ICAO statistical region concerned, while trans-Pacific is defined
as traffic between the ICAO statistical region of North America
(Canada and United States) on the one hand and the ICAO
statistical region of Asia/Pacific on the other hand (broken down
in the use of United States data into “Asia” and “Oceanic”).
APA TFG meetings, and their format and content will be
modified progressively to respond to the requirements of
primary users such as APANPIRG.
3. Using the underlying passenger forecasts produced
by the APA TFG, the aircraft movement forecasts apply
aircraft size and load factor parameters, and are contained in
the ASIA/PAC FASID. The actual traffic growth has
consistently been within the range of forecasts produced by
APA TFG. Therefore, planning is based on the assumption
that aircraft movement in the ASIA/PAC regions by 2014
will have doubled over 1998.
4. At present, wide-body aircraft dominate the trans-
Pacific market, and they are expected to continue to be
dominant. Average aircraft size, in terms of seats, is expected
to increase by an average annual growth rate of 1.5 per cent
over the 1998–2014 period from 345 seats per flight in 1998
to 438 seats in 2014. Load factors are high in the trans-Pacific
market and are expected to remain so. Only a modest increase
is expected over the forecast period, with assumed gradual
increase from today’s estimated 71 per cent load factor to 72
and 74 per cent in the years 2003 and 2014, respectively.
5. Implementation of communications, navigation and
surveillance/air traffic management (CNS/ATM) systems are
expected to be able to provide sufficient capacity to meet the
increasing demand, while producing additional benefits in the
way of more efficient flight profiles and increased levels of
safety. The potential of new technologies to significantly
reduce service costs, however, will require new arrangements
in the provision of services and changes in ATM procedures.
6. Chapter 3 of the Global Plan provides the means to
begin the process of identification of ATM requirements, on
the basis of identified homogeneous ATM areas and major
international traffic flows, followed by the determination of
the regional and global CNS system elements needed to meet
the ATM requirements.

II-2
ASIA/PAC BASIC ANP
Regional Implementation Concept
7. The Regional Implementation Concept defined by
APANPIRG is linked to ATM improvement for the
ASIA/PAC regions and the CNS requirements this generates.
ATM improvements have been defined on the basis of the
major international traffic flows identified in the homogeneous
areas as set out in Part II of the FASID.
8. The method of identifying homogeneous ATM areas
involves consideration of the varying degrees of complexity
and diversity of the worldwide air navigation infrastructure.
Based on these considerations, it is considered that planning
could best be achieved, at the global level, if it were
organized based on ATM areas of common requirements and
interest, taking into account traffic density and level of
sophistication required.
9. Major international traffic flows consist of areas
which include groupings of routes wherein it is specified a
detailed plan for the implementation of CNS/ATM systems
and procedures, where the objective is to attain a seamless
system throughout the area concerned. These are defined by
origin and destination geographic areas which could be
States/Territories, specific portions of States/Territories, or
groupings of smaller States/Territories. They may also
include oceanic and continental en-route areas.
10. The basic planning parameter is the number of
aircraft movements which must be provided with ATM
services along a particular international flow. Estimates and
forecasts of annual aircraft movements over the planning
period are required for high-level planning. Forecasts of
aircraft movements in peak periods, such as during a
particularly busy hour, are needed for detailed planning.
Additionally, the establishment of major international traffic
flows will require appropriate civil/military coordination and
consideration of special use airspace.
11. Considering the global guidelines described in the
preceding paragraphs, the ASIA/PAC regions should take
into account the need to coordinate their regional plan with
the adjacent regions, specially with the EUR and MID
regions, since air traffic density between these regions and
the ASIA/PAC regions is quite high. Coordination of the
regional ASIA/PAC plan for the CNS/ATM transition with
the indicated regions will be necessary. Finally, in the long
term there would be a continuing need for coordination after
the completion of the Global Transition Plan.
States’/Territories’ plans
12. States/Territories have the responsibility for
implementation of the new CNS/ATM system within their
areas of responsibility. It will, however, be necessary for each
State within the ASIA/PAC regions to develop and publish its
own CNS/ATM implementation plan. These State plans
should be coordinated within the FIRs and with adjacent FIRs
to ensure the optimum use is made of all aspects of
CNS/ATM.
Airlines’ plans
13. The airlines have already invested significant sums
to equip aircraft with transitional CNS/ATM systems such as
FANS, data link, RNAV and Satcom. These systems permit
use of currently available technologies to obtain early benefits
within the CNS/ATM concept. To retain a cost-effective
evolution towards CNS/ATM, the airlines believe that it is
imperative to ensure that appropriate accommodation for
these transitional systems be retained. The airlines will
continue to pursue implementation of CNS/ATM on an
evolutionary basis.
Benefits
14. With the benefits from the new CNS/ATM systems,
there is need and enthusiasm for its implementation, but there
are many hard decisions to be made, particularly on timing.
Global and regional cooperation on an unprecedented scale
will be required.
15. The regional planning process is the principal
engine of ICAO’s planning and implementation work. It is
here that the top-down approach, comprising global guidance
and regional-harmonization measures, converges with the
bottom-up approach constituted by States/Territories and
aircraft operators and their proposals for implementation
options.
16. In its most basic form, the output from the regional
planning process should be a listing of air navigation
facilities and services, together with their achievable time
frames, necessary for CNS/ATM systems implementation.
These listings will be included in the ASIA/PAC regional air
navigation plan (ANP) and updated by the APANPIRG with
the assistance of the Regional Offices.
17. The objective of the Global Plan is to guide a
progressive and coordinated worldwide implementation of the

GEN
elements of the future air navigation system in a timely and
cost-beneficial manner. To this end, the plan fulfils two
principal functions:
a) it provides guidelines for use by regional planning bodies,
States/Territories, service providers and users, for
transitions from the current ground-based air navigation
system to the future satellite-based system; and
b) it functions as a benchmark for the evaluation of
implementation progress.
18. The implementation of the current CNS/ATM
systems has basically been a regional responsibility, i.e.
States/Territories or groups of States/Territories working
together within the framework of the concept and
implementation strategy developed for the respective region
by the corresponding regional planning group. ICAO air
navigation planning should continue to be conducted through
the established regional planning process.
Evolution and implementation
19. In considering the overall system concept, the
questions of evolution and transition are most important. For
instance, careful planning will be necessary to ensure that
aircraft of the future are not unnecessarily required to carry
a multiplicity of existing and new CNS equipment. In
addition, as already referred to, there is a close relationship
between the required CNS services and the desired level of
ATM and, finally, there is, for reasons of both economy and
efficiency, a need to ensure that differences in the pace of
development around the world do not lead to incompatibility
between elements of the CNS/ATM system. Particularly,
because of the wide coverage of satellite CNS systems, the
above considerations call for conscientious worldwide and
regional coordination of the planning and implementation if
such systems are to be optimized.
Human factors considerations
20. The high level of automation and interdependency
of the CNS/ATM system raises several human factors issues.
Lessons learned concerning human factors indicate that they
should be considered as an integral part of any plan to
implement the new technologies. The most important human
factors issue regarding the human-machine interface is the
ability of the human operator to maintain situational
awareness. A by-product of degraded situational awareness is
mode error. Mode error is defined as a joint human-machine
II-3
system breakdown in which a human loses track of the current
machine configuration, and a machine interprets the human’s
input differently from that intended. The “joint humanmachine
system” should be considered during design of the
systems so that mode errors can be pro-actively anticipated
and eliminated. Furthermore, existing air navigation systems
and CNS/ATM systems will operate in parallel for a period of
time. Operating old and new systems in parallel will introduce
human factors considerations that will also need to be
considered.
21. Human factors issues should be considered before
CNS/ATM technologies are implemented, during the process
of design and certification of the technology and associated
standard operating procedures. States in the ASIA/PAC
regions and organizations which design and provide
CNS/ATM systems should take into account ICAO guidelines
when developing national regulations and incorporate
human factors Standards in the processes of design and
certification of equipment and procedures.
22. Involving human factors expertise during
technology design might incur additional initial expenses, but
the costs are paid once in the system’s lifetime. Coping with
flawed human-technology interfaces through training will
result in a requirement for continuous training and higher
costs.
Training planning
23. A major goal of CNS/ATM systems is to create a
seamless air navigation system. A seamless air navigation
environment will require an international team prepared to
perform their jobs in such an environment. At the same time,
shortcomings in human resource planning and training are
frequently cited as an important reason for the lack of
implementation of regional ANPs. Human resource
development challenges will be compounded during the
transition period to CNS/ATM systems. As the existing and
emerging air navigation technologies will operate in parallel
for a period of time, civil aviation personnel will need to
learn new skills, as well as retain the skills needed to operate
and maintain existing systems. To meet this challenge, a
cooperative approach should be used in civil aviation training
within the ASIA/PAC regions. This approach should:
a) ensure that the training requirements of the ASIA/PAC
regions are available within the regions;
b) facilitate a training planning process that would help to
determine the training capabilities needed within the

II-4
region or sub-regions for specialized types of training that
individual States cannot justify based on their national
training needs alone;
c) ensure that an adequate market exists to support the
development and ongoing implementation of high-quality
training within one or more training centres within the
region or sub-regions; and
d) endeavour to distribute regional training activities among
more training centres within the region or sub-regions.
24. Appropriate bodies should be established to
facilitate regional and sub-regional training planning. A
quantitative approach should be used to determine the
training capabilities needed within a region or sub-region.
Decisions concerning training capabilities required should be
based on an aggregate of training demand for existing air
navigation technologies, as well as emerging technologies. A
State-to-State consultative process should be used to
formulate a plan for the establishment of specific regional
training centres.
25. APANPIRG should ensure that training offered
within the ASIA/PAC regions is sufficient to meet the
implementation requirements of the regional ANP.
IMPLEMENTATION STRATEGY
26. This section deals with the steps that can be taken
and the options that can be explored to increase the
probability of the facilities and services called for by the plan
being fully implemented according to the sets of time lines set
out in the ANP, as well as ensuring that the number of
shortcomings and deficiencies is minimized. While the plan
represents the collective commitment of ASIA/PAC States to
provide and maintain the infrastructure that the facilities and
services defined in the plan constitute as a whole, it is
expected that users of the infrastructure will also cooperate to
contribute indirectly to maintaining a safe and efficient
environment in the region. The implementation strategy for
this plan is based, therefore, on the premise that all partners
involved in aviation in the region will work together
harmoniously, for the most part within the APANPIRG
mechanism.
27. In this regard, irrespective of the relationships that
exist between service providers and users, financing is
required if plans are to be implemented. Since facilities and
services need to be put into place before benefits can be
ASIA/PAC BASIC ANP
enjoyed, it follows that States initial commitment to obtaining
the necessary initial financing for “their” parts of the plan is
key.
28. States can, of course, enact that commitment alone,
but it is likely that in those cases the benefits that derive, for
example, from cooperative or sharing options such as international
cooperative ventures including international operating
agencies, joint charges collection agencies, multi-national
facilities and services or joint financing arrangements, would
not be obtained.
29. Similarly, it is not always economically efficient to
manage alone the expenses incurred in purchasing facilities
and services and the income gathered from users of the
infrastructure. Key here are the elements of cost-recovery
policy with a possible emphasis on autonomy at the national
level. This might lead to the creation of independent entities
or bodies being established for the purpose of operating
certain facilities and providing specific services, and being
granted operational and financial freedom to carry out their
functions.
30. If States are committed to implementing the plan,
then the implementation strategy should address how that can
be achieved in the most cost-effective way.
31. The vehicle for this commitment to seek out costeffective
implementation techniques is the APANPIRG
mechanism where States can explore the possibilities of subregional
approaches not only to their planning activities but
also to the implementation of those plans. Such approaches
might be developed with the help of the General Guidelines on
the Establishment and Provision of a Multinational ICAO
ASIA/PAC Air Navigation Facility/Service, set out in Part II of
the FASID. Furthermore, the new involvement of the ICAO
Technical Co-operation Programme in the regional planning
process creates opportunities for service providers and users to
work out mutually attractive implementation strategies.
32. The way in which this overall approach can move
forward will be conditioned by the emphasis being placed on
planning according to homogeneous areas and major traffic
flows, most of the latter of which extend beyond the limits of
the ASIA/PAC regions. The work being done in the context
of the South Atlantic Task Force and the Technical Cooperation
Programme initiative calls for work groups
comprised of selected States and users to develop concrete
plans for the areas defined by the major traffic flows.
33. Resources from ICAO’s modest special implementation
budget or help from the Technical Co-operation

GEN
Programme to support implementation should therefore be
channelled into this approach. The next steps can involve
APANPIRG formalizing the work group approach mentioned
in 32 and developing it as a model for use by other planning
and implementation regional groups (PIRGs). This would be
a natural development since other PIRGs have defined areas
of interest which extend beyond their region. In addition,
when such an approach gathers momentum it can serve as a
II-5
key element of ICAO’s inter-regional planning which strives
to balance global and regional priorities through bodies such
as ALLPIRG or an ALLPIRG sub-group.
34. ICAO is active in all the above areas and stands
ready to support initiatives by all partners in the planning
process to achieve the steps towards the safe and efficient
implementation of the planned infrastructure.

III-1
Part III
AERODROME OPERATIONAL PLANNING (AOP)
INTRODUCTION
1. This part of the Asia and Pacific (ASIA/PAC) Basic
Air Navigation Plan contains elements of the existing
planning system and introduces the basic planning principles,
operational requirements and planning criteria related to
aerodrome operational planning (AOP) as developed for the
ASIA/PAC regions.
2. As a complement to the Statement of Basic
Operational Requirements and Planning Criteria (BORPC)
set out in Part I, Part III constitutes the stable guidance
material considered to be the minimum necessary for
effective planning of AOP facilities and services in the
ASIA/PAC regions. A detailed description/list of the
facilities and/or services to be provided by States in order to
fulfil the requirements of the plan is contained in the
ASIA/PAC Facilities and Services Implementation Document
(FASID). During the transition and pending full
implementation of the future communications, navigation and
surveillance/air traffic management (CNS/ATM) system, it is
expected that the existing requirements will gradually be
replaced by new CNS/ATM system-related requirements.
Further, it is expected that some elements of CNS/ATM
system will be subject to amendment, as necessary, on the
basis of experience gained in their implementation.
3. The Standards, Recommended Practices and
Procedures to be applied and related guidance material are
contained in:
a) Annex 14 — Aerodromes, Volumes I and II;
b) Annex 10 — Aeronautical Telecommunications —
Volume I;
c) Aerodrome Design Manual (Doc 9157);
d) Airport Planning Manual (Doc 9184);
e) Airport Services Manual (Doc 9137).
4. Background information of importance in the
understanding and effective application of this part of the
plan is contained in the Report of the Third Asia/Pacific
Regional Air Navigation Meeting (Doc 9614, ASIA/PAC/3
(1993)) on Agenda Items 2, 3 and 4.
5. A regional air navigation meeting recommendation
or conclusion shown in brackets below a heading indicates
the origin of all the paragraphs following that heading.
AERODROME OPERATIONAL
PLANNING (AOP)
General (FASID Table AOP 1)
[ASIA/PAC/3, Recs. 2/2 and 3/1]
6. A basic list of aerodromes (including their
designations) required in the ASIA/PAC regions to serve
international civil aviation operations is given in the
Appendix to this part. The list of regular and alternate
aerodromes required for international scheduled air transport,
non-scheduled air transport and general aviation operations
as agreed in the ASIA/PAC/3 RAN Meeting is given in
Table AOP 1 of the FASID.
Runway friction measurements
[ASIA/PAC/3, Rec. 4/2]
7. States should procure the necessary equipment and
carry out periodic measurements of runway friction characteristics
and take remedial action as necessary.

III-2
ASIA/PAC BASIC ANP
Removal of disabled aircraft
[ASIA/PAC/3, Rec. 4/3]
8. States should ensure that adequate coordination
between airline operators and airport administrations exists to
plan for the removal of disabled aircraft on or adjacent to
movement areas, and that information concerning the
capability for such aircraft removal is included in
Aeronautical Information Publications.
Scheduling aerodrome maintenance
[ASIA/PAC/3, Rec. 4/8]
11. States, when planning major runway maintenance
work that would affect the regularity of international aircraft
operations, should consider the need to notify aircraft
operators sufficiently in advance prior to undertaking the
scheduled work.
Creation of bird control units
[ASIA/PAC/3, Rec. 4/6]
9. States should encourage airport authorities to create
a bird control unit responsible for reducing bird hazards to
aviation on each airport and to submit bird strike reports to
ICAO to facilitate the effective use of the ICAO Bird Strike
Information System (IBIS).
Aerodrome equipment, installations and services
[ASIA/PAC/3, Rec. 4/10]
12. For the general improvement of the safety,
efficiency and regularity of aircraft operations, States should,
with a degree of urgency, take appropriate action to provide
and maintain the equipment, installations and services
specified in the related Annex 14, Volume I specifications.
Closure of regular aerodromes
[ASIA/PAC/3, Conc. 2/3]
10. When a regular aerodrome is to be closed, States
should ensure that sufficient alternate aerodromes remain
open to provide for the safety and efficiency of aircraft
approaching the regular aerodrome that may be required to
divert to an alternate.
Aerodrome emergency plan
[ASIA/PAC/3, Conc. 4/4]
13. Each State of the ASIA/PAC region should prepare
and keep up to date an appropriate aerodrome emergency plan
for each international aerodrome. Guidance material for the
preparation of such plans are available in the Airport Services
Manual (Doc 9137), Part 7.

III-A-1
Appendix
INTERNATIONAL AERODROMES REQUIRED IN THE ASIA/PAC REGIONS
EXPLANATION OF THE LIST
CITY/AERODROME
DESIGNATION
Name of the city and aerodrome, preceded by the location indicator.
Designation of the aerodrome as:
RS — international scheduled air transport, regular use
RNS — international non-scheduled air transport, regular use
AS — international scheduled air transport, alternate use
Note 1.— When an aerodrome is needed for more than one type of use, normally only the use highest on the above list is
shown. An exception is that AS aerodromes are identified even when they are required for regular use by international nonscheduled
air transport or international general aviation, as some specifications in Annex 14, Volume I place special
requirements on these aerodromes.
Example — An aerodrome required for both RS and AS use would only be shown as RS in the list. However, this table may
still show specific requirements for AS use.
Note 2.— When the aerodrome is located on an island and no particular city or town is served by the aerodrome, the name
of the island is included instead of the name of a city.

AOP
III-A-3
City/Aerodrome/Designation
City/Aerodrome/Designation
AFGHANISTAN
OAKB KABUL/Kabul Intl
RS
OAKN KANDAHAR/Kandahar Intl
AS
AMERICAN SAMOA (United States)
NSTU PAGO PAGO/Pago Pago Intl
RS
AUSTRALIA
YPAD ADELAIDE/Adelaide
RS
YBAS ALICE SPRINGS/Alice Springs
AS
YBBN BRISBANE/Brisbane
RS
YBCS CAIRNS/Cairns
RS
YPXM CHRISTMAS I./Christmas I.
RS
YPCC COCOS I./Cocos I.
RS
YPDN DARWIN/Darwin
RS
YMHB HOBART/Hobart
RS
YMML MELBOURNE/Melbourne Intl
RS
YSNF NORFOLK I./Norfolk I.
RS
YPPH PERTH/Perth Intl
RS
YPPD PORT HEDLAND/Port Hedland
RS
YBRK ROCKHAMPTON/Rockhampton
AS
YSSY SYDNEY/Kingsford Smith Intl
RS
YPTN TINDAL/Tindal
AS
YBTL TOWNSVILLE/Townsville
RS
BANGLADESH
VGEG CHITTAGONG/Shah Amanat Intl
RS
VGHS DHAKA/Hazrat Shahjalal Intl
RS
BHUTAN
VQPR PARO/Paro Intl
RS
BRUNEI DARUSSALAM
WBSB BRUNEI/Brunei Intl
RS
CAMBODIA
VDPP PHNOM PENH/Phnom Penh
RS
VDSR SIEM REAP/Siem Reap
AS
CANADA 1
CYXX ABBOTSFORD/Abbotsford
AS
CYYC CALGARY/Calgary Intl
RS
CYQQ COMOX/Comox
AS

III-A-4
ASIA/PAC BASIC ANP
City/Aerodrome/Designation
City/Aerodrome/Designation
CYEG EDMONTON/Edmonton Intl
RS
CYVR VANCOUVER/Vancouver Intl
RS
CYYJ VICTORIA/Victoria Intl
RNS
CHINA
ZBAA BEIJING/Capital
RS
ZGHA CHANGSHA/Huanghua
RS
ZUUU CHENGDU/Shuangliu
AS
ZUCK CHONGQING/Jiangbei
RS
ZYTL DALIAN/Zhoushuizi
RS
ZSFZ FUZHOU/Changle
RS
RCKH GAOXIONG/Gaoxiong
RS
ZGGG GUANGZHOU/Baiyun
RS
ZGKL GUILIN/Liangjiang
RS
ZSHC HANGZHOU/Xiaoshan
RS
ZYHB HARBIN/Taiping
RS
ZSOF HEFEI/Luogang
AS
ZBHH HOHHOT/Baita
RS
ZSJN JINAN/Yaoqiang
RS
Note 1.— Outside ASIA/PAC. Indicated for coordination
ZWSH KASHI/Kashi
AS
ZPPP KUNMING/Wujiaba
RS
ZLLL LANZHOU/Zhongchuan
AS
ZSNJ NANJING/Lukou
RS
ZGNN NANNING/Wuxu
AS
ZSQD QINGDAO/Liuting
RS
ZJSY SANYA/Phoenix
RS
ZSSS SHANGHAI/Hongqiao
RS
ZSPD SHANGHAI/Pudong
RS
ZYTX SHENYANG/Taoxian
RS
ZGSZ SHENZHEN/Bao’an
RS
RCSS TAIBEI/Songshan
AS
RCTP TAIBEI CITY/Taibei Intl
RS
ZBYN TAIYUAN/Wusu
AS
ZBTJ TIANJIN/Binhai
RS
ZWWW URUMQI/Diwopu
RS
ZHHH WUHAN/Tianhe
RNS
ZSAM XIAMEN/Gaoqi
RS

AOP
III-A-5
City/Aerodrome/Designation
City/Aerodrome/Designation
ZLXY XI'AN/Xianyang
RS
ZUXC XICHANG/Qingshan
RNS
COOK IS.
NCRG RAROTONGA/Rarotonga Intl
RS
DEMOCRATIC PEOPLE'S REPUBLIC OF KOREA
ZKPY SUNAN/Sunan
RS
EASTER I. (Chile)
SCIP ISLA DE PASCUA/Mataveri
RS
FIJI
NFFN NADI/Nadi Intl
RS
NFSU SUVA/Nausori
RS
FRENCH POLYNESIA (France)
NTAA TAHITI/Faaa
RS
GUAM (United States)
PGUA GUAM I./Andersen AFB
AS
PGUM GUAM I./Guam Intl
RS
HONG KONG, China
VHHH HONG KONG/Hong Kong Intl
INDIA
VAAH
VIAR
VOBL
VOCL
VOMM
VOCI
VOCB
VIDP
VEGY
VEGT
VOHS
VIJP
VECC
VILK
VOML
VABB
VANP
VEPT
RS
AHMEDABAD/Sardar Vallabhai Patel International Airport
RS
AMRITSAR/Rajasansi Airport
RS
BANGALORE/Bangalore International Airport
RS
CALICUT/Calicut International Airport
RS
CHENNAI/Chennai International Airport
RS
COCHIN/Cochin International Airport
RS
COIMBATORE/Coimbatore Airport
RS
DELHI/Indira Gandhi International Airport
RS
GAYA/Gaya Airport
RS
GUWAHATI/Lokpriya Gopinath Bordoloi Airport
RS
HYDERABAD/Rajiv Gandhi International Airport
RS
JAIPUR/Jaipur Airport
RS
KOLKATA/Netaji Subhash Chandra Bose Intl Airport
RS
LUCKNOW/Choudhry Charan Singh Airport
RS
MANGALORE/Mangalore Airport
RS
MUMBAI/Chatrapati Shivaji International Airport
RS
NAGPUR/DR Ambedkar Airport
RS
PATNA/Jai Prakash Narayan International Airport

III-A-6
ASIA/PAC BASIC ANP
City/Aerodrome/Designation
City/Aerodrome/Designation
RS
VOTR THIRUCIRAPALLI/Thiruchirapalli Airport
RS
VOTV TRIVANDRUM/Trivandrum International Airport
RS
VIBN VARANASI/Lal Bahadur Shastri Airport
RS
INDONESIA
WAPP AMBON/Pattimura
RNS
WADD BALI/Ngurah Rai
RS
WALL BALIKPAPAN/Sepinggan
RS
WAOO BANJARMASIN/Syamsudin Noor
AS
WIDD BATAM/Hang Nadim
RS
WABB BIAK/Frans Kaisiepo
RS
WIHH JAKARTA/Halimperdana Kusuma
RNS
WIII JAKARTA/Soekarno Hatta
RS
WAJJ JAYAPURA/Sentani
RS
WATT KUPANG/El Tari
RS
WAMM MANADO/Sam Ratulangi
RS
WIMM MEDAN/Polonia
RS
WAKK MERAUKE/Mopah
RNS
WIMG PADANG/Tabing
Note 1.— Outside ASIA/PAC. Indicated for coordination
WIPP
WIBB
WIOO
WARR
WIDN
WALR
WABP
WAAA
JAPAN
RJFF
RJCH
RJOA
RJFK
RJBB
RJFT
RJFU
RJGG
ROAH
RS
PALEMBANG/Sultan Mahmud Badaruddin II
RNS
PEKANBARU/Sultan Syarif Kasim II
RS
PONTIANAK/Supadio
RS
SURABAYA/Juanda
RS
TANJUNG PINANG/Kijang
RNS
TARAKAN/Juwata
RS
TIMIKA/Moses Kilangin
RNS
UJUNG PANDANG/Hasanuddin
RNS
FUKUOKA/Fukuoka
RS
HAKODATE/Hakodate
AS
HIROSHIMA/Hiroshima
RS
KAGOSHIMA/Kagoshima
RS
KANSAI/Kansai Intl
RS
KUMAMOTO/Kumamoto
RS
NAGASAKI/Nagasaki
RS
NAGOYA/Chubu Centrair Intl
RS
NAHA/Naha

AOP
III-A-7
City/Aerodrome/Designation
City/Aerodrome/Designation
RS
RJSN NIIGATA/Niigata
RS
RJFO OITA/Oita
RS
RJOB OKAYAMA/Okayama
RS
RJOO OSAKA/Osaka Intl
AS
RJCC SAPPORO/New Chitose
RS
RJSS SENDAI/Sendai
RNS
RJOT TAKAMATSU/Takamatsu
RS
RJAA TOKYO/Narita Intl
RS
RJTT TOKYO/Tokyo Intl
AS
JOHNSTON I. (United States)
PJON JOHNSTON ATOLL/Johnston I.
RS
KIRIBATI
PLCH KIRITIMATI I./Christmas I.
RS
NGTA TARAWA/Bonriki Intl
RS
LAO PEOPLE'S DEMOCRATIC REPUBLIC
VLVT VIENTIANE/Wattay
RS
MACAO, China
VMMC MACAO/Macao Intl
RS
MALAYSIA
WMKJ JOHOR BAHRU/Sultan Ismail
RS
WBKK KOTA KINABALU/Kota Kinabalu Intl
RS
WBGG KUCHING/Kuching
RS
WMKP PENANG/Penang Intl
RS
WMKL PULAU LANGKAWI/Pulau Langkawi
RS
WMKK SEPANG/KL Intl
RS
MALDIVES
VRMG GAN/Gan
AS
VRMM MALE/Male Intl
RS
MARSHALL IS.
PKMJ MAJURO ATOLL/Marshall Is. Intl
RS
MICRONESIA (FEDERATED STATES OF)
PTPN POHNPEI I./Pohnpei Intl
RS
PTKK WENO I./FM Chuuk Intl
RS
PTYA YAP I./Yap Intl
RS
MONGOLIA
ZMUB ULAANBAATAR/Ulaanbaatar
RS

III-A-8
ASIA/PAC BASIC ANP
City/Aerodrome/Designation
City/Aerodrome/Designation
MYANMAR
VYYY YANGON/Yangon Intl
RS
NAURU
AUUU NAURU I./Nauru I.
RS
NEPAL
VNKT KATHMANDU/Kathmandu
RS
NEW CALEDONIA (France)
NWWW NOUMEA/La Tontouta
RS
NEW ZEALAND
NZAA AUCKLAND/Auckland Intl
RS
NZCH CHRISTCHURCH/Christchurch Intl
RS
NZWN WELLINGTON/Wellington Intl
RS
NIUE (New Zealand)
NIUE NIUE/Niue Intl
RS
NORTHERN MARIANA IS. (United States)
PGRO ROTA I./Rota Intl
RS
PGSN OBYAN/Saipan Intl
RS
PAKISTAN
OPGD GWADAR/Gwadar
RS
OPRN ISLAMABAD/Chaklala
RS
OPKC KARACHI/Jinnah Intl
RS
OPLA LAHORE/Allama Iqbal Intl
RS
OPNH NAWABSHAH/Nawabshah
AS
OPPS PESHAWAR/Peshawar
RS
PALAU
PTRO BABELTHAUP I./Koror
RS
PAPUA NEW GUINEA
AYPY PORT MORESBY/Port Moresby
RS
AYVN VANIMO/Vanimo
RS
PHILIPPINES
RPMD DAVAO/Francisco Bangoy Intl
RNS
RPLI LAOAG/Laoag Intl
AS
RPVM LAPU-LAPU/Mactan Cebu
RS
RPLL MANILA/Ninoy Aquino Intl
RS
RPLC PAMPANGA/Clark Intl.
RNS
RPLB SUBIC BAY/Subic Bay Intl
RNS
RPMZ ZAMBOANGA/Zamboanga Intl
RNS
Note 1.— Outside ASIA/PAC. Indicated for coordination

AOP
III-A-9
City/Aerodrome/Designation
City/Aerodrome/Designation
REPUBLIC OF KOREA
RKTU CHEONGJU/Cheongju Intl.
RS
RKTN DAEGU/Daegu Intl.
RS
RKPK GIMHAE/Gimhae Intl.
RS
RKSS GIMPO/Gimpo Intl.
RNS
RKSI INCHEON/Incheon Intl.
RS
RKPC JEJU/Jeju Intl.
RS
RKNY YANGYANG/Yangyang Intl.
RS
RKJB MUAN/Maun Intl.
RS
THAILAND
VTBD BANGKOK/Don Mueang Intl.
RS
VTBS BANGKOK/Suvarnabhumi Intl.
RS
VTCC CHIANG MAI/Chiang Mai Intl
RS
VTCT CHIANG RAI/Chiang Rai Intl
RS
VTUK KHON KAEN/Khon Kaen
RS
VTSG KRABI/Krabi
RS
VTPP PHITSANULOK/Phitsanulok
RS
VTSP PHUKET/Phuket Intl
RS
VTBU RAYONG/U-Taphao Intl
RS
SINGAPORE
WSAP PAYA LEBAR/Paya Lebar (RSAF)
AS
WSSL SELETAR/Seletar
RS
WSSS SINGAPORE/Changi
RS
VTSS
VTSB
VTUU
SONGKHLA/Hat Yai Intl
RS
SURAT THANI/Surat Thani
RS
UBON RATCHATHANI/Ubon Ratchathani
RS
SOLOMON IS.
AGGH HONIARA/Henderson
RS
SRI LANKA
VCBI COLOMBO/Bandaranaike Intl
RS
TONGA
NFTF FUA'AMOTU/Fua'amotu Intl
RS
NFTV VAVA'U/Vava'u
RS
TUVALU
NGFU FUNAFUTI/Funafuti Intl

III-A-10
ASIA/PAC BASIC ANP
City/Aerodrome/Designation
City/Aerodrome/Designation
RS
UNITED STATES 1
PANC ANCHORAGE/Anchorage Intl
RS
PAED ANCHORAGE/Elemendorf AFB
AS
PACD COLD BAY/Cold Bay
AS
KPAE EVERETT/Snohomish County-Paine Field
AS
PAEI FAIRBANKS/Eielson AFB
AS
PAFA FAIRBANKS/Fairbanks Intl
RS
KFAT FRESNO/Fresno Air Terminal
AS
PHTO HILO/Hilo Intl
AS
PHNL HONOLULU/Oahu Intl
RS
PHOG KAHULUI/Kahului
AS
PAKN KING SALMON/King Salmon
AS
KLAX LOS ANGELES/Los Angeles Intl
RS
AS
KSAN SAN DIEGO/San Diego (AFSS)
AS
KSFO SAN FRANCISCO/San Francisco Intl
RS
KSJC SAN JOSE/San Jose Intl
RS
KBFI SEATTLE BOEING FIELD/King County Intl
AS
KSEA SEATTLE/Seattle-Tacoma Intl
RS
KGEG SPOKANE/Spokane Intl
AS
KSCK STOCKTON/Metropolitan
AS
KIAD WASHINGTON/Dulles Intl
RS
VANUATU
NVVV PORT VILA/Bauerfield
RS
NVSS SANTO/Pekoa
RS
KOAK
KONT
KPMD
KPDX
KSMF
OAKLAND/Metropolitan Oakland
AS
ONTARIO/Ontario Intl
AS
PALMDALE/Palmdale P.F.T.I.
AS
PORTLAND/Portland Intl
AS
SACRAMENTO/Metropolitan
VIET NAM
VVDN
VVNB
VVTS
VVPB
DA NANG/Da Nang
RS
HA NOI/Noi Bai
RS
HO CHI MINH/Tan Son Nhat
RS
HUE/Phu Bai Intl.
RS
Note 1.— Outside ASIA/PAC. Indicated for coordination

AOP
III-A-11
City/Aerodrome/Designation
City/Aerodrome/Designation
WALLIS AND FUTUNA IS. (France)
NLWW WALLIS/Hihifo
RS

III-A-12
ASIA/PAC BASIC ANP
City/Aerodrome/Designation
City/Aerodrome/Designation
Note 1.— Outside ASIA/PAC. Indicated for coordination

ASIA/PAC FASID ÍNDICE DE AERÓDROMOS CARTE D'ENSEMBLE DES AÉRODROMES INDEX OF AERODROMES CHART AOP 1
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
FAIRBANKS/Fairbanks Intl
FAIRBANKS/Eielson AFB
ANCHORAGE/Anchorage Intl
ANCHORAGE/Elemendorf AFB
60° 60°
KING SALMON/King Salmon
COLD BAY/Cold Bay
EDMONTON/Edmonton Intl
CALGARY/Calgary Intl
50° 50°
VANCOUVER/Vancouver Intl
COMOX/Comox
VICTORIA/Victoria Intl
ABBOTSFORD/Abbotsford
ULAANBAATAR/Ulaanbaatar
EVERETT/Snohomish County (Paine Fie
SEATTLE/Seattle-Tacoma Intl
SEATTLE BOEING FIELD/King County In SPOKANE/Spokane Intl
HARBIN/Yanjiagang
PORTLAND/Portland Intl
URUMQI/Diwopu
SAPPORO/New Chitose
SHENYANG/Taoxian
HOHHOT/Baita
HAKODATE/Hakodate
40° 40°
KANDAHAR/Kandahar Intl
KASHI
SUNAN/Sunan
NANJING/Lukou
NAGASAKI/Nagasaki KAGOSHIMA/Kagoshima
LAHORE/Allama Iqbal Intl
AMRITSAR/Rajasansi Airport
SAN DIEGO/San Diego (AFSS)
HEFEI/Luogang
SHANGHAI/Pudong
SHANGHAI/Hongqiao
WUHAN/Tianhe
HANGZHOU/Xiaoshen
CHONGQING/Jiangbei
CHENGDU/Shuangliu
30° 30°
DELHI/Indira Gandhi International A
CHANGSHA/Huanghua
XICHANG/Qingshan
KATHMANDU/Kathmandu
PARO/Paro Intl
JAIPUR/Jaipur Airport
LUCKNOW/Choudhry Charan Singh Airp
GUWAHATI/Lokpriya Gopinath Bordoloi
FUZHOU/Changle
NAHA/Naha
NAWABSHAH/Nawabshah
GWADAR/Gwadar
VARANASI/Lal Bahadur Shastri Airpor
GUILIN/Liangjiang
KARACHI/Jinnah
PATNA/Jai Prakash Narayan Internati
KUNMING/Wujiaba
TAIBEI CITY/Taibei Intl
GAYA/GAYA Airport
XIAMEN/Gaoqi
TAIBEI/Songshan
DHAKA/Zia Intl
GUANGZHOU/Baiyun
KOLKATA/Netaji Subhash Chandra Bose
NANNING/Wuxu SHENZHEN/Bao?an GAOXIONG/Gaoxiong
CHITTAGONG/M.A. Hannan Intl
HONG KONG/Hong Kong Intl
AHMEDABAD/Sardar Vallabhai Patel In
NAGPUR/DR Ambedkar Airport
HA NOI/Noi Bai
MACAO/Macao Intl
BEIJING/Capital
TIANJIN/Binhai
DALIAN/Zhoushuizi
YANGYANG/Yangyang Intl
NIIGATA/Niigata
SACRAMENTO/Metropolitan
INCHEON/Incheon GIMPO/Gimpo Intl Intl
SENDAI/Sendai
SAN FRANCISCO/San Francisco Intl STOCKTON/Metropolitan
TAIYUAN/Wusu
SAN JOSE/San Jose Intl
JINAN/Yaoqiang
CHEONGJU/Cheongju Intl
OAKLAND/Metropolitan Oakland
QINGDAO/Liuting
DAEGU/Daegu Intl
TOKYO/Narita Intl
FRESNO/Fresno Air Terminal
LANZHOU/Zhongchuan
GIMHAE/Gimhae Intl TOKYO/Tokyo Intl
MUAN/Maun Intl
OKAYAMA/Okayama NAGOYA/Chubu Centrair Intl
XI'AN/Xianyang
PESHAWAR/Peshawar
HIROSHIMA/Hiroshima
PALMDALE/Palmdale P.F.T.I.
OSAKA/Osaka Intl KANSAI/Kansai Intl
LOS ANGELES/Los Angeles Intl
KABUL/Kabul Intl ISLAMABAD/Chaklala
JEJU/Jeju Intl FUKUOKA/Fukuoka TAKAMATSU/Takamatsu
OITA/Oita
ONTARIO/Ontario Intl
KUMAMOTO/Kumamoto
CHIANG RAI/Chiang Rai Intl
20° 20°
MUMBAI/Chatrapati Shivaji Internati
Hyderabad/Rajiv Gandhi Internationa
BANGALORE/Bangalore
MANGALORE/Mangalore Airport
CHENNAI/Chennai
International
International
A
Airpo
CALICUT/Calicut International AirpoCOIMBATORE/ Coimbatore Airport
TIRUCHCHIRAPPALLI/Tiruchchirappalli
CHIANG MAI/Chiang Mai Intl
HILO/Hilo Intl
SANYA/Phoenix
VIENTIANE/Wattay
LAOAG/Laoag Intl
YANGON/Yangon Intl
JOHNSTON ATOLL/Johnston I.
KHON KAEN/Khon Kaen
DA NANG/Da Nang
PHITSANULOK/Phitsanulok
PAMPANGA/Clark Intl
OBYAN/Saipan Intl
UBON RATCHATHANI/Ubon Ratchathani SUBIC BAY/Subic Bay Intl
MANILA/Ninoy Aquino Intl
ROTA I/Rota Intl
BANGKOK/Don Mueang Intl
BANGKOK/Suvarnabhumi Intl
GUAM I./Guam Intl
SIEM-REAP/Angkor
RAYONG/U-Taphao Intl
GUAM I./Andersen Air Force Base
PHNOM PENH/Phnom Penh
HO CHI MINH/Tan Son Nhut
LAPU-LAPU/Mactan Cebu
COCHIN/Cochin International Airport
10°
YAP I./Yap Intl
10°
SURATHANI/Surat Thani
TRIVANDRUM/Trivandrum International
PHUKET/Phuket Intl KRABI/Krabi
HUE/Phu Bai Intl
BABELTHAUP I./Koror
WENO I./FM Chuuk Intl
COLOMBO/Bandaranaike Intl
SONGKHLA/Hat Yai Intl
ZAMBOANGA/Zamboanga Intl
POHNPEI I./Pohnpei Intl
MAJURO ATOLL/Marshall I. lntl
PULAU LANGKAWI/Pulau Langkawi
DAVAO/Francisco Bangoy Intl
KOTA KINABALU/Kota Kinabalu Intl
PENANG/Penang Intl
Brunei/Brunei Intl
MALE/Male Intl
MEDAN/Polonia
TARAKAN/Tarakan
SEPANG/KL Intl
KIRITIMATI I./Christmas I.
JOHOR BAHRU/Sultan Ismail SELETAR/Seletar
SINGAPORE/Changi KUCHING/Kuching
MANADO/Sam Ratulangi
TARAWA/Bonriki Intl
BATAM/Hang Nadim
PEKANBARU/Sultan PAYA LEBAR/Paya Syarif Lebar Kasim (RSAF) II
TANJUNGPINANG/Kijang PONTIANAK/Supadio
PADANG/Tabing
BALIKPAPAN/Sepinggan
BIAK/Frans Kaisiepo
GAN/Gan
JAYAPURA/Sentani
PALEMBANG/Sultan Mahmud Badaruddin
VANIMO/Vanimo
AMBON/Pattimura
BANJARMASIN/Syamsudin Noor
TIMIKA/Moses Kilangin
UJUNG PANDANG/Hasanuddin
JAKARTA/Soekarno Hatta Intl
JAKARTA/Halim Perdana Kusuma Intl
SURABAYA/Juanda
BALI/Ngurah Rai
MERAUKE/Mopah
FUNAFUTI/Funafuti Intl
PORT MORESBY/Port Moresby
HONIARA/Henderson
0° NAURU I./Nauru I.
0°
KUPANG/El Tari
CHRISTMAS I./Christmas I.
-10° -10°
KAHULUI/Kahului
HONOLULU/Oahu Intl
HAWAII
COCOS I./Cocos (Keeling) Island
DARWIN/Darwin
WALLIS/Hihifo
FALEOLO/Faleolo Intl
PAGO PAGO/Pago Pago Intl
TINDAL/Tindal
SANTO/Pekoa
CAIRNS/Cairns
TOWNSVILLE/Townsville
PORT-VILA/Bauerfield
NADI/Nadi Intl
SUVA/Nausori
VAVA'U/Vava'u
NIUE/Niue Intl
TAHITI/Tahiti Faaa
PORT HEDLAND/Port Hedland
-20° -20°
FUA'AMOTU/Fua'amotu Intl
RAROTONGA/Rarotonga Intl
NOUMEA/La Tontouta
ALICE SPRINGS/Alice Springs
ROCKHAMPTON/Rockhampton
BRISBANE/Brisbane Intl
ISLA DE PASCUA/Mataveri,
NORFOLK ISLAND/Norfolk Island
27 10S
109 26W CHILE
-30° -30°
PERTH/Perth Intl
LEGEND LÉGENDE CLAVE
ADELAIDE/Adelaide
SYDNEY/Kingsford Smith Intl
AERODROMES REQUIRED FOR REGULAR USE BY INTERNATIONAL
SCHEDULED AIR TRANSPORT
AÉRODROMES RÉGULIERS NÉCÉSSAIRES AU TRANSPORT
AÉRIEN INTERNATIONAL RÉGULIER
AERÓDROMOS REGULARES NECESARIOS PARA EL TRANSPORTE
AÉREO INTERNACIONAL REGULAR
(RS)
MELBOURNE/Melbourne Intl
AUCKLAND/Auckland Intl
-40° -40°
AERODROMES REQUIRED FOR ALTERNATE USE BY INTERNATIONAL
SCHEDULED AIR TRANSPORT
WELLINGTON/Wellington Intl
AÉRODROMES DE DÉGAGEMENT NÉCÉSSAIRES AU TRANSPORT
AÉRIEN INTERNATIONAL
(AS)
HOBART/Hobart
AERÓDROMOS DE ALTERNATIVA PARA EL TRANSPORTE
AÉREO INTERNACIONAL REGULAR
CHRISTCHURCH/Christchurch Intl
AERODROMES REQUIRED FOR REGULAR USE BY INTERNATIONAL
NON-SCHEDULED AIR TRANSPORT
AÉRODROMES RÉGULIERS NÉCÉSSAIRES AU TRANSPORT
AÉRIEN INTERNATIONAL NON RÉGULIER
AERÓDROMOS REGULARES NECESARIOS PARA EL TRANSPORTE
AÉREO INTERNACIONAL NO REGULAR
(RNS)
SAST2011/10
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°

ASIA/PAC FASID ÍNDICE DE AERÓDROMOS CARTE D'ENSEMBLE DES AÉRODROMES INDEX OF AERODROMES CHART AOP 1
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
FAIRBANKS/Fairbanks Intl
FAIRBANKS/Eielson AFB
ANCHORAGE/Anchorage Intl
ANCHORAGE/Elemendorf AFB
60° 60°
KING SALMON/King Salmon
COLD BAY/Cold Bay
EDMONTON/Edmonton Intl
CALGARY/Calgary Intl
50° 50°
VANCOUVER/Vancouver Intl
COMOX/Comox
VICTORIA/Victoria Intl
ABBOTSFORD/Abbotsford
ULAANBAATAR/Ulaanbaatar
EVERETT/Snohomish County (Paine Fie
SEATTLE/Seattle-Tacoma Intl
SEATTLE BOEING FIELD/King County In SPOKANE/Spokane Intl
HARBIN/Yanjiagang
PORTLAND/Portland Intl
URUMQI/Diwopu
SAPPORO/New Chitose
SHENYANG/Taoxian
HOHHOT/Baita
HAKODATE/Hakodate
40° 40°
KANDAHAR/Kandahar Intl
KASHI
SUNAN/Sunan
NANJING/Lukou
NAGASAKI/Nagasaki KAGOSHIMA/Kagoshima
LAHORE/Allama Iqbal Intl
AMRITSAR/Rajasansi Airport
SAN DIEGO/San Diego (AFSS)
HEFEI/Luogang
SHANGHAI/Pudong
SHANGHAI/Hongqiao
WUHAN/Tianhe
HANGZHOU/Xiaoshen
CHONGQING/Jiangbei
CHENGDU/Shuangliu
30° 30°
DELHI/Indira Gandhi International A
CHANGSHA/Huanghua
XICHANG/Qingshan
KATHMANDU/Kathmandu
PARO/Paro Intl
JAIPUR/Jaipur Airport
LUCKNOW/Choudhry Charan Singh Airp
GUWAHATI/Lokpriya Gopinath Bordoloi
FUZHOU/Changle
NAHA/Naha
NAWABSHAH/Nawabshah
GWADAR/Gwadar
VARANASI/Lal Bahadur Shastri Airpor
GUILIN/Liangjiang
KARACHI/Jinnah
PATNA/Jai Prakash Narayan Internati
KUNMING/Wujiaba
TAIBEI CITY/Taibei Intl
GAYA/GAYA Airport
XIAMEN/Gaoqi
TAIBEI/Songshan
DHAKA/Zia Intl
GUANGZHOU/Baiyun
KOLKATA/Netaji Subhash Chandra Bose
NANNING/Wuxu SHENZHEN/Bao?an GAOXIONG/Gaoxiong
CHITTAGONG/M.A. Hannan Intl
HONG KONG/Hong Kong Intl
AHMEDABAD/Sardar Vallabhai Patel In
NAGPUR/DR Ambedkar Airport
HA NOI/Noi Bai
MACAO/Macao Intl
BEIJING/Capital
TIANJIN/Binhai
DALIAN/Zhoushuizi
YANGYANG/Yangyang Intl
NIIGATA/Niigata
SACRAMENTO/Metropolitan
INCHEON/Incheon GIMPO/Gimpo Intl Intl
SENDAI/Sendai
SAN FRANCISCO/San Francisco Intl STOCKTON/Metropolitan
TAIYUAN/Wusu
SAN JOSE/San Jose Intl
JINAN/Yaoqiang
CHEONGJU/Cheongju Intl
OAKLAND/Metropolitan Oakland
QINGDAO/Liuting
DAEGU/Daegu Intl
TOKYO/Narita Intl
FRESNO/Fresno Air Terminal
LANZHOU/Zhongchuan
GIMHAE/Gimhae Intl TOKYO/Tokyo Intl
MUAN/Maun Intl
OKAYAMA/Okayama NAGOYA/Chubu Centrair Intl
XI'AN/Xianyang
PESHAWAR/Peshawar
HIROSHIMA/Hiroshima
PALMDALE/Palmdale P.F.T.I.
OSAKA/Osaka Intl KANSAI/Kansai Intl
LOS ANGELES/Los Angeles Intl
KABUL/Kabul Intl ISLAMABAD/Chaklala
JEJU/Jeju Intl FUKUOKA/Fukuoka TAKAMATSU/Takamatsu
OITA/Oita
ONTARIO/Ontario Intl
KUMAMOTO/Kumamoto
CHIANG RAI/Chiang Rai Intl
20° 20°
MUMBAI/Chatrapati Shivaji Internati
Hyderabad/Rajiv Gandhi Internationa
BANGALORE/Bangalore
MANGALORE/Mangalore Airport
CHENNAI/Chennai
International
International
A
Airpo
CALICUT/Calicut International AirpoCOIMBATORE/ Coimbatore Airport
TIRUCHCHIRAPPALLI/Tiruchchirappalli
CHIANG MAI/Chiang Mai Intl
HILO/Hilo Intl
SANYA/Phoenix
VIENTIANE/Wattay
LAOAG/Laoag Intl
YANGON/Yangon Intl
JOHNSTON ATOLL/Johnston I.
KHON KAEN/Khon Kaen
DA NANG/Da Nang
PHITSANULOK/Phitsanulok
PAMPANGA/Clark Intl
OBYAN/Saipan Intl
UBON RATCHATHANI/Ubon Ratchathani SUBIC BAY/Subic Bay Intl
MANILA/Ninoy Aquino Intl
ROTA I/Rota Intl
BANGKOK/Don Mueang Intl
BANGKOK/Suvarnabhumi Intl
GUAM I./Guam Intl
SIEM-REAP/Angkor
RAYONG/U-Taphao Intl
GUAM I./Andersen Air Force Base
PHNOM PENH/Phnom Penh
HO CHI MINH/Tan Son Nhut
LAPU-LAPU/Mactan Cebu
COCHIN/Cochin International Airport
10°
YAP I./Yap Intl
10°
SURATHANI/Surat Thani
TRIVANDRUM/Trivandrum International
PHUKET/Phuket Intl KRABI/Krabi
HUE/Phu Bai Intl
BABELTHAUP I./Koror
WENO I./FM Chuuk Intl
COLOMBO/Bandaranaike Intl
SONGKHLA/Hat Yai Intl
ZAMBOANGA/Zamboanga Intl
POHNPEI I./Pohnpei Intl
MAJURO ATOLL/Marshall I. lntl
PULAU LANGKAWI/Pulau Langkawi
DAVAO/Francisco Bangoy Intl
KOTA KINABALU/Kota Kinabalu Intl
PENANG/Penang Intl
Brunei/Brunei Intl
MALE/Male Intl
MEDAN/Polonia
TARAKAN/Tarakan
SEPANG/KL Intl
KIRITIMATI I./Christmas I.
JOHOR BAHRU/Sultan Ismail SELETAR/Seletar
SINGAPORE/Changi KUCHING/Kuching
MANADO/Sam Ratulangi
TARAWA/Bonriki Intl
BATAM/Hang Nadim
PEKANBARU/Sultan PAYA LEBAR/Paya Syarif Lebar Kasim (RSAF) II
TANJUNGPINANG/Kijang PONTIANAK/Supadio
PADANG/Tabing
BALIKPAPAN/Sepinggan
BIAK/Frans Kaisiepo
GAN/Gan
JAYAPURA/Sentani
PALEMBANG/Sultan Mahmud Badaruddin
VANIMO/Vanimo
AMBON/Pattimura
BANJARMASIN/Syamsudin Noor
TIMIKA/Moses Kilangin
UJUNG PANDANG/Hasanuddin
JAKARTA/Soekarno Hatta Intl
JAKARTA/Halim Perdana Kusuma Intl
SURABAYA/Juanda
BALI/Ngurah Rai
MERAUKE/Mopah
FUNAFUTI/Funafuti Intl
PORT MORESBY/Port Moresby
HONIARA/Henderson
0° NAURU I./Nauru I.
0°
KUPANG/El Tari
CHRISTMAS I./Christmas I.
-10° -10°
KAHULUI/Kahului
HONOLULU/Oahu Intl
HAWAII
COCOS I./Cocos (Keeling) Island
DARWIN/Darwin
WALLIS/Hihifo
FALEOLO/Faleolo Intl
PAGO PAGO/Pago Pago Intl
TINDAL/Tindal
SANTO/Pekoa
CAIRNS/Cairns
TOWNSVILLE/Townsville
PORT-VILA/Bauerfield
NADI/Nadi Intl
SUVA/Nausori
VAVA'U/Vava'u
NIUE/Niue Intl
TAHITI/Tahiti Faaa
PORT HEDLAND/Port Hedland
-20° -20°
FUA'AMOTU/Fua'amotu Intl
RAROTONGA/Rarotonga Intl
NOUMEA/La Tontouta
ALICE SPRINGS/Alice Springs
ROCKHAMPTON/Rockhampton
BRISBANE/Brisbane Intl
ISLA DE PASCUA/Mataveri,
NORFOLK ISLAND/Norfolk Island
27 10S
109 26W CHILE
-30° -30°
PERTH/Perth Intl
LEGEND LÉGENDE CLAVE
ADELAIDE/Adelaide
SYDNEY/Kingsford Smith Intl
AERODROMES REQUIRED FOR REGULAR USE BY INTERNATIONAL
SCHEDULED AIR TRANSPORT
AÉRODROMES RÉGULIERS NÉCÉSSAIRES AU TRANSPORT
AÉRIEN INTERNATIONAL RÉGULIER
AERÓDROMOS REGULARES NECESARIOS PARA EL TRANSPORTE
AÉREO INTERNACIONAL REGULAR
(RS)
MELBOURNE/Melbourne Intl
AUCKLAND/Auckland Intl
-40° -40°
AERODROMES REQUIRED FOR ALTERNATE USE BY INTERNATIONAL
SCHEDULED AIR TRANSPORT
WELLINGTON/Wellington Intl
AÉRODROMES DE DÉGAGEMENT NÉCÉSSAIRES AU TRANSPORT
AÉRIEN INTERNATIONAL
(AS)
HOBART/Hobart
AERÓDROMOS DE ALTERNATIVA PARA EL TRANSPORTE
AÉREO INTERNACIONAL REGULAR
CHRISTCHURCH/Christchurch Intl
AERODROMES REQUIRED FOR REGULAR USE BY INTERNATIONAL
NON-SCHEDULED AIR TRANSPORT
AÉRODROMES RÉGULIERS NÉCÉSSAIRES AU TRANSPORT
AÉRIEN INTERNATIONAL NON RÉGULIER
AERÓDROMOS REGULARES NECESARIOS PARA EL TRANSPORTE
AÉREO INTERNACIONAL NO REGULAR
(RNS)
SAST2011/10
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°

IV-1
Part IV
COMMUNICATIONS, NAVIGATION
AND SURVEILLANCE (CNS)
INTRODUCTION
1. This part of the Asia and Pacific (ASIA/PAC) Basic
Air Navigation Plan contains elements of the existing
planning system and introduces the basic planning principles,
operational requirements and planning criteria related to
communications, navigation and surveillance (CNS) as
developed for the ASIA/PAC regions.
2. As a complement to the Statement of Basic
Operational Requirements and Planning Criteria (BORPC)
set out in Part I, Part IV constitutes the stable guidance
material considered to be the minimum necessary for
effective planning of CNS facilities and services in the
ASIA/PAC regions. A detailed description/list of the
facilities and/or services to be provided by States in order to
fulfil the requirements of the plan is contained in the
ASIA/PAC Facilities and Services Implementation Document
(FASID). During the transition and pending full implementation
of the future communications, navigation and
surveillance/air traffic management (CNS/ATM) system, it is
expected that the existing requirements will gradually be
replaced by new CNS/ATM system-related requirements.
Further, it is expected that some elements of CNS/ATM
system will be subject to amendment, as necessary, on the
basis of experience gained in their implementation.
3. The Standards, Recommended Practices and
Procedures to be applied are contained in:
a) Annex 10 — Aeronautical Telecommunications,
Volumes I, II, III, IV and V;
b) Annex 11 — Air Traffic Services; and
c) Regional Supplementary Procedures (Doc 7030).
4. Background information of importance in the
understanding and effective application of this part of the
plan is contained in the Report of the Third Asia/Pacific
Regional Air Navigation Meeting (Doc 9614, ASIA/PAC/3
(1993)) on Agenda Items 10, 11 and 12.
5. The elements of the material referred to above are
presented in the following paragraphs with appropriate crossreferences
to recommendations and/or conclusions of
ASIA/PAC/3 and regional planning groups.
COMMUNICATIONS
General
6. The plan and details of the operational requirements
for communications are contained in Tables CNS 1A, CNS 1B,
CNS 1C, CNS 1D, CNS 1E, CNS 2, CNS 3, CNS 4A and
CNS 4B, and associated charts of Part IV of the FASID.
Ground-ground communications
Aeronautical fixed service (AFS)
7. The aeronautical fixed service comprises:
a) the aeronautical fixed telecommunication network (AFTN);
b) data communications subnetworks and associated systems
supporting the ground-ground applications of the aeronautical
telecommunication network (ATN), namely the
ATS message handling services (ATS MHS) and ATS
inter-facility data communications (AIDC);
c) ATS direct speech circuits; and

IV-2
d) meteorological operation circuits, networks and broadcast
systems.
Aeronautical fixed telecommunication
network (AFTN)
8. States should ensure that telecommunication
agencies engaged in providing aeronautical circuits be
impressed of the need for:
a) high reliability terrestrial links connecting aeronautical
facilities and common carrier terminals inclusive of priority
restoration of service commensurate with the requirements
of a safety service; and
b) rapid restoration of circuits in the event of breakdown.
[ASIA/PAC/3, Conc. 10/1]
9. States operating AFTN circuits which do not
function satisfactorily 97 per cent of the time during which
the circuit is scheduled to be in operation should exchange
monthly circuit performance charts on the form provided in
Attachment A. Where a circuit consistently achieves
97 per cent reliability, the exchange of performance charts
may cease. The circuit performance charts should be
exchanged directly between the correspondent stations, with
copies to the administrations concerned and to the ICAO
Regional Office. States should also identify the causes for
inadequate circuit performance and take necessary remedial
measures.
[ASIA/PAC/3, Conc. 10/2]
10. States responsible for the operation of AFTN
circuits which are not adequately meeting transit time
requirements should record transit time statistics on the
twenty-third day of each third month (January, April, July
and October) of each year, in accordance with the existing
practices, for the AFTN circuits and terminals under their
jurisdiction which do not meet the specified transit time
criteria. The data recorded should be exchanged directly
between the correspondent stations, with copies to
administrations concerned and to the ICAO Regional Office.
[ASIA/PAC/3, Conc.10/3]
11. States operating AFTN circuits should:
a) record AFTN statistics on the form contained in
Attachment B, from 23 to 25 April and October each year;
b) exchange the circuit loading data for each circuit with
each correspondent station and provide a copy to the
ICAO Regional Office; and
ASIA/PAC BASIC ANP
c) evaluate circuit loading and take appropriate remedial
action when occupancy level exceeds permissible levels
specified in the Manual on the Planning and Engineering
of the Aeronautical Fixed Telecommunications Network
(Doc 8259).
[ASIA/PAC/3, Conc. 10/4]
12. States concerned should take positive measures to
ensure system reliability and provide adequate management
and supervision of facilities to eliminate system failure, and
to ensure data integrity and timely delivery of messages.
[ASIA/PAC/3, Conc. 10/5]
13. The AFTN entry/exit points:
a) between ASIA/PAC and AFI should be Brisbane and
Mumbai;
b) between ASIA/PAC and EUR should be Bangkok,
Singapore and Tokyo;
c) between ASIA/PAC and MID should be Karachi,
Mumbai and Singapore;
d) between ASIA/PAC and NAM should be Brisbane, Nadi
and Tokyo; and
e) between ASIA/PAC and CAR/SAM should be Brisbane.
[APANPIRG/11, Conc. 11/6]
Technical aspects of AFTN rationalization.
14. The main trunk circuits interconnecting main AFTN
communication centres should be provided by landline
teletypewriter (LTT) facilities, operate at a modulation rate
commensurate with operational requirements, and employ
International Alphabet Number 5 (IA-5) and character-oriented
data link control procedures — system category B, or bitoriented
data link control procedures as defined in Annex 10,
Volume III, Part I, Chapter 8.
15. Also, the tributary circuits interconnecting tributary
AFTN communication centres with main AFTN communication
centres, with other tributary AFTN communication
centres, or with AFTN stations should be provided with LTT
facilities where available and feasible, preferably operate at a
modulation rate commensurate with operational requirements,
and employ IA-5 code and procedures and an appropriately
controlled circuit protocol.
[ASIA/PAC AFS RPG/3, Rec. 3/1]
16. To support data communication requirements and to
provide needed data integrity and minimal transit time, the

CNS
CCITT X.25 protocol should be used between AFTN COM
centres and main and tributary COM centres in the ASIA/PAC
regions.
[APANPIRG/4, Conc. 4/27 and APANPIRG/7, Conc. 7/14]
17. States should consider implementing digital
communication networks or circuits in a coordinated manner
in order to meet current and future AFS communication
requirements for data/voice communications and to facilitate
the introduction of ATN.
[APANPIRG/11, Conc. 11/14]
ATN infrastructure transition
and implementation
18. The ATN transition plan outlines the requirements
to increase bandwidth and upgrade protocols for those trunk
circuits that will support main data flow of traffic in the
ASIA/PAC regions. The plan also provides target dates for
implementation of boundary intermediate systems (BIS) and
backbone BIS in the ASIA/PAC regions.
[APANPIRG/12, Conc. 12/14]
19. ATN development should be introduced in an
evolutionary and cost-effective manner based on available
ICAO SARPs and regional ATN technical and planning
documents. The ATN infrastructure transition is expected to
be implemented in three phases as follows:
a) Phase 1. Upgrade of existing AFTN circuits where
necessary to support the introduction of the ATN
backbone BIS;
b) Phase 2. Implementation of the ATN regional backbone
BIS; and
c) Phase 3. Implementation of supporting ATN BIS.
20. States should consider establishment of gateways,
where required, to allow inter-operation between AFTN and
ATS MHS.
ATS direct speech circuits
ATS direct speech communications.
21. States concerned should assign a high priority to the
establishment, in accordance with Annex 11, 3.6.1.1, of
efficient direct-speech communications between ATS units
serving adjacent areas in order to permit proper use of airground
frequencies and further implementation of the air traffic
control (ATC) service.
[ASIA/PAC/3, Conc. 5/21]
IV-3
22. Voice switching centres should be provided at the
following locations:
1) Auckland 2) Bangkok
3) Beijing 4) Mumbai
5) Calcutta 6) Guangzhou
7) Jakarta 8) Karachi
9) Lahore 10) Kuala Lumpur
11) Chennai 12) Nadi
13) Tokyo 14) Brisbane
[ASIA/PAC/3, Rec. 10/15]
23. Dissemination of World Area Forecast System
(WAFS) products in the ASIA/PAC regions will be
accomplished by satellite broadcast.
[ASIA/PAC/3, Rec. 10/19]
ATS inter-facility data communications
(AIDC) circuits
24. States should consider implementing the ATN
application AIDC in order to enable the exchange of ATS
messages for active flights related to flight notification, flight
coordination , transfer of control surveillance data and free
(unstructured) text data.
Air/ground communications
Aeronautical mobile service
and aeronautical mobile satellite service
Frequency utilization list.
25. States in the ASIA/PAC regions should
coordinate, as necessary, with the ICAO Regional Office all
radio frequency assignments for both national and international
facilities in the190–526.50 kHz, 108–117.975 MHz,
960–1215 MHz and 117.975–137 MHz bands. The ICAO
Regional Office, based on the information provided for this
purpose by the States, will issue Frequency Lists Nos. 1, 2
and 3 at periodic intervals.
[ASIA/PAC/3, Conc. 11/4, 11/5 and 12/9]
HF en-route communications
26. States should be urged to coordinate on a national
basis with the appropriate interested authorities, a programme
directed towards achieving the elimination of the interference
currently being experienced on some of the frequencies

IV-4
allocated to the Aeronautical Mobile (R) Service in the
ASIA/PAC regions. When reviewing methods for developing
such a national programme, consideration should be given to
the procedures in Article S15 of the ITU Radio Regulations.
27. In the case of an unidentified interfering station,
States should notify the ICAO Regional Office concerned,
utilizing the procedure and report form developed by the Fifth
Session of the Communications Division (1954) and updated
by the Communications Divisional Meeting (1978). The
Harmful Interference Report Form is provided in
Attachment C. However, in the case of persistent harmful
interference to an aeronautical service which may affect
safety, it should be immediately reported to ICAO and to the
ITU, using the prescribed format, for appropriate action.
[ASIA/PAC/3, Conc. 11/6]
Air-ground elements of ATN
28. With the implementation of the air-ground
applications of ATN, it is important to ensure that transit
response times are kept to a minimum level so as not to affect
the overall response time that it takes for traffic such as
automatic dependent surveillance (ADS) reports and controllerpilot
data link communications (CPDLC) messages to be
delivered to their final destination. This also reflects the need
to ensure that critical ground links within the ASIA/PAC
regions are capable of handling this information efficiently.
29. One important factor with air-ground traffic is the
generation of routing information caused by aircraft that will
move between various ATN routing domains. As aircraft
move through various coverage media and FIR boundaries,
the ATN routing backbone will be notified of the changing
routing data for each mobile aircraft in the region. To allow
this routing information to be propagated within the region
will require a minimum number of backbone routers to be
implemented which protect all other ATN routers form being
inundated with routing information.
[ASIA/PAC ATN transition plan]
NAVIGATION
General
30. The plan and details of operational requirements
for radio navigation aids are contained in Table CNS 3 and
associated charts of Part IV of the FASID.
ASIA/PAC BASIC ANP
31. States should continue to provide ICAO with
information on their flight inspection activities for inclusion
in the ASIA/PAC Catalogue of Flight Inspection Units and
circulation to States in the ASIA/PAC regions and to the
ASIA/PAC Air Navigation Planning and Implementation
Regional Group (APANPIRG).
[ASIA/PAC/3, Conc. 12/8]
32. The development of the radio navigation aids plan,
and its subsequent documentation in relevant air navigation
plan (ANP) publications, defines the respective radio
navigation aid requirements at each location without reference
to discrete frequency assignments. The ICAO Regional Office
will continue to maintain its frequency selection and coordination
role, including the maintenance and promulgation of
Frequency Lists Nos. 1 and 2 in a timely and periodic manner.
[ASIA/PAC/3, Conc. 12/9]
Radio navigation aid requirements
33. States that have not yet done so should install VHF
omnidirectional radio range (VOR) supplemented by distance
measuring equipment (DME) as the primary aid for en-route
navigation and, except in specified circumstances, delete any
parallel requirement for a non-directional radio beacon
(NDB) from the ANP.
[ASIA/PAC/3, Rec. 5/22]
SURVEILLANCE
General
34. The plan and details of operational requirements
for surveillance are contained in Table CNS 4A of Part IV of
the FASID.
35. Surveillance systems for terminal and en-route ATC
purposes should be installed, maintained and operated at
international aerodromes and en-route area control centres
whenever it is necessary to improve the safe and expeditious
handling of air traffic and wherever the traffic density and
associated complexity of operations, system delays, meteorological
conditions and/or transition from oceanic to continental
airspace would justify these installations.
[ASIA/PAC/3, Rec. 5/28]
36. Where different systems are used for navigation and
position determination within the same controlled airspace, the
ground facilities involved should be collocated and/or

CNS
orientated so as to provide compatible flight paths and to
ensure, as far as practicable, a fully integrated ATC pattern.
[ASIA/PAC, Rec. 7/14]
37. The ASIA/PAC regions are characterised by the
use of:
a) secondary surveillance radar (SSR) Mode A, C and, in
the near future, Mode S in some terminal and highdensity
continental airspace;
b) ADS in some parts of the ASIA/PAC regions; and
c) the diminishing use of primary radar.
38. ADS is becoming available over the oceanic and
continental airspace of the ASIA/PAC regions. SSR
(augmented as necessary with Mode S) will continue to be
used in terminal areas and in some high density airspace.
Automatic Dependent Surveillance (ADS)
Coordination of activities related
to the implementation of ADS
39. The introduction of air-ground data links, together
with sufficiently accurate and reliable aircraft navigation
systems, presents the opportunity to provide surveillance
services in areas lacking such services in the present
infrastructure, in particular oceanic areas and other areas
where the current systems prove difficult, uneconomic, or
even impossible, to implement. ADS is a function for use by
ATS in which aircraft automatically transmit, via a data link,
data derived from on-board navigation systems. As a
IV-5
minimum, the data should include the four-dimensional
position. Additional data may be provided as appropriate. The
ADS data would be used by the automated ATC system to
present information to the controller. In addition to areas
which are at present devoid of traffic position information
other than pilot-provided position reports, ADS will find
beneficial application in other areas including high-density
areas, where ADS may serve as an adjunct and/or backup for
SSR and thereby reduce the need for primary radar. Also, in
some circumstances, it may even substitute for secondary
radar in the future. As with current surveillance systems, the
full benefit of ADS requires supporting complementary twoway
pilot-controller data and/or voice communication (voice
for at least emergency and non-routine communication).
40. States should closely cooperate in the development
of procedures for the implementation of ADS in the
ASIA/PAC regions and participate to the extent possible in
trials and demonstrations related to the implementation of
ADS.
[ASIA/PAC/3, Conc. 14/21]
Secondary surveillance radar (SSR)
Implementation of surveillance
systems
41. Implementation of surveillance systems should be
pursued as an enhancement to ATS where so required and the
use of SSR alone, in accordance with the procedures in the
Regional Supplementary Procedures (Doc 7030), should be
considered as a cost-effective alternative to primary
surveillance radar.
[ASIA/PAC/3, Rec. 14/20]

IV-A1
Attachment A
LANDLINE TELETYPEWRITER (LTT)
CIRCUIT PERFORMANCE
Instructions for use of the form
1. The serviceability of the circuit should be given to the
nearest 7½ minutes.
2. The copies of the form should be dispatched to the other
States concerned as soon as possible, but in no case later
than the fourteenth day of the following month.
3. Data should be entered only for the reception over the
circuit concerned. When the circuit is “IN”, insert the
figure in the appropriate square. When the circuit is
“OUT”, insert the cause of outage according to the
“outage code”.
4. The serviceability percentage can be computed by
dividing the number of minutes the circuit is in operation
by the total in a particular month, and multiplying by 100.
5. The term “outage” means communications circuit failure.
6. When the term “other” is used to indicate outages on the
chart, additional information should be provided to
define the cause of the outage.

CNS
IV-A3
LANDLINE TELETYPEWRITER CIRCUIT PERFORMANCE CHART
Receiving station:
% of circuit availability for the month:
Transmitting station:
Circuit No.:
Month:
Year:
Time Dates Time
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
0000 0000
0100 0100
0200 0200
0300 0300
0400 0400
0500 0500
0600 0600
0700 0700
0800 0800
0900 0900
1000 1000
1100 1100
1200 1200

IV-A4
ASIA/PAC BASIC ANP
Time Dates Time
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
1300 1300
1400 1400
1500 1500
1600 1600
1700 1700
1800 1800
1900 1900
2000 2000
2100 2100
2200 2200
2300 2300
2400 2400
Daily % Daily %
Outage legend:
Leased
Line between COM centre
Equipment RX
Equipment TX
Other
circuit
and comon carrier terminal
terminal COM centre
terminal COM centre

IV-B1
Attachment B
AFTN CIRCUIT LOADING STATISTICS
Instructions for use of the form
1. Originating station: Insert the name and four-letter
location indicator of the station reporting the statistics.
2. Correspondent station(s):Insert the name and four-letter
location indicator of the distant end station of the circuit
(in case of multipoint circuits, list all distant end stations
and their four-letter location indicators).
3. Signalling speed: Transmission speed in Baud or bits per
second.
4. Number of channels: List the number of channels on a
direct AFTN circuit between the originating and
correspondent stations indicated on the form. If there is
more than one channel on a circuit, data to be indicated in
the respective columns for each channel should be added
separately, and an average figure should be indicated in
the respective columns.
5. Average loading: Total the daily input/output percentage,
as applicable, by the number of days sampled and enter
the result as a percentage in the respective column.
6. Date: Date that the traffic sample was taken (dd/mm/yy).
7. Peak hourly: Insert data for the peak hour of each day for
both received (input) and transmitted (output) in the
respective columns.
8. Total daily: Total number of characters received and sent
for each day to be entered in the respective daily
input/output columns.
9. Percent hourly/daily: Calculate utilization sent and
received, hourly and daily.
a) To calculate hourly percentage, divide the peak hour
character count (input/output) separately by the
effective circuit capacity (listed below). Multiply the
result by 100. Enter this figure as the percentage in
the respective column.
b) To calculate daily percentage, divide the total daily
character count (input/output separately), by the
effective circuit capacity (listed below x 24). Multiply
the result by 100 and enter this figure as a daily
input/output percentage in the respective columns.
c) The effective circuit capacities below are based on the
code set used.
ITA-2 Code
Signalling speed
(Baud)
Effective characters/hour
50 24 000
75 36 000
100 48 000
150 72 000
300 144 000

IV-B2
ASIA/PAC BASIC ANP
IA-5 Code, Asynchronous (1 stop bit)
Signalling speed
(bits/s)
Effective characters/hour
Without protocol CAT B protocol (93%)*
300 108 000 100 400
600 216 000 200 880
1 200 432 000 401 760
2 400 864 000 803 520
4 800 1 728 000 1 607 040
9 600 3 456 000 3 214 080
IA-5 Code, Synchronic
Signalling speed
(bits/s)
Effective characters/hour
CAT B protocol (93%)* HDLC (97%)**
2 400 1 004 400 1 047 600
4 800 2 008 800 2 095 200
9 600 4 017 600 4 190 400
X.25 Circuits
Signalling speed
(bits/s)
Per hour
Maximum number of bytes
Per day
9 600 4 320 000 103 680 000
64 000 28 800 000 691 200 000
* Actual characters per hour have been derated to 93 per cent to allow for protocol overhead.
** Actual characters per hour have been derated to 97 per cent to allow for protocol overhead.

CNS
IV-B3
AFTN CIRCUIT LOADING STATISTICS
Originating station: (name)
Correspondent station: (name)
Signalling speed:
Location indicator:
Location indicator:
Total number of channels:
Average loading: Input % Output %
AFTN centre / Station input
AFTN centre / Station output
Date
Peak
hourly
Percent
hourly
Total
daily
Percent
daily
Peak
hourly
Percent
hourly
Total
daily
Percent
daily

IV-C1
Attachment C
HARMFUL INTERFERENCE REPORT FORM
This form should be used in cases of harmful interference with aeronautical services and only in those instances where the
procedure outlined in the ITU-R Radio Regulations has not produced satisfactory results. The form should only be submitted
after at least the sections marked with an asterisk have been completed.
* State or organization submitting report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
* 1. Frequency of channel interfered with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
* 2. Station or route interfered with . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
* 3. Is the interference persistent? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
* 3.1 Date, time, altitude and position at which interference was observed:
Date Time (GMT) Altitude Position
Note.— Report forms should not be sent unless the interference has been observed a sufficient number of times to justify
setting international administrative machinery into motion, or unless it is considered to be endangering a radio navigation
or safety service.
4. Has your administration already applied, regarding this case of interference, any part(s) (state which) of the ITU
procedures laid down in Article S15 of the ITU-R Radio Regulations?
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
* 5. Call sign of IS (IS = interfering station) (See note below.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6. Name of IS corresponding to the call sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7. Notified frequency on which IS should operate (if known) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8. (a) Approximate frequency of IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . kHz/MHz (circle applicable abbreviation)
(b) Strength of IS (QSA or SINPFEMO — See ICAO Doc 8400) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

IV-C2
ASIA/PAC BASIC ANP
9. Class of emission of IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10. Language used by IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11. Call sign of station in communication with IS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Note.— If the call sign referred to in 5 could not be received, or if the call sign received is not in the international series
and cannot be interpreted, the report form should not be sent unless at least one of the questions under 12, 13 and 14 can be
answered.
12. Location of the IS (accurate or approximate coordinates) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13. Country where interfering station is believed to be located . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14. Bearing (in degrees true) of the IS (with indication of location of D/F station) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITU DEFINITION OF HARMFUL INTERFERENCE
Harmful interference: interference which endangers the functioning of a radionavigation service or of other safety services
or seriously degrades, obstructs, or repeatedly interrupts a radiocommunication service operating in accordance with these
Regulations.

V-1
Part V
AIR TRAFFIC MANAGEMENT (ATM)
INTRODUCTION
1. This part of the Asia and Pacific (ASIA/PAC) Basic
Air Navigation Plan contains elements of the existing
planning system and introduces the basic planning principles,
operational requirements and planning criteria related to air
traffic management (ATM) as developed for the ASIA/PAC
regions.
2. As a complement to the Statement of Basic
Operational Requirements and Planning Criteria (BORPC)
set out in Part I, Part V constitutes the stable guidance
material considered to be the minimum necessary for
effective planning of ATM facilities and services in the
ASIA/PAC regions. A detailed description/list of the
facilities and/or services to be provided by States in order to
fulfil the requirements of the plan is contained in the
ASIA/PAC Facilities and Services Implementation Document
(FASID). During the transition and pending full
implementation of the future communications, navigation and
surveillance/air traffic management (CNS/ATM) system, it is
expected that the existing requirements will gradually be
replaced by new CNS/ATM system-related requirements.
Further, it is expected that some elements of CNS/ATM
system will be subject to amendment, as necessary, on the
basis of experience gained in their implementation.
3. The Standards, Recommended Practices and
Procedures to be applied are contained in:
a) Annex 2 — Rules of the Air;
b) Annex 6 — Operation of Aircraft;
c) Annex 11 — Air Traffic Services;
d) Procedures for Air Navigation Services — Air Traffic
Management (Doc 4444);
e) Procedures for Air Navigation Services — Aircraft
Operations (Doc 8168); and
f) Regional Supplementary Procedures (Doc 7030).
4. Background information of importance in the
understanding and effective application of this part of the plan
is contained in the Report of the Third Asia/Pacific Regional
Air Navigation Meeting (Doc 9614, ASIA/PAC/3 (1993)).
5. The elements of the material referred to above are
presented in the following paragraphs under the headings of
Airspace Management (Part V.I — ASM), Air Traffic Services
(Part V.II — ATS) and Air Traffic Flow Management
(Part V.III — ATFM), with appropriate cross-references to
ASIA/PAC/3 recommendations and conclusions.
OBJECTIVES OF AIR TRAFFIC
MANAGEMENT
General
6. The primary objective of an integrated ATM system
in the ASIA/PAC regions is to enable aircraft operators to
meet their planned times of departure and arrival and adhere
to their preferred flight profiles with minimum constraints
and with no compromise to safety. To accomplish this, the
technologies afforded through new CNS systems will have to
be fully exploited through international harmonization of
ATM standards and procedures. From the aircraft operator’s
point of view, it is desirable to equip aircraft operating
internationally with a minimum set of avionics usable
everywhere. Additionally, many of the expected service
improvements cannot be meaningfully implemented by one
State, but must be implemented in contiguous regions.
Therefore, the ATM regional concept of providing ATM over
expanded areas must be pursued.

V-2 ASIA/PAC BASIC ANP
Elements of the ATM system
7. The envisaged ATM system in the ASIA/PAC
regions will consist of several sub-elements; these are:
airspace management (ASM), air traffic services (ATS), air
traffic flow management (ATFM) and the ATM-related
aspects of flight operations. These sub-elements will evolve
and take on different roles, mainly because they will integrate
into a total system. Rather than viewing ground and air as
separate functions, the ATM-related aspects of flight
operations will be fully integrated as a functional part of the
ATM system. Ultimately, this interoperability and functional
integration into a total system is expected to yield a synergy
of operations that does not currently exist. Through the use of
data link for data interchange between elements of the ATM
system, this functional integration will be accomplished.
Air traffic flow management
11. The objective of ATFM is to ensure an optimum
flow of air traffic to or through areas during times when
demand exceeds or is expected to exceed the available
capacity of the ATC system. The ATFM system in the
ASIA/PAC regions should therefore reduce delays to aircraft
both in flight and on the ground and prevent system overload.
The ATFM system will assist ATC in meeting its objectives
and achieving the most efficient utilization of available
airspace and airport capacity. The ATFM system in the
ASIA/PAC regions should also ensure that safety is not
compromised by the development of unacceptable levels of
traffic congestion and, at the same time, assure that traffic is
managed efficiently without unnecessary flow restrictions
being applied.
Airspace management
8. The objective of ASM is to maximize, within a given
airspace structure, the utilization of available airspace by
dynamic time-sharing and, at times, segregation of airspace
among various categories of users based on short-term needs.
It is also an adjunct to air traffic control (ATC) along the
same lines as ATFM.
9. In the seamless, global ATM system, ASM will not
be limited only to tactical aspects of airspace use. Its main
scope will be toward a strategic planning function of airspace
infrastructure and flexibility of airspace use.
Air traffic services
10. ATS will continue to be the primary element of
ATM in the ASIA/PAC regions. ATS is composed of several
sub-elements: alerting service, flight information service
(FIS) and ATC. The primary objective of ATC service is to
prevent collisions between aircraft and between aircraft and
obstructions on the manoeuvring area, and to expedite and
maintain an orderly flow of air traffic. The objective of FIS
is to provide advice and information useful for the safe and
efficient conduct of flights. The objective of the alerting
service is to notify appropriate organizations regarding
aircraft in need of search and rescue aid and assist such
organizations as required.
ATM system regional evolution and
implementation timelines
12. Although changes in the ATM system in the
ASIA/PAC regions will be implemented in an evolutionary
manner, the design of the emerging system should allow for
the implementation of a series of well-planned and feasible
improvements with a favourable cost-benefit ratio. The ATM
system should satisfy user needs while meeting safety,
capacity, efficiency, regularity and environmental protection
requirements. The implementation plan should allow for
incremental improvements, so that the services provided are
appropriate to given applications and areas, thereby ensuring
homogeneous, continuous and effective service from gate-togate.
A well-planned implementation schedule is also
essential to guarantee an interface between adjacent systems
so that boundaries remain transparent to airspace users.
13. The evolution of ATM in the ASIA/PAC regions
has been planned on the basis of an integrated regional
infrastructure. This is accomplished through planning based
on a series of homogeneous areas and major international air
traffic flows. Nine areas have been identified, taking into
consideration the varying degrees of complexity and diversity
in the region. A high-level view of ATM system implementation
is depicted in the Asia Pacific Regional Plan for the
New CNS/ATM Systems (ASIA/PAC Document 007/4).

ATM V-3
Part V.I
AIRSPACE MANAGEMENT (ASM)
OBJECTIVES OF ASM
14. Best use of airspace and airport capacity requires an
efficient airspace structure which permits collaboration
planning between the aircraft and the ground ATM system.
The airspace structure should be capable of dynamically
adapting to changing circumstances and also accommodating
the capabilities and desires of the airspace users, utilizing all
available data.
15. The careful monitoring and efficient coordination
of airspace use is essential to ATM. Therefore, the main
objective of ASM is the avoidance of permanent reservation
of parts of the airspace for one particular user. This applies to
all airspace, but the objective is of special importance in
airspace where the ATM system is based on a less rigid track
structure, as opposed to a fixed network of ATS routes. When
airspace user requirements conflict, resolution should be
accomplished through coordination among all parties
concerned with a view to sharing airspace when possible and
keeping the exclusive use of blocks of airspace to a minimum.
Finally, close cooperation should result in information being
readily available on expected and actual utilization of
temporarily reserved airspace. The principles below highlight
the main points of effective ASM:
a) airspace use should be carefully coordinated and
monitored in order to cater for the conflicting legitimate
requirements of all users and to minimize any constraints
on operations;
b) when it is unavoidable to segregate different categories of
traffic, the size, shape and regulation category of airspace
should be tailored to the minimum required to protect the
operations concerned;
c) permanent segregation of airspace should be avoided in
favour of flexible use of airspace; however, where it is
necessary to cater for specific flight operations (e.g.
military), reservation of airspace for such events should be
limited in time and space to the minimum required; and
d) efficient communications should be provided between the
entities providing services to air traffic, in order to
enhance civil/military coordination in real time.
16. The aim of airspace sectorization should be to
develop an optimum airspace configuration, in combination
with the use of other suitable methods for increasing ATM
system capacity.
17. In order to accomplish this aim, the following
functions are necessary:
a) collection and evaluation of all requests that require
temporary airspace allocation;
b) planning and allocation of the required airspace to the
users concerned where segregation is necessary;
c) activation and de-activation of such airspace within
narrow time tolerances, in close cooperation with ATS
units and civil or military units concerned; and
d) dissemination of detailed information, both in advance
and in real time, to all parties concerned.
GENERAL GUIDELINES
A cooperative approach to ASM
18. Taking into account the evolutionary introduction of
CNS/ATM systems, States and the ASIA/PAC Air Navigation
Planning and Implementation Regional Group (APANPIRG)
should give consideration to cooperative efforts for introducing
more efficiency in ASM, particularly in optimizing routings
and transfer points, in order to decrease pilot and controller
workload and facilitate the safe, orderly and expeditious flow
of air traffic resulting in economy for airspace users.
Civil/military coordination
[ASIA/PAC/3, Rec. 5/13]
19. In order to achieve optimum civil/military
coordination and joint use of airspace with a maximum
degree of safety, regularity and efficiency of international
civil air traffic, States should:
a) establish appropriate civil/military coordination bodies to
ensure, at all levels, the coordination of decisions relating
to civil and military problems of ASM and ATC;

V-4 ASIA/PAC BASIC ANP
b) make known to military authorities the existing ICAO
provisions (Assembly Resolution A32-14, Appendix P
and Annex 11, 2.16 and 2.17) and guidance material
(Manual Concerning Safety Measures Relating to
Military Activities Potentially Hazardous to Civil Aircraft
Operations (Doc 9554) and Manual Concerning
Interception of Civil Aircraft (Doc 9433)) related to
civil/military coordination and promote familiarization
visits by military personnel to ATS units;
c) arrange permanent liaison and close coordination between
civil ATS units and relevant military operational control
air defence units, in order to ensure the daily integration
or segregation of civil and military air traffic operating
within the same or immediately adjacent portions of
airspace, employing civil and/or military radars as
necessary, and to obviate the need for civil aircraft to
obtain special “air defence” clearances; and
d) take the necessary steps to prevent, as far as possible,
penetration of controlled airspace by military aircraft
without coordination with the ATC unit concerned.
20. In support of Annex 11, 2.16, civil/military
cooperation guidelines, developed for the purpose of assisting
States in the improvement and efficiency of airspace
management by civil and military authorities within the
region, are included in the Air Traffic Services Planning
Manual (Doc 9426), Part II, Chapter 11.
Contingency planning
21. In accordance with Doc 9426, each State shall
establish a contingency plan covering all possible situations
that would cause disruption to air traffic flow in the airspace
of its responsibility. It is the State’s responsibility to
coordinate with other States who are expected to provide the
support services in the event of a contingency situation. The
Contingency Plan shall be prepared in advance and submitted
to ICAO Headquarters through the Asia/Pacific Regional
Office for review and approval by the President of the ICAO
Council on behalf of the Council. The contingency plan
should be updated at regular intervals as required.
22. Implementation of the contingency plan is needed
when the services are disrupted. However, before implementation,
there is a need for verification by the State concerned
that all conditions envisaged in the contingency plan are met,
e.g. that there has been no change to the services provided in
adjacent FIRs and that those services will not be affected.
Any amendments to the approved plan will need to be further
approved by ICAO.
23. As implementation of a contingency plan
constitutes a temporary deviation from the services to be
provided in accordance with the regional air navigation plan,
approval by the President of the Council, on behalf of the
Council, will be necessary prior to implementation.
24. It is recognized that in some cases the short time
required for approval of implementation of a contingency plan
may be insufficient, e.g. in case of natural disasters. Implementation
of a contingency plan (without changes) prior to
approval of that implementation may be necessary. However,
in such cases ICAO should be informed immediately.
Promulgation of prohibited,
restricted and danger areas
[ASIA/PAC/3, Rec. 5/14]
25. States should refrain, to the extent possible, from
establishing prohibited, restricted or danger areas, bearing in
mind that, in accordance with Annex 15, prohibited areas or
restricted areas may only be established over the territories of
a State and not over international waters, and apply the
following principles when the establishment of prohibited,
restricted or danger areas becomes unavoidable:
a) give due regard to the need not to prejudice the safe and
economical operation of civil aircraft;
b) provide adequate buffer, in terms of time and size, within
the designated area, appropriate to the activities to be
conducted;
c) use standard ICAO terminology in designation of the areas;
d) promulgate information regarding the establishment and
day-to-day use of the areas well in advance of the
effective date(s);
e) arrange for the closest possible coordination between
civil ATS units and relevant units responsible for
activities within the restricted or danger areas so as to
enable the ATS units to authorize civil aircraft to traverse
the areas in emergencies, to avoid adverse weather and to
indicate whenever the restrictions do not apply or the
areas are not active; and
f) review the continuing need for the prohibited, restricted
or danger areas at regular intervals.
26. When reservation of airspace outside territorial
limits becomes unavoidable, it should be of a temporary
nature and States should apply the following principles:

ATM V-5
a) prior to requesting the establishment of a temporary
airspace reservation, the requesting authority shall obtain
full information on the likely effect of such a reservation
on air traffic. Such information shall include areas of high
traffic density which may exist in the vicinity or at the
planned location of the airspace reservation, as well as
information on peak periods of traffic operating through
such areas. In the light of that information, the requesting
authority should, to the extent possible, select the site of
the airspace reservation, and the time and duration so that
this will have the least effect on normal flight operations
conducted in the area in question;
b) in specifying the extent of a requested temporary airspace
reservation and its duration, the requesting authority shall
limit the size of the area to the absolute minimum
required to contain the activities intended to be conducted
within that area, taking due account of:
1) ATS route structure and associated airspace
arrangement;
2) operational requirements of civil aircraft;
3) the navigation capability of aircraft or other vehicles
within the airspace reservation;
4) the means available to monitor those activities so as
to guarantee that they will be confined within the
airspace reservation;
5) the ability to interrupt or terminate activities;
c) the duration of the airspace reservation shall be limited,
taking a realistic account of preparation of the activities
and the time required to vacate the reservation after the
completion of the activities; and
d) the actual use of the temporary airspace reservation shall
be based on appropriate arrangements made between the
ATS unit normally responsible for the airspace and the
requesting authority. Such arrangements shall be based on
the general agreement reached previously between the
competent ATS authority or ATS authorities and the
requesting authority. They should, inter alia, cover:
1) the start of the use of the temporary airspace
reservation;
2) the termination of its use;
3) emergency provisions in case of unforeseen events
affecting the activities to be conducted within the
temporary airspace reservation.
27. When developing the plans for future ATS systems,
prime consideration should be given to the creation of a
flexible ASM system capable of integrating the requirements
of all categories of users in the most effective manner.
Designation of flight information regions (FIRs)/
upper flight information region (UIRs)
[ASIA/PAC/3, Rec. 5/26]
28. The term “flight information region (FIR)” should
continue to be applied in those cases where the lateral limits of
an FIR in the lower and upper airspace are the same and where
the service is provided by the same ATS unit. The term “upper
flight information region (UIR)” should be applied to describe
upper airspace only in those cases not covered above.
Plane of division between
lower and upper FIRs
[ASIA/PAC, Rec. 7/1]
29. The plane of division between lower and upper FIRs,
when necessary, should be established uniformly at FL 245.
Identification of area control centres/
flight information centres (ACCs/FICs)
in voice communications
[ASIA/PAC/3, Rec. 5/27]
30. States having selected, in accordance with
Annex 11, 2.9.1, geographical names for their FIRs which are
cumbersome or difficult to pronounce in voice communications,
should select an abbreviated, contracted or simplified
version of the geographical name for use in the call sign of
the centre serving the FIR.
Avoidance of non-standard ATS
airspace terminology
[ASIA/PAC/3, Rec. 5/29]
31. In describing their airspace organization and ATS
units, States should avoid the use of non-standard terms such
as “sub-FIR” and “sub-FIC”. In cases where delegation of the
responsibility for providing FIS within a portion of an FIR is
found to be necessary in the interest of efficiency, the ATS
units to which the responsibility is designated should
continue to carry their normal designation (e.g. TWR, APP)
and, when necessary, the area to be served by such units
should be referred to as (name) sector of the FIR.

V-6 ASIA/PAC BASIC ANP
Establishment of a common, region-wide
transition altitude
[ASIA/PAC/3, Rec. 6/3]
32. The pursuit of a common, region-wide transition
altitude should be discontinued and States in the ASIA/PAC
regions, when establishing transition altitudes, should take
due account of transition altitudes in neighbouring States.
Furthermore, States in the ASIA/PAC regions should
establish transition altitudes above 10 000 ft.
reduced vertical separation minima (RVSM) operations, should
take into account material on RVSM published by ICAO.
Reduction in separation minima
[ASIA/PAC/3, Rec. 6/6]
38. States should implement CNS/ATM systems as
necessary to permit the application of a 10-minute separation
minimum on ATS trunk routes.
Delegation of responsibility for the provision
of ATS (for short distance ATS routes)
[ASIA/PAC, Rec. 7/9]
33. In cases where ATS routes traverse FIRs for short
distances and agreement cannot be reached on adjustment of
the FIR boundaries, the States concerned should attempt to
reach agreement regarding the delegation of responsibility for
the provision of ATS to flights along such route segments, so
as to reduce cockpit workload and the need for coordination
between the ATS units concerned.
ATS structure, ATS routes
and reporting points
34. The general objective of the ASIA/PAC airspace
structure is to move, in an evolutionary manner, towards a
seamless ATM environment based on the ASIA/PAC
CNS/ATM implementation plan. One of the principle aims of
this objective is to design an airspace structure based on
homogeneous ATM areas and major traffic flows to be
developed on the basis of the Asia/Pacific Regional Plan for
the New CNS/ATM Systems (ASIA/PAC Document 007/4).
35. The plan of ATS routes as shown in Table ATS 1
forms the ATS route network for the ASIA/PAC regions.
[ASIA/PAC/3, Rec. 5/19]
36. Whenever practicable, States in close coordination
with operators, should attempt to establish the most direct
routings between entry and exit points of terminal control
areas for aircraft in transit without landing.
[ASIA/PAC/3, Rec. 7/15]
Procedures for the approval of reduced
vertical separation minima (RVSM) operations
[ASIA/PAC/3, Conc. 6/5]
37. States, when developing criteria, programmes and
procedures for the approval of aircraft and operators for
Characteristics of control areas
39. The lateral and vertical limits of control areas to
encompass the ATS routes shown in Table ATS 1 should be
determined in accordance with the following criteria:
a) Lateral limits. To be determined by the States concerned
in consultation with the operators, taking full account of
the limitations of navigation aids available and the need
to allow for flexibility in the routing of aircraft to avoid
adverse weather, resolve traffic conflicts and employ
more direct routings when traffic and other conditions
permit. In establishing the width of airways, the following
planning principles should apply:
1) for ATS routes defined by a VHF omnidirectional
radio range (VOR), an overall system accuracy figure
should be assumed to be ±5 degrees;
2) for ATS routes defined by non-directional radio
beacons (NDB), the overall system accuracy should
be assumed to be ±7 degrees;
3) other overall accuracy figures may be used in the light
of flight check information or to meet specific national
criteria. Recognizing the variances which may exist in
the airborne equipment, however, any reduction in the
tolerances mentioned above should be made only after
consultation with the operators concerned;
4) the overall width of an airway defined by navigation
aids and serving a single ATS route should be not less
than 4 NM on either side of the track up to and
including 20 000 ft, and 5 NM on either side of the
track above 20 000 ft, unless the guidance material in
Annex 11 is found to be applicable;
5) the width of an airway which is not defined by
ground-based navigation aids may be increased to not
more than 50 NM on either side of the track.

ATM V-7
b) Vertical limits. To be determined by States in consultation
with the operators concerned taking into account all
operational requirements and the following criteria:
1) Upper limit. At least:
— for SST aircraft, approximately FL 660
— for turbo-jet aircraft, FL 460
— for turboprop aircraft, FL 360
— for aircraft with reciprocating engines, FL 255
2) Lower limit.
— FL 245 for control areas established only in the
upper airspace
— FL 55 for control areas over oceanic areas or 900
m (3 000 ft) for control areas above land and
adjacent territorial waters.
c) In applying the foregoing, States should:
1) ensure that the airspace allocations are adequate to
contain the type of operations to occur therein;
2) having satisfied 1), determine an adequate buffer
airspace;
3) in promulgating the airspace, include the selected
buffer within the controlled airspace boundary.
d) In connection with a), b) and c), attention should be
drawn to the PANS-ATM (Doc 444)4 which specify a
minimum track difference of 15 degrees between aircraft
using VOR and 30 degrees between aircraft using NDB
for separation at a distance of 15 NM or more from the
facility.
[ASIA/PAC/3, Rec. 5/12]
Uniformity in cruising levels
[ASIA/PAC/3, Rec. 6/1]
40. States that have not already done so should
implement, in the airspace under their jurisdiction, the table
of cruising levels as prescribed in Annex 2, Appendix 3.
Control of VFR flights in control zones
and terminal control areas
[ASIA/PAC/3, Rec. 5/30]
41. In terminal control areas and control zones where
traffic density so requires, ATC service should be applied to
all aircraft, including VFR traffic, in order to provide
separation in accordance with the provisions related to
airspace classification contained in Annex 11 for aircraft
executing arrival, departure, holding and noise abatement
procedures. Relevant procedures should be developed in
consultation with operators since this is a complex problem
greatly influenced by local conditions.
Aerodrome control service
Determination of transition altitudes
and transition levels
42. States in the area under consideration should:
a) ensure that all international aerodromes are assigned a
transition altitude and a transition level, as appropriate, in
accordance with the PANS-OPS (Doc 8168); and
b) publish corresponding procedures in their respective
Aeronautical Information Publication (AIP).
[ASIA/PAC/3, Rec. 6/2]
Establishment of standard arrival
and departure routes
43. States that have not already done so should
establish standard departure and arrival routes wherever
necessary, taking into account relevant provisions in
Annex 11, Appendix 3 and guidance material in Doc 9426.
[ASIA/PAC/3, Rec. 5/20]
Air traffic advisory service
[ASIA/PAC, Rec. 7/27]
44. Where air traffic advisory service is implemented
on international ATS routes, it should be provided on an
interim basis only, when facilities or personnel are not yet
fully adequate for permitting the immediate introduction of
ATC service. Such service should be converted to ATC
service at the earliest time possible.

V-8 ASIA/PAC BASIC ANP
IMPLEMENTATION
Implementation and promulgation
of ATS routes
[ASIA/PAC/3, Rec. 14/13]
45. Those new or modified ATS routes as shown in
Table ATS 1 should be established as soon as possible,
except for such routes where no immediate operational
requirements exist, or where the alignment is subject to
negotiations. The latter routes should be implemented as soon
as international aircraft operations are introduced or, as
applicable, when the negotiations have been completed.
46. Implementation of ATS routes or segments of ATS
routes extending into the airspace of an adjacent State should
be effected at a common agreed date among States concerned.
47. States should endeavour to urgently implement
those facilities required for the implementation of all ATS
routes.
48. States should implement, to the extent possible,
RNAV routes.
Part V.II
AIR TRAFFIC SERVICES (ATS)
GENERAL
Repetitive flight plans
[ASIA/PAC/3, Rec. 6/12]
49. States should implement the system of repetitive
flight plans (RPLs) in areas where RPLs are not used at
present but where such use may be beneficial to both ATS
and operators.
Air traffic incident reporting
[ASIA/PAC/3, Rec. 6/14]
50. States that have not already done so should:
a) implement procedures for the timely reporting of air
traffic incidents;
b) publish reporting procedures in their AIPs and relevant
ATS documents and make the model ATS Incident Report
Form available at ATS units including those offices used
for pre-flight and post-flight pilot briefing;
c) establish procedures for the investigation of causes and
circumstances concerning significant air traffic incidents;
and
d) emphasize, in national documentation, the need for rapid
notification of the results of investigations to all parties
concerned including pilots, aircraft operators, ATS units,
ICAO and other affected States or agencies.
Expression of altimeter settings
in air-ground communications
[ASIA/PAC/3, Rec. 6/19]
51. States, due to the continuing use of millibars and
inches of mercury in some States in air-ground
communications concerning altimeter settings should:
a) give particular emphasis in instructions issued to their
ATC and communications personnel to the need to apply
correct radiotelephony phraseologies when transmitting
altimeter setting information to aircraft and to specify, on
a routine basis, the unit of measurement employed;
b) invite the attention of operators and pilots to the need to
ascertain whether altimeter setting information is given in
hectopascals (millibars) or in inches of mercury.

ATM V-9
FLIGHT INFORMATION SERVICE
(Charts ATS 1 and ATS 2)
Interception of civil aircraft
[ASIA/PAC/3, Rec. 5/15]
52. States that have not yet done so should ratify, as soon
as possible, the Protocol incorporating Article 3 bis into the
Chicago Convention as established in Assembly Resolutions
A25-1 and A25-2.
Reduction of the need to intercept
civil aircraft
[ASIA/PAC/3, Rec. 5/16]
53. States should examine the adequacy of present
regulations and administrative directives, promulgated
information and arrangements for communications and coordination
between ATS units and intercept control units, as
well as between ATS units serving adjacent areas, with the
objective of eliminating or reducing the need for interception
of civil aircraft.
Publication of information in AIPs
[ASIA/PAC/3, Rec. 5/17]
54. States that have determined that there is a risk of
interception in case of penetration of certain areas adjacent to
ATS routes, should include in their AIPs, as soon as possible,
text relating to the potential risk of interception, including the
navigation requirements to keep clear of the area.
55. States that have not determined the existence of
interception risk, but which are affected by a situation of this
nature, should adopt, as soon as possible, all measures which
may be necessary to comply with the indications referred to
in 53.
56. States that possess the facilities to monitor deviations
from track which may involve the possibility of penetrating
airspaces where interception procedures are implemented,
should include in their AIPs that such deviations will be
communicated to the aircraft concerned.
57. AIS units should prepare a separate pre-flight
bulletin on dangers to air navigation with details on activated
areas, for distribution to flight crews and operations
personnel.
Operational letter of agreement between
ATS and military units
[ASIA/PAC/3, Rec. 5/18]
58. In order to facilitate uniformity in the application of
ICAO Standards and Recommended Practices relating to the
interception of civil aircraft, States should, as far as possible,
when establishing agreements between ATS units and
between ATS units and appropriate military units, use, to the
extent possible, the model letter of agreement appearing at
Appendix B to Doc 9433.
VOLMET
[ASIA/PAC/3, Rec. 5/24]
59. The HF radiotelephony VOLMET broadcast plans
for the ASIA/PAC regions are presented in FASID
Table ATS 2 and FASID Chart ATS 4.

V-10 ASIA/PAC BASIC ANP
Part V.III
AIR TRAFFIC FLOW MANAGEMENT (ATFM)
GENERAL PRINCIPLES
OF THE ATFM SERVICE
61. In airspaces with high volumes of air traffic, ATFM
is needed to support ATM as a planning tool by providing for
an optimum flow of air traffic to or through areas during times
when demand exceeds or is expected to exceed, the available
capacity of the ATM system. The oceanic ATFM service
should be interfaced with domestic ATFM organizations/units
to provide maximum harmonization.
62. When operationally required, the APANPIRG
should develop appropriate procedures for the provision of
the ATFM service within the ASIA/PAC regions to cater for
the requirements of flights to and from FIRs in the regions
and adjacent to it. To achieve this, the following basic
principles should be covered in the future ATFM system:
a) pro-active ATFM requires the ability to dynamically
interact with the strategic planning of traffic flows.
Therefore, ATFM in the ASIA/PAC regions should be
interfaced with the overall ATFM strategies in other
regions. To this end, the ATM system should also be
capable of adjusting to the varying requirements;
b) re-active ATFM is required to take account of short-term
contingencies. The ATM system should be able to react
quickly and provide early information and advice to the
controller and the pilot of the best tactical response
necessary to achieve ATFM objectives;
c) data should be collated on likely future demand using
historical information, planned development by airports
and airlines, aircraft manufacturers, plus the economic
forecasts and trends in States of the regions;
d) a recognized and common methodology for the
assessment of the capacity of the current and planned
ATM system should be developed to include sector
capacities and in particular “choke” points;
e) regions should consider the introduction of a centralized
flow management unit; and
f) where more than one flow management unit exists, plans
to harmonize procedures and practices with adjacent units
should be developed.

V-A-1
Appendix A
TABLE ATS 1 — ATS ROUTES
EXPLANATION OF THE TABLE
Routes are listed consecutively, in alphabetical order, beginning with the lower ATS routes and followed by the upper ATS
routes.
The designator of each ATS route is shown above the route.
Significant points defining the ATS routes are given. Only prominent locations have been listed. Additional points where facilities
are provided to complete navigational guidance along a route, but not otherwise marking significant characteristics of the route
(change of heading of centre line, intersection with other routes, etc.) have normally not been included. Locations shown in
parentheses indicate significant points outside the ASIA/PAC regions.

ATM
V-A-3
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
A1
LIMLA 1546.0N 09836.0E
BANGKOK
UBON
DANANG
BUNTA, 1650.0N 10923.7E
IKELA 1839.7N 11214.7E
CHEUNG CHAU
ELATO, 2220.0N 11730.0E
MAKUNG
TAIBEI
KAGOSHIMA
MIYAKE JIMA
A91
(KYAKHTA)
SERNA 5018.5N 10628.1E
ULAN BATOR
A201
LASHIO
AGARTALA
RAJSHAHI
MONDA, 2521.0N 08626.25E
PATNA
LUCKNOW
A202
BANGKOK
KORAT
SAVANNAKET, 1718.0N 10600.0E
VILAO, 1718.0N 10600.0E
DONGHOI
XONUS, 1804.2N 10714.0E
ASSAD, 1820.28N 10405.3E
SAMAS, 2030.3N 11029.7E
SIKOU, 2050.6N 11130.0E
CHEUNG CHAU
A204
YOROI 4500.5N 14147.1E
RISHIRI
AKSUN, 4545.1N 14054.3E
(SELTI), 4713.3N 14013.3E
MANADO
TARAKAN
TAWAU
PUPIS
PAGO PAGO
NIUE
A211
A212
A215
PORT MORESBY
MERAUKE
HASANUDDIN
KEVOK, 0425.0S 11500.0E
A216
COOKTOWN
AKMIP, 1200.0S 14448.6E
KIKORI
GUNNY, 0500.0N 14400.0E
RICHH, 1711.49N 14249.12E
HARBIN
(EKIMCHAN)
(MYS SHMIDTA)
BARROW
A218
A219
KARACHI
NAWABSHAM
KALAT, 2902.0N 06635.0E
SERKA, 2951.0N 06615.0E
KANDAHAR
(TERMEZ)
A220
CLUKK, 3605.0N 12450.1W
TAHITI
GUAM
ROTA IS
TINIAN IS
SAIPAN
GUAM
POHNPEI
KOSRAE
KWAJALEIN
JOHOR BAHRU
MERSING
A221
A222
A224
A325
PRATAPGARH
TASOP 2514.1N 07045.0E
KARACHI
JIWANI
A326
SHIGEZHUANG
OKTON, 3911.2N 11653.5E
TIANJIN
MAKNO, 3827.6N 12110.0E
SANKO, 3814.2N 12228.4E
DONVO, 3734.0N 12320.0E
AKARA, 3130.0N 12330.0E

V-A-4
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
A331
ZIGIE, 2419.0N 15717.5W
SEDAR, 4530.4N 12643.0W
A332
APACK, 2402.8N 15619.3W
AMITY, 2626.0N 15229.0W
HEMLO, 4318.2N 12640.8W
HAT YAI
KOTA BHARU
A334
A337
ADKAK, 3354.0N 14210.0E
TEGOD, 2100.0N 14512.0E
JUNIE, 1132.5N 14706.3E
KISME, 0500.0N 14805.4E
A338
CHRISTCHURCH
APORO, 0500.0S 17120.0E
BYRD
A339
PERTH
CURTIN
ELBIS, 0905.9S 12743.7E
SHREE, 0539.0N 13109.2E
KEITH, 2100.0N 13456.8E
SABGU, 2529.9N 13459.3E
MAKDA, 2716.0N 13551.2E
TAXON, 3000.0N 13714.5E
MIYAKEJIMA
A340
RAYONG
BISOR, 1221.0N 10247.0E
PHNOM PENH
KOTA KINABALU
SANDAKAN
ZAMBOANGA
A341
A342
COLD BAY
OLCOT, 5125.8N 16533.3E
A344
ROZAX, 0245.0S 11140.0E
SUMBAWA
A345
PYONGYANG
GOLOT, 4012.5N 12430.5E
FENGCHENG
KAIYUAN
HAILAR
KAGAK, 4916N 11806E
MANLI, 4935N 11727E
TELOK, 4938N 11722E
(CHITA)
HAMILTON IS
AUCKLAND
A346
A347
MUMBAI
BODAR 2236.3N 07413.3E
PRATAPGAPH
DELHI
A348
MELBOURNE
EAST SALE
NISEP, 4144.6S 15601.5E
A364
SHACHE
KASHI
KURUM, 4006.0N 07407.0E
A450
DENPASAR
HASANUDDIN
GUAM
WAKE
KATHS, 2104.6N 16123.4W
KABUL
GHAZNI
KANDAHAR
(ZAHEDAN)
(BANDAR ABBAS)
A453
A454
KARACHI
PARET 2527.2N 06451.5E
TAPDO 2424.0N 06120.0E
(VUSET)
A455
PESHAWAR
METAR 3406.0N 07128.0E
KOTAL 3406.0N 07109.0E
A456
AMRITSAR
LAHORE
MOLTA, 3012.0N 07236.2E
BINDO
A457
HAT YAI
TAMOS, 0632.2N 10024.0E
ALOR SETAR
PENANG
KUALA LUMPUR

ATM
V-A-5
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
JOHOR BAHRU
A460
KUQA
REVKI, 4232.5N 08013.2E
(KIRBALTABAY)
A461
DAWANGZHUANG
WEIXIAN
ZHOUKOU
HEKOU
LONGKOU
LILING
YINGDE
SHILONG
BEKOL, 2232.6N 11408.0E
CHEUNGCHAU
NOMAN, 2000.0N 11640.3E
MUMOT, 1859.8N 11749.4E
AVMUP, 1759.1N 11908.0E
SAN FERNANDO
CABANATUAN
MANILA
SAN JOSE
ZAMBOANGA
AMBON
DARWIN
ALICE SPRINGS
LEIGH CREEK
CALCUTTA
DHAKA
A462
AUCKLAND
KOLKATA
VISHAKAPATNAM
CHENNAI
COLOMBO
A465
A466
TERMEZ
AMDAR 3712.5N 06720.6E
KABUL
SANAM, 3305.0N 07003.0E
DERA ISMAIL KHAN
JHANG, 3116.0N 07218.0E
SAMAR, 3120.8N 07434.0E
ASARI, 3048.3N 07509.6E
DELHI
BIRATNAGAR
KATIHAR
CALCUTTA
A467
A468
KUQA
KAMUB, 4134.0N 07850.0E
HO CHI MINH
CONSON IS
A469
A470
CHIANG MAI
BANGKOK
HAT YAI
IPOH
BATU ARANG
KUALA LUMPUR
SINGAPORE
TINDAL
TAROOM
LORD HOWE IS
A464
CHEUNG CHAU
MAGOG, 2217.3N 11549.4E
SHANTOU
XINGLIN
FUQING
LIANJIANG
YUNHE
TONGLU
HANGZHOU
LISHUI
BANTA
PIXIAN

V-A-6
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
A472
KOTAL 3406.0N 07109.0E
METAR 3406.0N 07128.0E
BAREV 3406.0N 07135.0E
PESHAWAR
A474
DELHI
ASOVO
MUMBAI
MURUS, 0600.0S 06319.7E
(PLAISANCE)
A575
PYONGYANG
GOLOT, 4012.5N 12430.5E
FENGCHENG
DONGYANGJIAO
DAHUSHAN
CHAOYANG
ANDIN, 4106.0N 11843.5E
GUBEIKOU
FENGNING
EREN
INTIK, 4341.5N 11155.0E
SAINSHAND
ULAN BATOR
(KYZYL)
MEDAN
SINGAPORE
DENPASAR
CURTIN
ALICE SPRINGS
PARKES
SYDNEY
A576
A577
SHIKANG
KADET, 2100N 11934E
A578
TONIK, 3200.0N 14600.0E
POHNPEI
NAURU
TARAWA
FUNAFUTI
NADI
AUCKLAND
A579
SYDNEY
NADI
CARRP, 1904.4N 15935.0W
AUCKLAND
NAUSORI
APIA
A580
A581
BAGO
CHIANG MAI
CHIANG RAI
PONUK, 2018.8N 10023.0E
SAGAG, 2111.5N 10137.4E
BIDRU
KUNMING
MAGUOHE
QIANXI
HUAYUAN
LINLI
WUHAN
JOMALIG
CHINEN
KAGOSHIMA
IKISHIMA
BUSAN
SEOUL
A582
A583
CHEUNG CHAU
SABNO, 1859.1N 11550.7E
MAVRA, 1738.4N 11625E
AKOTA, 1627.7N 11708.0E
IBOBI, 1418.7N 11811.6E
REKEL, 1335.4E 11835.1E
LEGED, 1255.5N 11854.0E
TOKON, 1142.0N 11940.3E
ZAMBOANGA
TONGA
NIUE
APIA
FUNAFUTI
NAURU
KOSRAE
PALEMBANG
A584
A585
JAKARTA
PORT HEDLAND
CEDUNA
ADELAIDE
A586
INTOS, 3722.0N 13120.0E
BUSAN
JEJU
ERABU
NAHA
SUMBAWA
ALICE SPRINGS
A587
A588
DALIAN
WAFANGDIAN
WANGBINGOU
KAIYUAN
CHANGCHUN
HARBIN
SIMLI 5017.4N 12722.1E
A589
DELHI
BUTOP 2919.7N 07523.9E
ASARI 3048.3N 07509.5E
A590

ATM
V-A-7
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
JOMALIG
MINAMI DAITO
MIYAKE JIMA
KAGIS, 3549.0N 14234.0E
PABBA, 3700.0N 14400.0E
PASRO, 4817.1N 16040.5E
(AMOTT), 6054.0N 15121.6W
A591
QINGDAO
XUEJIADAO
LATUX, 3532.0N 12044.0E
MUDAL, 3651.0N 12322.0E
AGAVO, 3710.0N 12400.0E
A592
PUPIS, 1000.0S 17105.5W
APIA
VAVA'U
TONGA
TANGHEKOU
XILIUHETUN
SHIGEZHUANG
POTOU
PIXIAN
WUXI
SHANGHAI
NANHUI
FUKUE
FUKUOKA
IKISHIMA
JEJU
HUAIROU
HUAILAI
TIANZHEN
LIANGCHENG
BAOTOU
DENGKOU
YABRAI
A593
A595
A596

V-A-8
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
A597
GOBOH
KUSHIMOTO
MONPI, 2100.0N 14036.0E
GUAM
HONIARA
NOUMEA
AUCKLAND
BRISBANE
HONIARA
NAURU
MAJURO
A598
A599
CHITTAGONG
LINSO, 2322.5N 09855.0E
GENGMA
KUNMING
LUXI
BOSE
LAIBIN
GAOYAO
PINGZHOU
ZHULIAO
WONGYUAN
NANXIONG
GANZHOU
NANFENG
SHANGRAO
TONGLU
NANXUN
SHANGHAI
(IMLOT)
JIWANI
KARACHI
PRATAGARH
BHOPAL
JAMSHEDPUR
KOLKATA
A791
B200
ENKIP, 3547.0S 17730.0E
FICKY, 3133.6N 12123.5W
NIUE
AUCKLAND
UBON
PAKSE
PLEIKU
KATHMANDU
BAGDOGRA
GUWAHATI
SILCHAR
IMPAL
LASHIO
B201
B202
B203
B204
GOMES 1324.0N 10135.3E
SIEM REAP
B205
RAYONG
BOKAK 1257.5N 10230.0E
SIEM REAP
B206
URUMQI
FUKANG
ALTAY
GOPTO, 4905.5N 08728.0E
(AKTASH)
B208
HEFEI
FUYANG
ZHOUKOU
ZHENGZHOU
CHANGZHI
TAIYUAN
HOHHOT
NIXAL 4312.7N 11053.0E
MANDALGOBI
MUREN
B209
JAMSHEDPUR
KHAJURAHO
TIGER, 2828.8N 07214.9E
B210
TASOP, 2513.3N 07048.0E
NAWABSHAH
B211
MUMBAI
EPKOS 1653.1N 07407.2E
CHENNAI
LHASA
CHENGDU
B213
B214
NASAN
LADON 2106.2N 10258.0E
AKSAG 2049.1N 10027.3E
B215
DAWANGZHUANG
TAIYUAN
YINCHUAN
YABRAI
JIUQUAN
HAMI
FUKANG
URUMQI
KUQA
SHACHE
HONGQILAPU
PURPA, 3656.5N 07524.5E
GILGIT
ISLAMABAD

ATM
V-A-9
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
B218
KUNMING
SIMAO, 2243.1N 10058.2E
SAGAG, 2111.5N 10137.4E
VIENTIANE
LOEI
CHUM PHAE
PENANG
KOTA BHARU
BRISBANE
PORT MORESBY
B219
B220
B221
NINAS, 3100.0N 12215.0E
PINOT, 3125.2N 12214.2E
SAGUT, 3500.0N 12040.3E
XUEJIADAO
B223
(DABUR 5147.1N 14235.9E)
LUMIN 4545.0N 14150.3E
WAKKANAI
B326
HONIARA
CHOKO, 2022.6N 16053.0W
EREN
TUMURTAI
TIANZHEN
NANCHENGZI
WEIXIAN
PHNOM PENH
B328
B329
PAKSE
VILAO 1722.0N 10605.0E
NAM HA 2023.2N 10607.1E
B330
HONG KONG
TAMOT, 2221.5N 11352.0E
PINGZHOU
GAOYAO
DOUJIANG
QIANXI
FUJIACHANG
JINGTAI
YABRAI
MORIT, 4202.0N 10249.0E
NIDOR, 5029.4N 09125.8E
(NOVOKUZNETSK)
B331
CHEUNG CHAU
KAPLI, 2110.0N 11730.0E
HENGCHUN
B332
SANKO, 3814.2N 12228.4E
TOMUK, 3843.0N 12400.0E
PYONGYANG
SINSONGCHON
SONDO, 3947.0N 12713.6E
KANSU, 3838.0N 13228.5E
AUCKLAND
PORT MORESBY
BEIJING
TANGHEKOU
FENGNING
TONGLIAO
B333
B334
B337
(TAKHTOYAMSK)
ANIMO, 4508.3N 14337.8E
ASAHIKAWA
B338
MERSING
TEKONG
ANITO, 0017.0S 10452.0E
B339
ULAN BATOR
POLHO 4447.0N 11315.0E
FENGNING
LHASA
NONIM
TUMLINGTAR
KATHMANDU
BHARATPUR
BHAIRAHAWA
LUCKNOW
B345
B346
LUANG PRABANG
NOBER, 1516.6N 10040.1E
BANGKOK
B348
HENGCHUN
POTIB, 2100.0N 12045.5E
LAOAG
SAN FERNANDO
MANILA
TOKON, 1142.0N 11940.3E
PUERTOPRINCESA
OSANU, 0741.4N 11717.6E
KOTA KINABALU
BRUNEI
KAMIN, 0235.1N 10855.7E
SABIP, 0209.7N 10750.5E
TOMAN, 0121.5N 10547.0E
B349
BALI
POTIP, 2141.6S 12508.0E

V-A-10
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
SYDNEY
LORD HOWE IS
NORFOLK IS
PAGO PAGO
B450
B451
HAILAR
QIQIHAR
HARBIN
BISUN, 4314.0N 13111.8E
(VLADIVOSTOK)
IGROD, 4139.0N 13647.0E
KADBO, 3914.0N 13745.0E
B452
TONIK, 3200.0N 14600.0E
HONIARA
NADI
B453
MIDDLETON IS
KATCH, 5400.0N 13600.0W
DAASH, 4226.5N 12600.1W
B454
PAGO PAGO
RAROTONGA
TONYS, 3019.9N 12249.2W
B455
VAVA'U
NISEX, 1547.3S 17136.4W
WEWAK
JAYAPURA
B456
B459
MUMBAI
CLAVA, 0134.0N 06000.0E
(PRASLIN)
KHORAT
SAVANNAKET
B460
B462
MACKAY
HAMILTON IS
PORT MORESBY
KADAB, 0458.0S 14100.0E
BIDOR, 0400.0N 13130.0E
TACLOBAN
MANILA
CABANATUAN
LAOAG
MIYAKO JIMA
OKINAWA
BAGO
MANDALAY
LASHIO
CALCUTTA
CHITTAGONG
MANDALAY
LUANG PRABANG
HANOI
JOHOR BAHRU
BATU ARANG
CHENNAI
MUMBAI
NAWABSHAH
KANDAHAR
CHARN
B463
B465
B466
B467
GANGWON
INTOS, 3722.0N 13120.0E
KANSU, 3838.0N 13228.5E
NULAR, 4059.2N 13411.0E
(TEKUK), 4241.0N 13527.4E
VELTA 4529.0N 13710.0E
YEDINKA
B468
DIENBIEN
LADON 2106.2N 10258.0E
LUANG PRABANG
SINGAPORE
JAKARTA
CARNARVON
GERALDTON
PERTH
CAIGUNA
WHYALLA
GRIFFITH
SYDNEY
SINGAPORE
PANGKALPINANG
JAKARTA
B469
B470
B472
LIPA
ILO ILO
COTABATO
SELSO, 0400.0N 12616.0E
TOREX, 0724.0S 13335.0E
GOVE
NORMANTON
B473
LIPA
ROXAS
CAGAYAN-DE-ORO
DAVAO
SADAN, 0400.0N 12805.0E
CAIRNS
B474
SYDNEY
SANTO
NANUMEA
CHOKO, 2022.6N 16053.0W

ATM
V-A-11
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
B480
BRUNEI
DARWIN
KOTA KINABALU
JAKARTA
(RAZDOLIYE)
LETBI, 5011.9N 10330.6E
MORIT, 4202.0N 10249.0E
B575
B584
DENPASAR
ELANG, 0056.0S 11449.5E
KOTA KINABALU
VINIK, 0838.6N 11613.8E
CALCUTTA
COMILLA
AGARTALA
GUWAHATI
B593
AUCKLAND
TONGA
PAGO PAGO
TAIBEI
JEJU
SEOUL
B576
B577
NADI
WALLIS IS
APIA
PAGO PAGO
FICKY, 3133.5N 12123.5W
BRISBANE
NOUMEA
TAHITI
PHUKET
LANGKAWI
PENANG
B578
B579
B580
SYDNEY
NOUMEA
CHOKO, 2022.6N 16053.0W
B581
NADI
FICKY, 3133.5N 12123.5W
B583
B586
NOUMEA
SEKMO, 1949.1S 16229.3E
KAPKI, 1014.9S 14817.7E
PORT MORESBY
GUAM
OMLET, 2100.0N 14259.2E
TATEYAMA
B587
ST GEORGE
KOWANYAMA
OPABA, 0851.5S 13804.0E
TIMIKA
BIAK
RENAN, 0330.0N 13416.6E
ENDAX, 1415.0N 13000.0E
ATVIP, 2100.0N 12422.0E
HUALIEN
B589
PORT MORESBY
KAPKI, 1014.9S 14817.7E
BUKA
MAJURO
NOUMEA
PORT VILA
NAURU
SHANGHAI
TAIBEI
HENGCHUN
B590
B591
B592
TAHITI
KONA
B595
B596
RAROTONGA
DOVRR, 1843.0N 15740.0W
ERABU
TANEGASHIMA
SHIMIZU
B597
B598
DARWIN
THURSDAY IS
PORT MORESBY
KAPKI, 1014.9S 14817.7E
HONIARA
PORT VILA
NADI
NAUSORI
TONGA
RAROTONGA
NOUMEA
NADI
TAHITI
B599
B757
KATCH 5400.0N 13600.0W
CAPE NEWENHAM
NULUK 5822.9N 17706.1W

V-A-12
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
B932
BAMOK 5625.5N 17249.3E
(NETRI 4739.3N 15000.0E)
ODERI 4439.0N 14515.2E
MEMANBETSU
CHRISTMAS IS
COCOS IS
(PLAISANCE)
G200
G202
(BIRJAND)
KAMAR 3239.0N 06044.0E
DILARAM
KANDAHAR
ZHOB
RAHIM YAR KHAN
MIHO
BUSAN
G203
G204
ELNEX, 2938.0N 11925.0E
SHENGXIAN
ANDONG
SHANGHAI
G205
HAMILTON IS
GURNEY
JUNIE, 1132.6N 14706.3E
G206
DILARAM
KABUL
SABAR, 3537.0N 07131.0E
PURPA, 3656.5N 07524.5E
G208
MUMBAI
PARTY 2414.6N 07052.0E
KARACHI
PANJGUR
(ZAHEDAN)
LEARMONTH
CHRISTMAS IS
PALEMBANG
PANJGUR
KARACHI
MUMBAI
G209
G210
G212
(KHABAROVSK)
ARGUK, 4753.5N 13439.4E
HAIQING
JIAMUSI
HARBIN
TONGLIAO
GUBEIKOU
QINBAIKOU
NANCHENGZI
TAIYUAN
YIJUN
SANYUAN
XIAOYANZHUANG
NINGSHAN
WUFENGXI
FUJIACHANG
WEINING
MAGUOHE
KUNMING
G213
BIAK
BEKUB, 0350.0N 13845.0N
GUAM
G214
JIWANI
PANJGUR
RAHIMYAR KHAN
MOLTA, 3012.0N 07236.2E
G215
DUTCH HARBOR
OLCOT, 5125.8N 16533.3E
G216
(DORAB)
ALPOR 2404.7N 06120.0E
LATEM 2431.7N 06449.7E
KARACHI
G218
HOHHOT
TUMURTAI
POLHO, 4447.0N 11315.0E
SULOK 4954.0N 11545.0E
G219
VIRUT, 0230.8N 10402.7E
TEKONG
G220
JAKARTA
TANJUNG PANDAN
KIKOR, 0023.0S 10706.1E
BOBOB, 0222.1N 10706.1E
LUSMO, 0333.7E 10655.7E
G221
PHUCAT
BUNTA 1650.0N 10923.7E
BAOLONG
HAIKOU
SAMAS, 2030.3N 11029.7E
SIKOU, 2050.6N 11130.0E
G222
SAPDA, 1200.0S 11125.6E
BROOME
AYERS ROCK
PARKES
G223

ATM
V-A-13
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
TATEYAMA
TONIK, 3200.0N 14600.0E
NAURU
NADI
NAUSORI
NIUE
AITUTAKI
TAHITI
(LIMA)
NORFOLK IS
NADI
PAGO PAGO
TAHITI
ISLA DE PASCUA
(SANTIAGO)
G224
G325
COLOMBO
TIRUCHCHIRAPPALLI
G326
BALI
TENNANT CREEK
BRISBANE
G327
NANHUI
NINAS, 3100.0N 12215.0E
AKARA, 3130.0N 12330.0E
BRISBANE
NORFOLK IS
G329
G330
NANXIANG
POMOK, 3127.0N 12107.0E
PIKAS, 3210.0N 12044.0E
PIMOL, 3215.0N 11944.0E
G331
PHUKET
PADET, 1000.0N 09816.0E
DAWEI
TANGHEKOU
CHAOYANG
G332
G333
DELHI
ESDEM
TIGER 2828.8N 07214.9E
G334
KUALA LUMPUR
TIOMAN
BUNTO, 0242.0N 10600.0E
KAMIN, 0235.1N 10855.7E
SIBU
KATHMANDU
JANAKPUR
PATNA
DHANBAD
PATNA
SIMARA
KATHMANDU
PERTH
CHRISTMAS IS
PEKANBARU
CHOIBALSAN
KAGAK
G335
G336
G337
G338
G339
BUSAN
FUKUOKA
KAGOSHIMA
TANEGASHIMA
PAKDO, 2100.00N 13749.18E
GUAM
QINGBAIKOU
HUAILAI
CHANGCHUN
WANGQING
CAIRNS
HONIARA
G340
G341
G342
G343
TUMURTAI
NIXAL 4312.7N 11053.0E
SILUS 4648.6N 09712.6
G344
KALNA 3909.2N 14949.5E
CUTEE, 4624.9N 16218.6E
CUDDA, 5647.9N 16018.1W
G345
UNTAN, 3212.5N 12017.5E
CHANGZHOU
LISHUI
G346
KIMCHAEK
NULAR, 4059.2N 13411.0E
IGROD, 4139.0N 13647.0E
G347
AUCKLAND
POPIR, 2500.0S 17804.8W
DOVRR, 1843.0N 15740.0W
G348

V-A-14
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
PARO
BAGDOGRA
MECHI
KATHMANDU
G424
(DAR ES SALAAM)
VUTAS, 0912.0N 06000.0E
ALATO, 1340.7N 06344.0E
(MOGADISHU)
MUMBAI
NAGPUR
CALCUTTA
G450
G451
AHMEDBAD
SASRO 2404.3N 07100.0E
PARTY 2414.6 07052.0E
G452
(ZAHEDAN)
RAHIM YARKHAN
TIGER, 2828.8N 07214.9E
DELHI
G454
(PLAISANCE)
BOBOD, 0600.0S 06941.1E
PADLA, 0446.1N 07800.0E
COLOMBO
G455
SHANGHAI
HENGSHA
PINOT, 3125.2N 12214.2E
AKARA, 3130.0N 12330.0E
G457
DOVRR, 1843.0N 15740.0W
ELLMS, 0500.0S 16704.1W
PAGO PAGO
FAROA, 2500.0S 17502.3W
DIVSO, 3452.3S 17624.5E
BANGKOK
SURAT THANI
PHUKET
CAIRNS
TIMIKA
KUCHING
SIBU
BINTULU
BRUNEI
JAKARTA
CIREBON
SEMARANG
SURABAYA
G458
G459
G460
G461
G463
RAJSHAHI
DHAKA
CHITTAGONG
BAGO
BETNO, 1505.8N 09812.7E
BANGKOK
G464
PONTIANAK
ROZAX, 0245.0S 11140.0E
BALI
KARRATHA
BALLIDU
PERTH
(PRASLIN)
MALE
COLOMBO
G465
G466
KUALA LUMPUR
KOTABHARU
JOMALIG
GUAM
PENANG
MEDAN
G467
G468
G469
PORT HEIDEN
ST PAUL IS
NYMPH, 5324.5N 16814.4E
XIANYANG
FENGHUO
CHANGWU
JINGNING
JINGTAI
QITAI
SHILONG
LONGMEN
GUANGZHOU
KARACHI
AHMEDABAD
NAGPUR
BHUBANESHWAR
PATHEIN
BAGO
G470
G471
G472
G473
BAGO
MAKAS, 1649.7N 09830.0E
PHITSANULOKE
UBON
G474

ATM
V-A-15
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
BANGKOK
MENAM, 1357.3N 10247.7E
SOURN, 1345.5N 10600.0E
ANINA, 1359.0N 10725.0E
PHUCAT
G489
(AKTAS), 5019N 08735E
GOPTO, 4905N 08728E
G491
GABAL, 5313N 11650E
SULOK, 4954N 11545E
CHOYBOLSAN
BARUUN-URT
ARSHANDIIN BULAG
FENGING
G494
(BLAGOVESHCHENSK)
(SIMLI), 5017N 12722E
HAIKHE
HARBIN
TONGLIAO
BEIJING
G575
TAHITI
RANGIROA
FICKY, 3133.5N 12123.5W
G576
CHEER, 5310.0N 14000.1W
SPONJ, 4992.0N 13005.1W
G578
GURAG, 2100.0N 12725.0E
DILIS, 1431.0N 12600.0E
TACLOBAN
MACTAN
ZAMBOANGA
DENPASAR
PORT HEDLAND
PARABURDOO
PERTH
G579
JAKARTA
PALEMBANG
SINGAPORE
JOHOR BAHRU
G580
SINGAPORE
TOMAN, 0121.5N 10547.0E
NIMIX, 0124.9N 10759.2E
ATETI, 0125.7N 10830.1E
KUCHING
MIRI
BRUNEI
G581
HONG KONG
ELATO, 2220.0N 11730.0E
HENGCHUN
MIYAKO JIMA
BISIS, 2647.0N 12633.0E
ERABU
MIYAKE JIMA
G582
PUGER, 0324.1N 10017.6E
BATU ARANG
PEKAN
G583
EMMONAK
BESAT, 5945.0N 17925.1E
(UST-BOLSHERETSK)
BISIV, 4456.3N 14412.3E
MONBETSU
KUALA LUMPUR
PEKAN
MIHO
POHANG
SEOUL
YINGDE
G584
G585
G586
ERTANG
G587
TAIBEI
PABSO, 2538.0N 12252.0E
BULAN, 2704.0N 12400.0E
G588
MOOREN
KHOVD
TEBUS, 4725.1N 09027.7E
TESAN, 4701.7N 08947.8E
FUKANG
G590
SIMARA
VARANASI
KHAJURAHO
BHOPAL
INDORE
BODAR, 2236.3N 07413.3E
CAIRNS
NOUMEA
NORFOLK IS
AUCKLAND
FUNAFUTI
NAUSORI
NIUE
RAROTONGA
G591
G593
G594
TIAMU, 0252.0N 12000.0W
TAHITI
RAROTONGA
AUCKLAND
SOLIT, 2355.0S 07500.0E
(PLAISANCE)
(TAHITI)
SYDNEY
G595

V-A-16
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
MABAD, 2648.4S 07500.0E
(PLAISANCE)
G597
DONVO, 3734.0N 12320.0E
AGAVO, 3710.0N 12400.0E
SEOUL
GANGWON
MIHO
OTSU
KOWA
OSHIMA
VENUS, 3518.2N 14042.1E
G598
LUCKNOW
APIPU, 2658.6N 08300.0E
SIMARA
AUCKLAND
TAHITI
G599
G668
ZHOB
GHAZNI
RAPTA 3727.0N 07524.5E * Note 3
G792
(MASHAD)
CHARN 3510.0N 061 08.0E
HERAT
KANDAHAR
ASLUM 3101N 06637E
RAHIM YAR KHAN
G796
KABUL
JALALABAD
LAJAK 335600N 0703000E
HANGU 332906N071001E
R200
CYRUS 2212.95N 11831.90E
GUANLAN
LIANSHENGWEI
BIGRO, 2134.2N 11149.6E
ZHANJIANG
BANGKOK
UTAPAO
R201
R203
SAPAM 0804.6N 09733.0E
PHUKET
R204
KEITH, 2100.0N 13456.5E
KALIN, 0000.0 14200.0E
LIDIT, 0918.0S 14220.0E
HORN IS
CAIRNS
ANARAK
BIRJAND
PORT HEDLAND
CHRISTMAS IS
JAKARTA
VIENTIANE
NAN
CHIANG MAI
MANDALAY
R205
R206
R207
R208
KUALA LUM PUR
KUALA TRENGGANU
IGARI, 0656.2E 10335.2E
R209
TATOX, 0857.0N 09702.0E
LANGKAWI
PORT MORESBY
CAIRNS
R210
R211
KASMI, 3601.3N 14040.3E
DAIGO
NIIGATA
KADBO, 3914.0N 13745.4.0E
AVGOK, 4336.0N 13815.0E
(VELTA), 4529.0N 13710.0E
R212
(DIEGO GARCIA)
GUDUG, 0704.6S 07500.0E
PIBED, 0520.2S 09044.0E
CHIANG RAI
NAN
LUANG PRABANG
URUMQI
(ALMA ATA)
R215
R216
R217
NODAN, 4025.0N 14500.0E
ASTER, 3913.9N 14232.0E
SENDAI
NIIGATA
R218
DELHI
DIPAS 2738.3N 07551.9E
JAIPUR
R220
DAIGO
IWAKI
NANAC, 3854.2N 14313.9E
NIPPI, 4942.6N 15920.8E

ATM
V-A-17
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
NODLE, 6117.0N 15200.0W
MERSING
PULAU TIOMAN
R221
R222
AVGOK, 4336.0N 13815.0E
(YEDINKA)
R223
BRUNEI
ELANG, 0056.0S 11449.5E
R325
KATHMANDU
JANAKPUR
DUMKA, 2411.0N 08721.3E
CALCUTTA
PHUKET
HAT YAI
IPOH
JOHOR BAHRU
NORFOLK IS
CHRISTCHURCH
R326
R327
GISBORNE
FAROA, 2500.0S 17502.3W
R329
KAGLU, 1231.2N 07200.0E
MALE
GAN
(DIEGO GARCIA)
R330
SHEMYA
POWAL, 5024.3N 16530.8E
MAJURO
R332
BONRIKI
AKUMO, 0614.9S 17535.5E
ROTUMA
NADI
RAYONG
KOH KONG
PHNOM PENH
R334
R336
ADAK
CARTO, 4840.5N 16847.0E
TACLOBAN
KOROR
R337
R338
NOME
NINNA, 5455.7N 17158.8E
R339
SIKOU, 2050.6N 11130.0E
HUGUANG
NANNING
BOSE
AMBON
WALGETT
R340
R341
KODIAK
NINNA, 5455.7N 17158.8E
R342
MANADO
BONDA, 0200.0N 12451.2E
PEDNO, 0400.0N 12521.0E
GENERAL SANTOS
DAVAO
R343
NANXIANG
WUXI
LISHUI
HEFEI
WUHAN
LONGKOU
LAOLIANGCANG
DARONGJIANG
LAIBIN
NANNING
KATHMANDU
BIRATNAGAR
KATIHAR
RAJSHAHI
R344
R345
ROIET
]BIDEM 142153.57N 1034750.07E
SIEM REAP
TOWNSVILLE
PORT MORESBY
R346
R347
NIIGATA
SADO
EKVIK, 3944.7N 13636.5E
IGROD, 4139.0N 13647.0E
(VELTA), 4529.0N 13710.0E
R348
KADAP, 0200.0S 08409.6E
LATEP, 0610.3S 07500.0E
(DIEGO GARCIA)
R349
LEMOK, 1000.0N 10302.2E
RASER, 1000.0N 10506.0E
HO CHI MINH
R450

V-A-18
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
KIETA
HONIARA
R451
DELHI
ALIGARH
LUCKNOW
SAPEN, 1102.2N 10611.0E
HO CHI MINH
R469
ADAK
OGDEN, 4929.2N 16102.3E
R452
SONDO, 3947.0N 12713.6E
HAMUN, 3955.1N 12731.1E
KIMCHAEK
UAMRI, 4217.6N 13041.8E
(TEKUK), 4241.0N 13527.4E
NADI
APIA
PONTIANAK
KUCHING
R453
R455
R457
CHENNAI
TIRUCHCHIRAPPALLI
MADURAI
TRIVANDRUM
MALE
R458
MUMBAI
EPKOS 1653.0N 07407.2E
BELGAUM
R459
MANADO
BALIKPAPAN
ELANG, 0056.0S 11449.5E
PONTIANAK
MINOS, 0000.0 10901.7E
TANJUNG PINANG
R460
VARANASI
GAYA
KOLKATA
R461
MUMBAI
MABTA 1708.5N 07321.8E
BELGAUM
COIMBATORE
COLOMBO
MEDAN
KUALA LUMPUR
R462
(SEEB)
DENDA, 2442.5N 06054.8E
JIWANI
KARACHI
UDAIPUR
DELHI
R463
APACK, 2403.0N 15619.0W
ALCOA, 3750.0N 12550.0W
R464
BITTA, 2332.0N 15529.0W
BEBOP, 3700.0N 12500.0W
R465
CLUTS, 2300.0N 15439.0W
CLUKK, 3605.0N 12450.0W
R467
KUALA LUMPUR
GUNIP, 0429.9N 09931.9E
R468
BANGKOK
BOKAK, 1257.5N 10230.0E
PHNOM PENH
PEKANBARU
SINGAPORE
VIENTIANE
UDON THANI
KHON KAEN
CALCUTTA
RAJSHAHI
GAWHATI
R470
R472
R473
LILING
NANXIONG
WONGYUAN
ZHULIAO
PINGZHOU
TAMOT, 2221.5N 11352.0E
GAOYAO
NANNING
LONGZHOU
HANOI
VIENTIANE
BANGKOK
R474
R575
PAPRA 1546.0N 10711.0E
KOH KONG
UPNEP 0942.2N 10029.6E
SURAT THANI
R576
DENNS, 2222.0N 15353.0W
DINTY, 3329.0N 12235.0W
R577
EBBER, 2143.0N 15309.0W

ATM
V-A-19
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
ELKEY, 3241.0N 12203.0W
R578
FITES, 2049.0N 15300.0W
FICKY, 3133.5N 12123.5W
PADANG
PEKANBARU
MALACCA
R579
R580
OATIS, 3800.0N 14345.0E
OMOTO, 4859.7N 16000.7E
AMOTT, 6053.9N 15121.8W
R581
CALCUTTA
MONDA, 2521.0N 08626.4E
SIMARA
NORFOLK IS
RAROTONGA
R582
R583
TAIBEI
BISIS, 2647.1N 12633.1E
OKINAWA
MINAMIDAITO
SABGU, 2529.9N 13459.3E
BUNGO
R584
OKINAWA
KEITH, 2100.00N 13456.48E
GUAM
TRUK
POHNPEI
KWAJALEIN
MAJURO
JOHNSTON IS
CHOKO, 2022.9N 16053.2W
R585
CITTA, 2818.9N 14507.2W
GATES, 3412.7N 12303.9W
BRISBANE
PORT VILA
R587
R588
PHUKET
RELIP, 0804.4N 10026.5E
PHNOM PENH
PLEIKU
AMBON
COTABATO
R590
R591
CAPE NEWENHAM
AKISU, 4734.3N 16119.3E
SCORE 3553.6N 14352.3E
BALI
ONSLOW
PERTH
LUCKNOW
JALALABAD
DELHI
R592
R594
R595
ANPU
MIYAKOJIMA
KEITH, 2100.00N 13456.48E
GUAM
YUNHE
R596
SULEM 2726.33N 12225.32E
BERBA 2704.68N 12300.00E
R597
CABANATUAN
SARSI, 1642.0N 12316.9E
SKATE, 1716.7N 12423.0E
CALCUTTA
RAJSHAHI
SAIDPUR
COOCH BEHAR
PARO
KIETA
GIZO
HONIARA
PORT VILA
WHANGAREI
AUCKLAND
R598
R599
RNAV ROUTES
L301
BANGKOK
DAWEI
VISHAKHAPATNAM
BUSBO 1914.9N 07807.6E
NOBAT 2109.0N 06800.0E
RASKI 2303.5N 06352.0E
(VAXIM 2319.0N 06111.0E)
L333
KHAJURAHO
JAIPUR
TIGER 2828.8N 07214.9E
L500
(SANTIAGO)
AUCKLAND
(RIO GALLEGOS)
L501

V-A-20
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
AUCKLAND
ISLA DE PASCUA
(LOS ANGELES)
L502
L503
BRISBANE
IGEVO, 3636.5S 16300.0E
CHRISTCHURCH
SINGAPORE
MANADO
504
L505
BUSBO 1914.9N 07807.6E
KAMOL 1938.1N 07340.0E
NOBAT 2109.0N 06800.0E
KOLKATA
BAGO
BANKOK
RAROTONGA
CHRISTCHURCH
MELBOURNE
L507
L508
L509
GAYA
ASARI 3048.3N 07509.5E
L510
IBANI 25000001N 0764311E
ELBAB 201333N 0815954E
LEKIR 071632N 0965243E
GIVAL 070000N 0980000E
L512
INTOS 3722.0N 13120.0E
NIIGATA
PERTH
HOBART
AUCKLAND
L513
L515
OBMOG 1154.1N 09623.5E
IKULA 1000.0N 09721.2E
PHUKET
L516
KITAL 2003.0N 06018.0E
ELKEL 0149.0N 06911.0E
(DIEGO GARCIA)
L517
MIRI
GULIB 0409.3N 11058.1E
TERIX 0415.4N 10934.9E
SYDNEY
AUCKLAND
L521
L625
LUSMO, 0333.7N 10655.7E
AKMON, 0812.8N 11013.4E
ALDAS, 1056.9N 11212.3E
ANOKI, 1222.0N 11315.0E
ARESI, 1358.4N 11427.0E
AKOTA, 1618.4N 11708.0E
AVMUP, 1757.1N 11908.0E
AGVAR, 1919.4N 12037.0E
MEVIN, 2100.0N 12233.0E
L626
KATHUMANDU
ONISA 2858.1N 08005.5E
DELHI
L628
IBOBI, 1416.7N 11811.6E
GUKUM, 1410.3N 11652.9E
ARESI, 1358.4N 11427.0E
MESOX, 1358.8N 11302.7E
DAMEL, 1358.7N 11130.6E
VEPAM, 1358.0N 11000.0E
PHUCAT
L629
PEKAN
DOLOX, 0448.7N 10522.9E
L635
PEKAN
MABLI, 0417.3N 10612.9E
L637
BITOD, 0715.3N 10407.3E
TANSONNHAT
L642
CHEUNG CHAU
EPDOS, 1900.0N 11333.3E
ENBOK, 1833.4N 11329.5E
EPKAL 1751.5N 11257.3E
EGEMU, 1700.0N 11217.0E
EXOTO, 1521.5N 11103.0E
VEPAM, 1358.0N 11000.0E
PHANTHIET
CONSON
ESPOB, 0700.0N 10533.4E
ENREP, 0452.4N 10414.8E
MERSING
TANSONNHET
CONSON
CONSON
JAKARTA
L643
L644
L645
COLOMBO
SULTO 0738.6N 08801.9E
SAMAK 0758.7N 09425.0E
SAPAM 0804.6N 09733.0E
PHUKET

ATM
V-A-21
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
L750
ZHOB 3121.3N 06927.6E
ROSIE 3140.0N 06900.0E
MAXIM 3246.2N 06727.4E
HORST 3327.6N 06627.5E
VELDT 3430.0N 06454.1E
RANAH 3535.0N 06312.0E
(AFGAN 3824.0N 05817.0E)
L759
DELHI
POSIG 2713.0N 07734.9E
AGRA
KHAJURAHO
PHUKET
L760
AGRA
GURTI 2743.8N 07747.8E
DELHI
L774
(PLAISANCE)
LELED 1116.5S 07500.0E
ELATI 0200.0S 08957.7E
KETIV 0042.0S 09200.0E
MEDAN
L894
KITAL 2003.0N 06018.0E
MALE
SUNAN 0028.7S 07800.0E
DADAR 0200.0S 07927.1E
PERTH
L896
SAPDA 1200.0S 11125.6E
NISOK 0302.9N 09200.0E
DUGOS 0853.1N 08447.9E
CHENNAI
L897
CHRISTMAS ISLAND
KETIV 0042.0S 09200.0E
COLOMBO
HANIMAADHOO
TRIVANDRUM
L899
M300
(EMURU 2215.6N 05849.8E)
LOTAV 2037.0N 06057.0E
CALICUT
MADURAI
SALAX 0212.4N 10133.7E
M501
GUAM
LIMLE 1639.7N 13000.0E
SKATE 1722.2N 12425.6E
LAOAG
NOMAN 2000.0N 11640.3E
M502
BANGKOK
AKATO 1337.3N 09910.3E
LALIT 1252.4N 09525.1E
M504
ALPOR 2404.7N 06120.0E
NODER 2350.0N 06700.0E
TELEM 2402.0N 06846.0E
M512
COLOMBO
ANIVE 0540.9N 07800.0E
MALE
M520
SERNA 5018.5N 10628.1E
POLHO 4447.0N 11315.0E
M522
VINIK, 0838.5N 11613.8E
KOTA KINABALU
MAMOK, 0405.1N 11547.2E
DENPASAR
MELBOURNE
WELLINGTON
KOTA BHARU
DAWEI
BAGO
M625
M626
M635
SINGAPORE
RAMPY, 0615.05 11320.8E
CURTIN
M636
SYDNEY
WELLINGTON
M638
DOSTI 2558.0N 06503.0E
KARACHI
MINAR 2350.0N 06800.0E
SAPNA 2330.0N 06750.0E
NOBAT 2109.0N 06800.0E
MUMBAI
M639
IGEVO, 3636.5S 16300.0E
WELLINGTON
M641
MADURAI
BIKOK 0817.0N 07836.0E
COLOMBO
COCOS IS
PERTH
HOBART
CHRISTCHURCH
M643
M644

V-A-22
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
RAYONG
KOTA BHARU
M750
KILOG, 2152.5N 11441.6E
ENVAR, 2159.5N 11730.0E
MOLKA, 2639.5N 12400.0E
MOMPA, 3050.5N 12955.1E
MANEP, 3242.9N 13340.0E
SOPHY 3327.2N 13721.9E
MIYAKE JIMA
M751
MERSING
PEKAN
KOTA BHARU
REGOS, 1200.0N 10035.1E
BANGKOK
M753
ENREP, 0452.4N 10414.8E
BITOD, 0715.3N 10407.3E
PHUQUOC
PHNOM PENH
M754
BRUNEI
VINIK, 0838.6N 11613.8E
TENON, 0915.3N 11616.5E
LULBU, 1108.0E 11631.4E
NOBEN, 1244.8N 11643.0E
GUKUM, 1410.3N 11652.9E
AKOTA, 1618.4N 11708.0E
M755
PHNOM PENH
KISAN 1032.3N 10440.5E
BITOD 0415.4N 10407.1E
M758
PEKAN
LUSMO, 0333.7N 10655.7E
TERIX, 0415.4N 10934.7E
OLKIT, 0450.1N 11149.1E
KOTA KINABALU
M759
OLKIT, 0450.1N 11149.1E
BRUNEI
M761
PEKAN
BOBOB, 0222.1N 10706.1E
SABIP, 0209.7N 10750.5E
AGOBA, 0158.7N 10830.0E
KUCHING
M763
PEKAN
ENREP, 0452.4N 10414.8E
M765
KOTA BHARU
IGARI, 0656.2N 10335.2E
BITOD, 0715.3N 10407.3E
CONSON
DAGAG, 0927.8N 10826.5E
MAPNO, 1013.1N 11020.1E
ALDAS, 1056.9N 11212.3E
PANDI, 1138.1N 11400.0E
NOBEN, 1244.8N 11643.0E
REKAL, 1331.0N 11835.6E
MANILA
M766
COLOMBO
JAKARTA
INDRAMAYU
MADIN 0617.9S 11023.0E
CUCUT 0617.7S 11106.0E
SURABAYA
BALI
DARWIN
M767
JOMALIG
TOKON, 1142.0N 11940.3E
TENON, 0915.3N 11616.5E
TEGID, 0857.2N 11551.6E
TODAM, 0631.7N 11235.4E
TERIX, 0415.4N 10934.7E
BOBOB, 0222.1N 10706.1E
TOMAN, 0121.5N 10547.0E
M768
DARWIN
BRUNEI
DOGOG, 0525.3N 11407.5E
ASISU, 0559.1N 11320.8E
TODAM, 0631.6N 11235.6E
LAGOT, 0716.5N 11132.7E
AKMON, 0812.9N 11013.1E
MOXON, 0849.5N 10921.3E
DAGAG, 0927.8N 10826.5E
TANSONNHAT
M770
KOTO BHARU
RANONG
BUBKO 1911.1N 08839.8E
KAKID 2038.6 08659.9E
JAMSHEDPUR
M771
MERSING
DOLOX, 0448.7N 10522.9E
DUDIS, 0700.0N 10648.6 E
DAGAG, 0927.8N 10826.5E
DOXAR, 1222.0N 11022.7E
DAMEL, 1358.7N 11130.6E
DONDA 1442.2N 11201.3E
DOSUT,1702.0N 11340.8E
DULOP, 1814.2N 11432.6E
DUMOL, 1900.0N 11426.8E
HONG KONG
M772
OSUKA, 0117.5S 11024.7E
LAXOR, 0949.6N 11448.5E
DULOP, 1814.2N 11432.6E
M773
BUBKO 1911.1N 08839.8E
LEGOS 2138.0N 08805.3E
KOLKATA
M774
SINGAPORE
KIKEM, 0952.9S 12607.4E

ATM
V-A-23
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
M875
KAKID 2038.6N 08659.9E
BUTOP 2919.7N 07523.9E
GUGAL 3014.5N 07358.0E
DERA ISMAIL KHAN
M881
BANNU -BN
LAJAK 3356.0N 07030.0E
JALAL 3430.0N 07045.0E
MATAL 3600.0N 07100.0E
ANWAR 3652.0N 07034.0E
(GARRI- 3825.0N 07034.0E)
M890
LUCKNOW
CHANDIGARH
SAMAR 3120.8N 07434.0E
N500
TANSONNHAT
PHANTHIET
DAMVO, 1106.5N 10932.7E
MIMUX, 1118.3N 11106.29E
AGSAM, 1128.3N 11235.3E
PANDI, 1138.1E 11400.0E
N502
PARDI 0034.0S 10413.0E
BOBAG 0102.5N 10329.9E
N509
ELATI 0200.0S 08957.7E
PORT HEDLAND
N519
MUMBAI
SAPNA 2330.0N 06750.0E
MINAR 2350.0N 06800.0E
KARACHI
N563
(EMURU 2214.0N 05853.6E)
REXOD 2112.5N 06138.5E
BANGALORE
MEDAN
SALAX 0212.4N 10133.7E
N564
DUGOS 0853.1N 08447.9E
AKMIL 1151.6N 08006.9E
N571
(RAGMA 2306.0N 06105.7E)
PARAR 2226.5N 06307.0E
VAMPI 0610.9N 09735.1E
GUNIP 0429.9N 09931.8E
N628
PEKANBARU 0355.0S 06000.0E
(PRASLIN)
N633
KUALA LUMPUR
PEKANBARU
POSOD 0329.5S 09409.9E
PEDPI 1316.6S 07500.0E
(PLAISANCE)
N640
TRIVANDRUM
BIKOK 0817.0N 07836.0E
COLOMBO
LEARMONTH
MOUNT HOPE
ADELAIDE
N645
BRUNEI
ELANG, 005535.64S 1145003.10E
SURABAYA
SYDNEY
CHRISTCHURCH
MELBOURNE
AUCKLAND
N750
N759
AUCKLAND
SYDNEY
N774
N875
DENPASAR
PONTIANAK
ARUPA, 0031.7N 10848.8E
NIMIX, 0124.9N 10759.4E
BOBOB, 0222.1N 10706.0E
ENREP, 0452.4N 10414.7E
N877
LAGOG 0835.6N 09159.8E
VISHAKHAPATNAM
NAGPUR
PRATAGRAPH
N884
MERSING
LUSMO, 0333.7N 10655.7E
LAGOT, 0716.6N 11132.5E
LAXOR, 0949.6N 11448.5E
LULBU 110936.07N 1163217.70E
LEGED 130113.24N 1190006.94E
LUBANG
CABANATUAN
MIYAKOJIMA
N891
PAPA UNIFORM
ENREP, 0452.4N 10414.8E
IGARI, 0656.2N 10335.2E
SAMOG, 0800.0N 10314.6E
RAYONG
BANGKOK
N892
HENGCHUN
KABAM, 2100.0N 11952.8E
MUMOT, 1859.8N 11749.9E
MAVRA, 1738.4N 11625.8E
MIGUG, 1516.4N 11400.0E
MONBO 1430N 11325.7E
MESOX, 1358.8N 11302.7E
MUGAN, 1222.0N 11152.3E

V-A-24
ASIA/PAC BASIC ANP
LOWER ATS ROUTES LOWER ATS ROUTES LOWER ATS ROUTES
MAPNO, 1013.1N 11020.1E
MOXON, 0849.5N 10921.3E
MELAS, 0704.9N 10808.4E
MABLI, 0417.3N 10612.9E
MERSING
N893
TELEM 2407.0N 06846.0E
AHMEDABAD
N895
BETNO 1505.8N 09812.7E
PATHEIN
BHUBANESWAR
NAGPUR
BODAR 2236.3N 07413.3E
AHMEDABAD
PARTY 2414.6N 07052.0E
P500
P574
(KUSRA)
TOTOX 2150.5N 06222.5E
BISET 1823.4N 06918.1E
BELGAUM
CHENNAI
PUGER 0324.0N 10017.5 E
P627
PHUKET
KADAP 0200.0S 08409.6 E
KALBI 0852.3S 07500.0E
(PLAISANCE)
LANGKAWI
PORT BLAIR
RAHIM YAR KHAN
P628
PORT BLAIR
COLOMBO
P766
DORAX, 04059.16S 16300.00E
SLOPE HILL VOR, 04459.03S
16846.57E
P880
IGEVO, 03636.29S 16300.00E
SLOPE HILL VOR, 04459.03S
16846.57E
P901
IIKELA 1839.7N 11214.7E
CHEUNG CHAU
DERA ISMAIL KHAN
BANNU BN
HANGU 3329.1N 07100.4E
PESHAWAR-PS
CHITRAL -3553.2N 07148.0E
GERRY-3612.0N 071 35.0E
PADDY- 3628.0N 071 38.0E
(FIRUZ 3640.0N 07138.0E)
BANGKOK
JAMSHEDPUR
PATHEIN
VARANASI
P646
P648
P501
ARAMA 0136.9N 10307.2E
BOBAG 0102.5N 10329.9E
ANITO 0017.0S 10452.0E
P518
NOBAT 2109.0N 06800.0E
PARET 2527.2N 06451.5E
PANJGUR
P570
KOTA KINABALU
KAKARTA
P751
(ADEN)
ANGAL 1614N 06000E
MUMBAI
P756
MALE
MEDAN
P761
(MIBSI 2341.7N 05755.4E)
KITAL 2003.0N 06018.0E
TRIVANDRUM
KATUNAYAKE
PEKANBARU
CHENNAI
PORT BLAIR
DAWEI
P762

V-A-24
ASIA/PAC BASIC ANP
UPPER ATS ROUTES UPPER ATS ROUTES UPPER ATS ROUTES
NAWABSHAH
UA219
SERKA 2951.0N 0661 5.0E
KANDAHAR
TERMEZ
KABUL
GHAZNI
KANDAHAR
(ZAHEDAN)
TERMEZ
UA453
UA466
AMDAR 3712.5N 06720.6E
KABUL 3431.1N 06909.1E
SANAM 3305.0N 07003.0E
DERA ISMAIL KHAN
JHANG 3116.0N 07218.0E
SAMAR 3120.8N 07434.0E
ASARI 3048.3N 07509.6E
UB467
YEDINKA
VELTA ,4529N 13710E
TEKUK, 4241N 13527.4E
NULAR, 4059.2N 13411E
(KANSU), 3838.0N 13228.5E
UG202
(BIRJAND)
KAMAR 3239.0N 06044.0E
DILARAM
KANDAHAR
ZHOB
RAHIM YAR KHAN
UG206
DILARAM
KABUL
SABAR 3537.0N 07131.0E
PURPA 3656.5N07524.5E * Note 3
UG668
ZHOB
GHAZNI
(RAPTA 3727.0N 06538.0E)
UG792
(MASHAD)
CHARN 351 0.0N 061 08.0E
HERAT
KANDAHAR
ASLUM 3101N 06637E
RAHIM YAR KHAN
UG796
KABUL
JALALABAD
LAJAK 335600N 0703000E
HANGU 332906N071001E
UL333
(TASLU 342632N 0574234E)
SOKAM 331316N 0603754E
DANOD 322422N 0620032E
KIRAT 303954N 0645437E
SERKA 295100N 0661500E
UL425
(KUTVI)
ASPUX, 1744.0N 06000.0E
DONSA, 1435.14N 06511.32E
VANVO, 1043.0N 07200.0E
TRIVANDRUM
UL750
ZHOB 3121.3N 06927.6E ROSIE
3140.0N 06900.0E MAXIM 3246.2N
06727.4E HORST 3327.6N 06627.5E
VELDT 3430.0N 06454.1E RANAH
3535.0N 06312.0E (AFGAN 3824.0N
05817.0E)
UM551
DONSA, 1435.3N 06511.6E
ANGAL, 1614.1N 06000.1E
(AVAVO), 1646.3N 05526.1E
UM881
BANNU -BN
LAJAK 3356.0N 07030.0E
JALAL 3430.0N 07045.0E
MATAL 3600.0N 071 00.0E
ANWAR 3652.0N 07034.0E
(GARRI- 3825.0N 07034.0E)
UN644
DERA ISMAIL KHAN
GHAZNI (GN)
LEMOD 361 0.0N 06417.5E
(MEKOL 3730.0N 06200.0E)
UP500
DERA ISMAIL KHAN - DI
BANNU -BN
HANGU- 3329.1N 071 00.4E
PESHAWAR-PS
CHITRAL -3553.2N 07148.0E
GERRY-3612.0N 071 35.0E
PADDY- 3628.0N 071 38.0E
(FIRUZ- 3640.0N 071 38.0E)

ASIA/PAC BASIC SERVICIO DE INFORMACIÓN DE VUELO - ESPACIO AÉREO INFERIOR SERVICE D'INFORMATION DE VOL - ESPACE AÉRIEN INFÉRIEUR FLIGHT INFORMATION SERVICE - LOWER AIRSPACE CHART ATS 1
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°
100°
!(
5° 5°
!(
04°50'
103°44'
!(
EXTENDING NORTH ALONG MERIDIAN 168°58’W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 168°58’W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 168°58’W HASTA EL POLO NORTE
65°00'
168°58'
!(
!(
02°36'
02°15'
!(
104°45'
108°30'
!(
02°00'
!( 02°00'
108°30'
01°39' 107°00' !( !(
FIR
!(
01°00'
!(
62°00'
102°10'
01°20'
!( !(
ANCHORAGE CONTINENTAL
141°00'
01°17' 01°13'
108°54'
01°13'
!(
104°20'
103°36' 103°30'
01°00'
113°35'
60°
00°00'
60°21
00°00'
00°00'
108°30'
139°11'
0° 104°46' !( !( 105°10' 108°00' !(
!(
0°
!(
59°34'
00°15' 00°00'
135°02'
!(!(
109°00' 109°00'
!(
!( FIR
60°
59°05'
JAKARTA
137°32'
00°50'
106°00'
100°
105°
110°
!(
56°00'
54°35'
153°00'
!(
54°00' 132°50'
54°00'
!( !(
!(
169°00' 54°49'
53°30'
136°00'
!(
!( !( !(
170°12'
160°00'
54°30'
!(
52°43' 131°48'
135°00'
!(
51°30'
51°24'
170°00' 51°05'
167°49'
51°00'
!(
173°44'
!(
133°45'
!(
!(
50°05'
50°08'
50°
159°00'
!(
FIR
176°34'
!(
50°
ANCHORAGE OCEANIC
!(
FIR
ANCHORAGE ARCTIC
68°00'
168°58'
72°00'
158°00'
!(
56°45'
151°45'
!(
72°00'
141°00'
!(
EXTENDING NORTH ALONG MERIDIAN 141°W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 141°W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 141°W HASTA EL POLO NORTE
07°00'
FIR
!(
06°45' 103°00'
BANGKOK 102°40' !(
!(
!(
07°00'
!(
108°00'
70° 70°
06°26'
!(
!(
!(
99°30'
06°00'
06°00'
103°05'
113°15'
03°40'
103°40'
A
105°
FIR
HO-CHI-MINH
FIR
SINGAPORE
B
110°
FIR
KOTA KINABALU
57°00'
132°05'
!(
48°20'
128°00'
!(
FIR
FIR
45°45' 45°45'
45°25'
140°00' 142°00'
ULAN BATOR
115°21'
SHENYANG
!( !(
45°00'
!(
45°00'
!(
44°30' 150°00'
!(
45°42'
126°30'
145°40'
!(
!(
162°55'
43°15'
42°55'
43°00'
117°31'
43°20'
96°20'
!(
!( 165°00'
145°50'
!(
!( !(
41°44'
!(
41°40'
105°13'
FIR
!( 131°31'
43°00'
36°00'
!(
!(
!(
146°50'
36°28' 124°12'
BEIJING
41°48'
42°09'
126°56'
!( !(
95°08'
!(!(
!( 39°30'
FIR 130°53'
!(
35°30'
40° FIR
39°06'
!( 119°52' !(
PYONGYANG
40°30'
!( 125°50'
40°
FIR
107°59'
39°54' !( 38°37'
38°38'
URUMQI
40°20' !(
39°49'
!( 119°21'
128°25' 133°39'
135°56'
LANZHOU
107°01'
!(
!(
!(
!( 37°28'
124°10'
!(
37°30'
110°44'
!(
!(
127°00'
38°21'
38°22' !( 36°32'
FIR
!(
!(
37°30'
!(
90°13'
110°36'
115°18'
38°15'
INCHEON
41°15'
!( !( !( 37°29' 120°00'
133°00'
!( 126°53'
34°54'
117°30'
!(
34°32' !(
!( 34°40'
112°47'
40°50'
!(
!(
110°15' !(
129°10'
34°40'
127°00'
!(
!(
!( 123°15'
32°52'
!( 35°15'
FIR
32°55'
32°54'
91°55'
101°42' 32°27'
!(
32°30'
32°14' 33°31'
115°27' 115°47'
FUKUOKA
!(
!(
31°49' !(
105°49'
!(
126°50'
!(
107°24' 110°52'
!( !(
FIR
98°35'
!(
!(
!(
!(
FIR
30°26'
32°36'
32°30'
FIR
30°45'
LAHORE FIR
WUHAN
81°37'
90°00'
120°50'
32°00'
31°54' 30°17'
30°05'
30°00'
127°30'
OAKLAND OCEANIC
!(
DELHI
!(
!( !( 97°00'
109°31' !(
109°29' 29°23' 115°56'
124°00'
30° 113°06'
!(
!( !(
30°
!( !(
FIR
30°00'
30°00'
FIR
FIR
27°53'
!(
!( 30°00'
66°20
73°34'
KATHMANDU
KUNMING 109°19' 29°31'
SHANGHAI
125°25'
FIR
29°01'
!(
27°00'
27°00'
109°24'
!( !(
114°34'
FIR
DHAKA
155°00'
165°00'
26°03'
!(
!(
!(
26°00'
!(
!(
25°10' KARACHI
!(
25°25' 26°41' 114°07'
25°00'
25°00'
25°00'
90°00'
!(
FIR
61°20'
82°00'
!(
24°39' 107°53' 109°12'
24°46'
70°55'
!(
24°22' TAIBEI
!(
!( !( !( 83°00'
105°48'
25°07' !( 115°01'
!(
!(
23°30'
!(
!( 116°42'
24°40'
87°40'
114°18' !(
23°30'
FIR
64°30'
25°00'
61°20' !( !(
!(
124°00'
GUANGZHOU
!( 120°00' !(
!(
!(
21°38'
21°32'
FIR
!(
!( 89°10'
108°00'
23°00'
21°00'
21°00'
KOLKATA
!(
!(
117°30'
130°00'
155°00'
!(
!( !( !(
!(
FIR
!(
!(
20°00'
21°25'
20° HANOI
92°00'
111°30' FIR 21°00' 21°00'
20°
FIR
!(
18°00' 18°00'
HONG KONG 117°30' 121°30'
19°48'
VIENTIANE
76°00' 81°00'
60°00'
!( !(
1 19°30'
16°30'
FIR
!( 111°30'
!( 83°00'
!(
!( !(
!(
YANGON
!(
15°00' 15°00' 17°15'
FIR
17°13'
72°00' 76°00' 82°00'
17°00' 16°40'
!( !(
14°00'
BANGKOK
108°00'
111°30' 114°00'
92°00' 13°30'
FIR
!( 94°25'
FIR
!(
FIR
FIR
MANILA
CHENNAI
11°00'
PHNOM PENH FIR
MUMBAI
94°25'
10°30'
10°00' 10°00'
10°00' !( 10°00'
HO-CHI-MINH
114°00'
80°00' 82°00'
94°25' 96°30'
!(
!(
!( !(
!( !(!( !( 09°00'
10° 10°
07°30'
!(
10°00' 102°40'
07°30' 07°30'
!(
10°00' 98°30'
07°30'
!(
70°00' 72°00' 74°00' 06°43'
08°59'
07°00'
96°00'
117°30'
07°00'
!( !( !( 77°57'
!(
!( !( 79°29'
06°00'
!(
103°00'
130°00'
C
!( !(
!(
!(
94°25'
!(
FIR
!( !( !( !( 07°00'
!( !( !(
!(
SINGAPORE !(
07°00'
78°30'
108°00'
04°00'
06°00'
!(
06°00'
03°05' 74°00' 06°00'
06°00' 06°00' FIR A
120°00'
03°30'
03°30'
03°30'
03°30'
03°30'
03°30'
76°00'
92°00' 97°30' KUALA LUMPUR
04°50'
113°15'
!(
!( 133°00'
141°00'
160°00'
170°00'
145°00'
70°00'
FIR
!(
120°00'
103°44'
FIR
!( !( !(
!( !(
!(
!(
B
!(
COLOMBO
03°40' !(
KOTA KINABALU
04°00'
02°00'
FIR
103°40'
!(
108°30' !(
132°00' 03°30'
!(
!(
!(!(
132°00'
MALE
!(!(
!(
00°00'
00°00'
00°00'
01°20' 00°00'
141°00'
160°00'
170°00'
01°39'
!(
104°20' !(!( 108°00'
0° !(
!(
!( !(
!(
102°10'
01°13'
0°
!(
113°35'
00°00'
02°00'
02°00'
FIR
00°15' 00°00'
68°00'
78°00'
92°00'
NAURU
!(
!(
109°00' 109°00'
00°50'
FIR
106°00'
FIR
!(
UJUNG PANDANG
04°49' 04°49'
JAKARTA
03°00'
05°00'
05°00'
05°00'
159°00' 160°00'
06°00'
06°00'
110°23'
180°00'
171°00'
157°00'
FIR
!( !(
!(
!(
!( !(
60°00'
68°00'
!(
!(
!(
07°00'
PORT MORESBY 07°19'
06°00'
08°20'
!(
155°00' !(!( !(
!(!( 05°00'
135°00'
155°00'
75°00'
!(
110°23'
09°08' 09°07'
!(!(
06°55'
143°52'
!(
!( !( !(
143°52'
155°35'
10°00'
!(
!(
!( !(
10°29' 170°00'
-10° FIR
09°23'
166°45' !(
-10°
09°20'
12°00'
12°00'
12°00'
09°37'
!(
144°14'
11°59' HONIARA
126°50'
110°00'
114°30'
123°20'
09°50'
FIR
141°00' !(
!( !( !(!(
!(
!( !(
155°00'
139°40'
!( D
!(
NADI
LEGEND LÉGENDE CLAVE
11°43'
13°59' 14°00' 13°59'
12°00'
12°00'
11°47'
144°04'
155°00' 161°15' 161°15'
166°52'
107°00'
144°00'
!(
!(
!(
15°00'
REGION BOUNDARY
FIR
120°00'
LIMITE DE RÉGION D'INFORMATION DE VOL
(FIR)
13°59'
TAHITI
!(
LÍMITE DE REGIÓN DE INFORMACIÓN DE VUELO
163°00'
!(
15°32'
17°53'
175°40'
118°22'
17°40'
EXTENDING EAST ALONG 15°S TO
NAME - NOM - NOMBRE
FIR
!(
!( 163°00'
90°W, AND SOUTH ALONG
JAKARTA
19°31' !(
MERIDIAN 90°W TO THE SOUTH POLE
113°31'
!(
20°26'
!(
S'ÉTENDANT VERS L'EST LE LONG DE
-20° NOTES NOTAS
120°45'
19°34'
21°11'
!(
21°28'
15°S JUSQU'À 90°W, ET VERS
-20°
116°06'
131°34'
!(
136°09'
LE SUD LE LONG DU MÉRIDIEN 90°W
THE DELINATION OF THE COMMON BOUNDARIES BETWEEN THE PROPOSED SANYA FIR AND GUANGZHOU,
!(
!(
!(
!(
23°27' 23°13'
JUSQU'AU PÔLE SUD
HANOI, HO-CHI-MINH AND HONG KONG FIRS ARE TO BE FINALIZED.
!(
21°33' 124°15' 128°28' 21°51'
FIR
1 LE TRACÉ DES LIMITES ENTRE, D'UNE PART, LA FIR SANYA PROPOSÉE ET, D'AUTRE PART, LES FIR
122°01' !( !( !(
22°18'
130°58'
GUANGZHOU, HANOI, HO-CHI-MINH ET HONG KONG, N'EST PAS ENCORE DÉFINITIVEMENT ARRÊTÉ.
136°38'
BRISBANE
25°00'
EL TRAZADO DE LOS LÍMITES COMUNES ENTRE LA FIR SANYA PROPUESTA Y LAS FIR GUANGZHOU,
23°22'
171°25'
HANOI, HO-CHI-MINH Y HONG KONG ESTÁ EN PROCESO DE FINALIZACIÓN.
126°29'
26°14'
!(
138°23'
!(
A THE RESPONSIBILITY FOR PROVIDING AIR TRAFFIC SERVICES TO FLIGHTS WITHIN THE AIRSPACE
INDICATED IS VESTED IN THE KUALA LUMPUR ACC
& LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE AUX VOLS ÉFFECTUÉS
29°00' 29°00'
!(
B DANS L'ESPACE AÉRIEN INDIQUÉ INCOMBE AU CENTRE DE CONTROLE REGIONAL DE KUALA LIMPUR
143°30' 146°32'
LA RESPONSABILIDAD DEL SUMINISTRO DE SERVICIOS DE TRÁNSITO AÉREO A LOS VUELOS DENTRO
!( !(
28°00'
30°00'
30°00'
30°00'
DEL ESPACIO AÉREO INDICADO INCUMBE AL CENTRO DE CONTROL DE ÁREA DE KUALA LUMPUR
168°00'
157°00'
131°00'
120°00'
-30° !(
!(
!( !(
-30°
C
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN CHENNAI FLIGHT INFORMATION REGION
(FIR) ABOVE FL 100, IS VESTED WITH COLOMBO AREA CONTROL CENTRE (ACC) UNTIL SUCH TIME
THAT ADEQUATE FACILITIES AND SERVICES IN TERMS OF COMMUNICATIONS AND RADAR WOULD BE
PROVIDED BY TRIVANDRUM ACC
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
D'INFORMATION DE VOL (FIR) CHENNAI AU-DESSUS DU FL 100 INCOMBE AU CENTRE DE CONTRÔLE
RÉGIONAL (ACC) DE COLOMBO JUSQU'À CE QUE L'ACC DE TRIVANDRUM FOURNISSE DES
INSTALLATIONS ET SERVICES ADÉQUATS DE TÉLÉCOMMUNICATION ET DE RADAR
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
DE VUELO (FIR) CHENNAI POR ENCIMA DEL FL 100, RECAE EN EL CENTRO DE CONTROL DE AÉREA
(ACC) DE COLOMBO HASTA QUE EL ACC TRIVANDRUM TENGA LAS INSTALACIONES ADECUADAS
PARA PRESTAR SERVICIOS EN TÉRMINOS DE COMUNICACIONES Y RADAR
FIR
MELBOURNE
32°06'
148°50'
!( 33°12'
151°14'
!(!( !(!(
!( !(!(!( 35°19'
33°27'
152°56'
150°33' !(
!(
38°11'
37°32' !(
150°19' 36°57'
!(
150°45'
39°08'
178°56'
FIR
!(
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN HONIARA FLIGHT INFORMATION REGION
171°33'
!( NEW ZEALAND
(FIR) BETWEEN FL 245 AND FL 460, IS VESTED WITH BRISBANE AREA CONTROL CENTRE (ACC)
-40° LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
40°30'
D
-40°
D'INFORMATION DE VOL (FIR) HONIARA ENTRE FL 245 AND FL 460 INCOMBE AU CENTRE DE CONTRÔLE
170°34'
RÉGIONAL (ACC) DE BRISBANE
!( !( 40°51'
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
170°30'
DE VUELO (FIR) HONIARA ENTRE LOS FL 245 AND FL 460, RECAE EN EL CENTRO DE CONTROL DE AÉREA
43°00'
(ACC) DE BRISBANE
151°00'
!(
!(
44°34' !(
!( 43°41'
42°52'
167°57'
175°03'
150°00' 43°51'
45°00'
EXTENDING SOUTH ALONG MERIDIAN 75°E TO THE SOUTH POLE
!( 150°40'
163°00'
!(
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 75°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 75°E HASTA EL POLO SUR
!(
EXTENDING SOUTH ALONG MERIDIAN 163°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 163°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 163°E HASTA EL POLO SUR
30°00'
163°00'
45°55'
165°18'
!(
FIR
AUCKLAND OCEANIC
EXTENDING SOUTH ALONG MERIDIAN 131°W TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 131°W JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 131°W HASTA EL POLO SUR
FIR
EASTER I.
AIS/MAP 03/15 v.2006
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°

-100°
-100°
-110°
-110°
-120°
-120°
-130°
-130°
-140°
-140°
-150°
-150°
-160°
-160°
-170°
-170°
180°
180°
170°
170°
160°
160°
150°
150°
140°
140°
130°
130°
120°
120°
110°
110°
100°
100°
90°
90°
80°
80°
70°
70°
60°
60°
70° 70°
60° 60°
50° 50°
40° 40°
30° 30°
20° 20°
10° 10°
0° 0°
-10° -10°
-20° -20°
-30° -30°
-40° -40°
ASIA/PAC BASIC SERVICIO DE INFORMACIÓN DE VUELO - ESPACIO AÉREO INFERIOR SERVICE D'INFORMATION DE VOL - ESPACE AÉRIEN INFÉRIEUR FLIGHT INFORMATION SERVICE - LOWER AIRSPACE CHART ATS 1
AIS/MAP 03/15 v.2006
D
C
FIR
MELBOURNE
FIR
OAKLAND OCEANIC
FIR
TAHITI
FIR
EASTER I.
FIR
FUKUOKA
FIR
BRISBANE
FIR
AUCKLAND OCEANIC
FIR
NADI
FIR
ANCHORAGE CONTINENTAL
FIR
MUMBAI
FIR
URUMQI
FIR
MANILA
FIR
UJUNG PANDANG
FIR
JAKARTA
FIR
LANZHOU
FIR
ULAN BATOR
FIR
SHENYANG
FIR
CHENNAI
FIR
KUNMING
FIR
MALE
FIR
NAURU
FIR
DELHI
FIR
KOLKATA
FIR
COLOMBO
FIR
BEIJING
FIR
SHANGHAI
FIR
PORT MORESBY
FIR
YANGON
FIR
ANCHORAGE ARCTIC
FIR
HONIARA
FIR
NEW ZEALAND
FIR
BANGKOK
FIR
KARACHI
FIR
ANCHORAGE OCEANIC
FIR
SINGAPORE
FIR
INCHEON
FIR
HO-CHI-MINH
FIR
GUANGZHOU
FIR
WUHAN
FIR
TAIBEI
FIR
LAHORE
FIR
SANYA
FIR
PYONGYANG
FIR
HANOI
FIR
KOTA KINABALU
FIR
DHAKA
FIR
HONG KONG
FIR
PHNOM PENH
FIR
KUALA LUMPUR
FIR
VIENTIANE
FIR
KATHMANDU
00°00'N
00°00'E
27°17'N
83°40'E
07°30'N
74°00'E
14°00'N
92°00'E
25°00'N
82°00'E
25°00'N
83°00'E
31°49'N
98°35'E
32°00'N
97°00'E
32°52'N
91°55'E
30°00'N
73°35'E
30°00'N
66°19'E
25°10'N
61°20'E 24°40'N
61°20'E
23°30'N
61°20'E
26°22'N
88°02'E
27°27'N
83°40'E
20°00'N
92°00'E
25°38'N
89°52'E
25°00'N
70°55'E
23°30'N
64°30'E
19°48'N
60°00'E
06°00'S
60°00'E
09°56'N
98°33'E
18°00'N
81°00'E
18°00'N
76°00'E
15°00'N
76°00'E
15°00'N
72°00'E
11°00'N
94°25'E
13°30'N
94°25'E
16°30'N
83°00'E
17°15'N
82°00'E
06°27'N
99°36'E
07°15'N
98°00'E
10°00'N
96°30'E
10°00'N
10°00'N 96°00'E
94°25'E
10°00'N
82°00'E
10°00'N
80°00'E
08°59'N
79°30'E
07°00'N
78°30'E
06°44'N
77°57'E
06°00'N
74°00'E
06°00'N
76°00'E
07°30'N
72°00'E
07°30'N
70°00'E
03°05'N
70°00'E
00°00'N
68°00'E
06°00'S
68°00'E
06°00'S
75°00'E
02°00'S
78°00'E
06°00'N
78°00'E
06°00'N
76°30'E
06°00'N
97°30'E
06°00'N
94°25'E
06°00'N
92°00'E
02°00'S
92°00'E
30°26'N
81°37'E
32°36'N
90°00'E
38°21'N
90°13'E
41°48'N
95°08'E
42°55'N
96°20'E
21°38'N
89°10'E
21°00'N
92°00'E
21°57'N
92°32'E
14°08'S
115°09'E
36°00'N
124°12'W 35°30'N
125°50'W
36°28'N
126°56'W
37°30'N
127°00'W
40°50'N
127°00'W
40°59'N
126°54'W
41°15'N
126°53'W
08°20'S
110°23'E
12°00'S
114°30'E
14°00'S
155°00'E
14°00'S
163°00'E
11°48'S
166°52'E
10°30'S
166°45'E
00°00'N
160°00'E
00°00'N
141°00'E
09°37'S
141°00'E
12°00'S
144°00'E
12°00'S
155°00'E
07°19'S
155°00'E
06°56'S
155°36'E
06°56'S
155°42'E
06°51'S
155°55'E
04°50'S
159°00'E
04°50'S
160°00'E
05°00'N
160°00'E
30°00'S
157°00'W
05°00'S
157°00'W
15°33'S
175°41'W
17°53'S
118°22'E
18°23'S
118°25'E
20°26'S
120°45'E
21°33'S
122°01'E
21°53'S
122°25'E
23°27'S
124°15'E
23°22'S
126°29'E
23°13'S
128°28'E
21°51'S
130°58'E
21°11'S
131°34'E
21°28'S
136°09'E
22°18'S
136°38'E
26°14'S
138°23'E
29°00'S
143°30'E
29°00'S
146°32'E
32°06'S
148°50'E
33°27'S
150°33'E
33°20'S
150°42'E
33°12'S
151°14'E
33°15'S
151°26'E 33°35'S
151°54'E
34°21'S
151°40'E
35°19'S
152°56'E
36°57'S
150°45'E
38°11'S
150°19'E
43°00'S
151°00'E
43°51'S
150°40'E
44°34'S
150°00'E
45°00'S
163°00'E
14°00'S
161°15'E
11°43'S
144°04'E
11°30'S
144°02'E
09°57'S
144°05'E
09°24'S
144°14'E
09°08'S
143°52'E
09°16'S
142°03'E
12°00'S
123°20'E
12°00'S
110°00'E
30°45'N
120°50'W
34°34'N
123°15'W
39°54'N
127°00'W
44°54'N
126°30'W
48°20'N
128°00'W
51°00'N
133°45'W
51°24'N
167°49'W
50°08'N
176°34'W
04°60'S
180°00'W
53°30'N
160°00'W
56°00'N
153°00'W
56°46'N
151°45'W
52°43'N
135°00'W
54°00'N
136°00'W
54°06'N
134°00'W
54°35'N
132°50'W
55°43'N
130°09'W
55°46'N
130°09'W
55°55'N
130°01'W
56°24'N
131°05'W
59°40'N
137°05'W
60°18'N
141°00'W
61°54'N
141°00'W
71°54'N
141°00'W
72°00'N
158°00'W
65°00'N
169°00'W
68°00'N
169°00'W
60°00'N
180°00'E
51°05'N
173°44'E
51°30'N
170°00'E
54°49'N
170°12'E
54°00'N
169°00'E
50°05'N
159°00'E
45°00'N
150°00'E
43°00'N
146°50'E
43°20'N
145°50'E
44°30'N
145°40'E
45°45'N
142°00'E
45°45'N
140°00'E
21°00'N
155°00'E
27°00'N
155°00'E
27°00'N
165°00'E
43°00'N
165°00'E
45°42'N
162°55'E
39°30'N
119°52'E
39°54'N
119°21'E
43°15'N
117°31'E
45°25'N
115°19'E
39°51'N
124°10'E
40°30'N
135°56'E
41°40'N
131°31'E
42°09'N
130°53'E
42°25'N
130°36'E
34°32'N
110°15'E
35°32'N
110°18'E
37°28'N
110°44'E
38°22'N
110°36'E
38°44'N
109°41'E
39°06'N
107°59'E
40°20'N
107°01'E
40°43'N
105°55'E
41°44'N
105°13'E
38°38'N
128°25'E
32°30'N
126°50'E
32°30'N
127°30'E
34°40'N
129°10'E
37°30'N
133°00'E 38°00'N
133°00'E
38°38'N
133°39'E
38°15'N
120°00'E
37°29'N
117°30'E
36°32'N
115°18'E
38°00'N
124°00'E
30°05'N
115°56'E
32°54'N
115°47'E
35°15'N
115°27'E
35°42'N
115°01'E
36°21'N
114°55'E
34°54'N
112°47'E
34°00'N
110°29'E
32°14'N
107°24'E
32°27'N
105°49'E
32°55'N
101°42'E
30°17'N
109°29'E
31°54'N
109°31'E
30°00'N
125°25'E
30°00'N
124°00'E
23°30'N
124°00'E
25°00'N
120°00'E
21°00'N
130°00'E
21°00'N
121°30'E
07°00'N
130°00'E
07°30'N
117°30'E
12°00'S
107°00'E
01°38'N
102°20'E
01°16'N
113°37'E
03°00'S
110°23'E
04°00'N
120°00'E
09°20'S
126°50'E
03°30'N
132°00'E
04°00'N
132°00'E
07°00'S
135°00'E
09°50'S
139°40'E
03°30'N
141°00'E
03°30'N
133°00'E
03°30'N
180°00'E
10°00'S
170°00'E
00°00'N
170°00'E
03°30'N
170°00'E
03°30'N
160°00'E
03°30'N
145°00'W
05°00'S
155°00'W
03°30'N
120°00'W
01°20'N
104°20'E
02°00'N
107°00'E
00°00'S
104°57'E
00°00'N
105°10'E
00°50'S
106°00'E
00°00'N
108°00'E
00°00'N
109°10'E
01°00'N
108°58'E
01°00'N
108°30'E
02°00'N
108°30'E
02°15'N
108°30'E
06°00'N
113°15'E
08°25'N
116°30'E
06°45'N
102°40'E
06°00'N
103°05'E
04°50'N
103°44'E
03°40'N
103°40'E
02°36'N
104°45'E
17°50'S
163°00'E
15°00'S
120°00'W
30°00'S
120°00'W
30°00'S
130°54'W
25°00'S
180°00'E
25°00'S
171°25'E
28°00'S
168°00'E
30°00'S
163°00'E
48°09'S
168°16'E
42°52'S
175°03'E
38°27'S
179°44'E
37°29'S
178°59'E
39°11'S
171°17'E
40°52'S
170°31'E
41°05'S
169°49'E
43°39'S
168°00'E
45°55'S
165°18'E
23°42'N
117°11'E
24°22'N
116°42'E
24°46'N
115°01'E
25°07'N
114°18'E
26°03'N
114°07'E
26°42'N
113°57'E
29°02'N
114°34'E
29°23'N
113°06'E
29°31'N
109°24'E
27°53'N
109°19'E
26°41'N
109°12'E
25°25'N
107°53'E
24°39'N
105°48'E
23°11'N
105°32'E
17°25'N
108°43'E
07°00'N
103°00'E
07°00'N
108°00'E
10°30'N
114°00'E
17°25'N
108°44'E
17°00'N
106°34'E
10°14'N
103°38'E
23°10'N
117°30'E
21°25'N
111°30'E
21°00'N
117°30'E
23°00'N
117°30'E
19°57'N
107°56'E
19°16'N
107°11'E
14°30'N
112°00'E
14°30'N
114°00'E
16°40'N
114°00'E
19°30'N
111°30'E
20°30'N
108°03'E
27°10'N
83°00'E
06°40'S
156°02'E
06°33'S
156°02'E
33°28'S
151°48'E
33°59'S
152°01'E
09°19'S
142°48'E
36°06'N
114°21'E
33°32'N
110°52'E
29°00'N
124°00'E
09°50'S
141°00'E
01°13'N
103°30'E
17°13'N
108°00'E
09°00'N
102°40'E
23°30'N
117°30'E
23°41'N
117°13'E
18°20'N
107°41'E
20°30'N
111°30'E

B
ASIA/PAC BASIC SERVICIO DE INFORMACIÓN DE VUELO - ESPACIO AÉREO INFERIOR SERVICE D'INFORMATION DE VOL - ESPACE AÉRIEN INFÉRIEUR FLIGHT INFORMATION SERVICE - LOWER AIRSPACE CHART ATS 1
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
LEGEND LÉGENDE CLAVE
EXTENDING NORTH ALONG MERIDIAN 168°58’W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 168°58’W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 168°58’W HASTA EL POLO NORTE
FIR
ANCHORAGE ARCTIC
72°00'N
158°00'W
B
71°54'N B
141°00'W
EXTENDING NORTH ALONG MERIDIAN 141°W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 141°W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 141°W HASTA EL POLO NORTE
REGION BOUNDARY
LIMITE DE RÉGION D'INFORMATION DE VOL
(FIR)
LÍMITE DE REGIÓN DE INFORMACIÓN DE VUELO
70° 70°
NAME - NOM - NOMBRE
FIR
JAKARTA
NOTES
NOTAS
A
&
B
C
D
THE RESPONSIBILITY FOR PROVIDING AIR TRAFFIC SERVICES TO FLIGHTS WITHIN THE AIRSPACE
INDICATED IS VESTED IN THE KUALA LUMPUR ACC
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE AUX VOLS ÉFFECTUÉS
DANS L'ESPACE AÉRIEN INDIQUÉ INCOMBE AU CENTRE DE CONTROLE REGIONAL DE KUALA LIMPUR
LA RESPONSABILIDAD DEL SUMINISTRO DE SERVICIOS DE TRÁNSITO AÉREO A LOS VUELOS DENTRO
DEL ESPACIO AÉREO INDICADO INCUMBE AL CENTRO DE CONTROL DE ÁREA DE KUALA LUMPUR
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN CHENNAI FLIGHT INFORMATION REGION
(FIR) ABOVE FL 100, IS VESTED WITH COLOMBO AREA CONTROL CENTRE (ACC) UNTIL SUCH TIME
THAT ADEQUATE FACILITIES AND SERVICES IN TERMS OF COMMUNICATIONS AND RADAR WOULD BE
PROVIDED BY TRIVANDRUM ACC
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
D'INFORMATION DE VOL (FIR) CHENNAI AU-DESSUS DU FL 100 INCOMBE AU CENTRE DE CONTRÔLE
RÉGIONAL (ACC) DE COLOMBO JUSQU'À CE QUE L'ACC DE TRIVANDRUM FOURNISSE DES
INSTALLATIONS ET SERVICES ADÉQUATS DE TÉLÉCOMMUNICATION ET DE RADAR
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
DE VUELO (FIR) CHENNAI POR ENCIMA DEL FL 100, RECAE EN EL CENTRO DE CONTROL DE AÉREA
(ACC) DE COLOMBO HASTA QUE EL ACC TRIVANDRUM TENGA LAS INSTALACIONES ADECUADAS
PARA PRESTAR SERVICIOS EN TÉRMINOS DE COMUNICACIONES Y RADAR
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN HONIARA FLIGHT INFORMATION REGION
(FIR) BETWEEN FL 245 AND FL 460, IS VESTED WITH BRISBANE AREA CONTROL CENTRE (ACC)
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
D'INFORMATION DE VOL (FIR) HONIARA ENTRE FL 245 AND FL 460 INCOMBE AU CENTRE DE CONTRÔLE
RÉGIONAL (ACC) DE BRISBANE
60°00'N
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
180°00'E
B
55°55'N
130°01'W
B
60° DE VUELO (FIR) HONIARA ENTRE LOS FL 245 AND FL 460, RECAE EN EL CENTRO DE CONTROL DE AÉREA
60°
55°46'N
(ACC) DE BRISBANE
B B
130°09'W
68°00'N B
169°00'W
65°00'N
169°00'W
B
FIR
ANCHORAGE CONTINENTAL
61°54'N
B
141°00'W
60°18'N
141°00'W
59°40'N
B
137°05'W
56°46'N
151°45'W
B
56°00'N
153°00'W
56°24'N
B
131°05'W
B
54°49'N
170°12'E
B
54°00'N
169°00'E
B
53°30'N
160°00'W
54°35'N
132°50'W
54°00'N
136°00'W
55°43'N B
B
130°09'W
00°00'N B 54°06'N
B
B
134°00'W
00°00'E
B
52°43'N B
135°00'W
51°30'N
B
51°24'N
170°00'E
B
167°49'W
51°05'N B
51°00'N
173°44'E
B
133°45'W
50°05'N
159°00'E
50°08'N
B
B
176°34'W
50° FIR
50°
ANCHORAGE OCEANIC
48°20'N B
128°00'W
FIR
ULAN BATOR
45°25'N
115°19'E
B
FIR
SHENYANG
45°45'N
140°00'E
B
45°45'N
B
142°00'E
45°00'N
150°00'E
45°42'N B
162°55'E
19°48'N B
60°00'E
25°10'N
B
61°20'E
B 24°40'N
61°20'E
23°30'N
B
61°20'E
B
44°54'N
44°30'N
B
126°30'W
B 145°40'E
43°20'N
145°50'E
42°55'N
96°20'E
43°15'N B
B
117°31'E
43°00'N
43°00'N
B
42°09'N
B
B
146°50'E
165°00'E
41°48'N
130°53'E
42°25'N
95°08'E
B
130°36'E
B
B
41°44'N
B
41°40'N
36°28'N
105°13'E 40°43'N
B
131°31'E
126°56'W
105°55'E
36°00'N B
124°12'W
B
B B 35°30'N
125°50'W
40°30'N
40°20'N B
FIR
B
39°54'N
135°56'E
107°01'E
BEIJING
119°21'E
FIR
B
39°51'N
39°54'N
B
B
FIR
38°44'N
39°30'N
124°10'E
PYONGYANG
127°00'W
109°41'E
B
38°38'N
URUMQI
119°52'E
38°38'N
133°39'E
39°06'N B
128°25'E
107°59'E
38°22'N
B
B
B
38°21'N B
110°36'E B
38°15'N
37°30'N
90°13'E
B
120°00'E
38°00'N B
133°00'E B38°00'N
37°28'N
124°00'E
133°00'E
110°44'E
37°29'N
37°30'N
B
36°32'N
B
B
B
117°30'E
127°00'W
FIR
115°18'E
LANZHOU
36°21'N
B
B B35°42'N
40°50'N
B
36°06'N
127°00'W
114°55'E 115°01'E
114°21'E
35°32'N
B
B
FIR
40°59'N
110°18'E
35°15'N
B
B
126°54'W
34°54'N 115°27'E
INCHEON
B
34°32'N
112°47'E
B34°40'N
B
129°10'E
110°15'E
34°00'N B
110°29'E
33°32'N B
KABUL
110°52'E
32°30'N
32°52'N
32°55'N
B
B
32°54'N B
126°50'E
FIR
32°36'N
FIR
B 91°55'E
101°42'E
115°47'E
90°00'E
32°27'N
32°30'N
B
FIR
B B
B
FUKUOKA
LAHORE
32°00'N
105°49'E 32°14'N
127°30'E
B
107°24'E
31°49'N
31°54'N
97°00'E
B
B WUHAN
98°35'E
109°31'E
FIR
30°26'N
81°37'E
SHANGHAI
30°05'N
30°00'N
115°56'E
66°19'E
B
30°17'N
B
B 30°00'N B 109°29'E
B
30°00'N
FIR
B 30°00'N B
73°35'E
124°00'E 125°25'E
B29°31'N
DELHI
29°23'N
109°24'E
B
113°06'E
FIR
B29°02'N
B29°00'N
114°34'E
124°00'E
27°17'N
FIR
83°40'E
KUNMING
OAKLAND OCEANIC
27°53'N
B
109°19'E
B
26°22'N
27°27'N
26°42'N
B
FIR
FIR 27°10'N
B
88°02'E
83°00'E 83°40'E
113°57'E
27°00'N B
27°00'N B
B
B
KARACHI
KATHMANDU
26°41'N
155°00'E
165°00'E
B B
25°00'N
25°38'N
109°12'E
26°03'N
114°07'E
89°52'E
70°55'E
B
25°00'N
B
25°07'N
25°25'N
120°00'E
B
114°18'E
25°00'N 25°00'N
107°53'E
B
B
B B
24°39'N
B
82°00'E 83°00'E
105°48'E
24°46'N
B
B
23°42'N
115°01'E 24°22'N 117°11'E
23°30'N
116°42'E
B
124°00'E
23°41'N
FIR
23°30'N
B
B
FIR
117°13'E
23°30'N B B
64°30'E
23°11'N
117°30'E 23°10'N
B
B
GUANGZHOU
23°00'N
TAIBEI
105°32'E
117°30'E
117°30'E
FIR
FIR
DHAKA B21°57'N
21°38'N
FIR
21°00'N
KOLKATA
B
92°32'E
21°25'N
117°30'E
89°10'E
B
YANGON
111°30'E
21°00'N
B
20°30'N
FIR
21°00'N
21°00'N
21°00'N
B B B
B
92°00'E
121°30'E
130°00'E
155°00'E
FIR 108°03'E
B
20°30'N B HONG KONG
111°30'E
HANOI 19°57'N
B
107°56'E
19°30'N
111°30'E
19°16'N
B
B
107°11'E
18°20'N 17°25'N
B FIR
18°00'N B
18°00'N
107°41'E
B
108°44'E
76°00'E
81°00'E
SANYA
17°15'N
17°25'N
B
B
FIR
B
82°00'E
17°00'N
17°13'N
108°43'E
106°34'E
B 108°00'E
16°40'N
16°30'N
B
B
VIENTIANE
114°00'E
83°00'E
40° 40°
30° 30°
20° 20°
41°15'N
126°53'W
B
34°34'N
B
123°15'W
30°45'N
B
120°50'W
15°00'N B
15°00'N B
72°00'E
76°00'E
14°30'N 14°30'N
B
B
FIR
112°00'E 114°00'E
14°00'N B
92°00'E
13°30'N
BANGKOK
FIR
B
94°25'E
FIR
FIR
CHENNAI
PHNOM PENH
MUMBAI
FIR
10°30'N
10°00'N
114°00'E
11°00'N
10°00'N
B 96°00'E
HO-CHI-MINH
FIR
94°25'E
80°00'E
10°14'N
B
MANILA
10°00'N
10°00'N 10°00'N 09°56'N
B
08°59'N B
B
B B B
B
103°38'E
10° 82°00'E
94°25'E 96°30'E 98°33'E
10°
79°30'E
08°25'N
09°00'N
116°30'E
B
B
102°40'E
B
06°44'N
06°45'N
07°30'N 07°30'N 07°30'N
07°30'N
B
B
B
77°57'E
B
74°00'E
07°15'N
102°40'E
70°00'E 72°00'E
B
B
B B B
117°30'E
07°00'N
98°00'E
07°00'N
07°00'N
06°00'N
07°00'N B
78°30'E C
B 103°00'E
108°00'E
113°15'E
130°00'E
06°27'N B
06°00'N B 06°00'N 06°00'N
99°36'E
B B 06°00'N B
06°00'N B 06°00'N B 06°00'N B
06°00'N B
B
74°00'E 76°00'E 76°30'E 78°00'E
92°00'E 94°25'E
97°30'E
103°05'E
FIR
B
FIR
KOTA KINABALU
04°50'N
103°44'E
FIR
A
03°30'N
SINGAPORE
03°05'N
04°00'N
145°00'W
04°00'N B
B
70°00'E
03°40'N
132°32'E
B
FIR
KUALA LUMPUR
120°00'E
103°40'E
03°30'N B
03°30'N B
03°30'N B
03°30'N B
03°30'N B
B
03°30'N
133°00'E
141°00'E
160°00'E
170°00'E
180°00'E
B
B
120°00'W
COLOMBO
B
02°00'N
02°00'N B02°36'N
108°30'E
107°00'E 104°45'E
02°15'N
01°00'N B
B108°30'E
01°38'N
108°30'E
B
102°20'E 01°13'N 01°20'N
B
B B 00°00'S
01°16'N
104°20'E
01°00'N
B
103°30'E 104°57'E
B B
113°37'E
108°58'E
FIR
00°00'N
00°00'N
00°00'N 00°00'N
00°00'N
00°00'N
00°00'N
B
MALE
B B
B
B
B
B
B
68°00'E
105°10'E
108°00'E 109°10'E
141°00'E
160°00'E
170°00'E
0° 0°
00°50'S
02°00'S
B
106°00'E
78°00'E
02°00'S
B
B
92°00'E
03°00'S
FIR
B
110°23'E
FIR
FIR
NAURU
UJUNG PANDANG
04°50'S
05°00'N
JAKARTA
159°00'E
160°00'E
04°50'S B B
04°60'S
05°00'S 05°00'S
B
B
B
B
FIR
160°00'E
180°00'W
157°00'W 155°00'W
06°51'S
06°00'S
06°00'S
06°00'S
07°00'S
PORT MORESBY
06°56'S 155°55'E
B
B
B
60°00'E
68°00'E
75°00'E
135°00'E
155°36'E
06°40'S 06°33'S
B
156°02'E 06°56'S
B
BB B
07°19'S 155°42'E
B
155°00'E
09°16'S 09°08'S
08°20'S B
09°20'S
142°03'E 143°52'E
110°23'E
126°50'E
09°37'S
141°00'E
10°00'S
09°19'S
B
B
B
B 09°24'S
170°00'E
B
09°50'S 09°50'S B 142°48'E
144°14'E
B
09°57'S
139°40'E 141°00'E
B
FIR
10°30'S
B
-10° 144°05'E
166°45'E
-10°
HONIARA
B
11°48'S
11°43'S 11°30'S
166°52'E
144°04'E 144°02'E
B
12°00'S
12°00'S
12°00'S
12°00'S
12°00'S
12°00'S
B
B
B
B
B
B
B
D
107°00'E
110°00'E
114°30'E
123°20'E
144°00'E
155°00'E
14°08'S
B
115°09'E
14°00'S
B
155°00'E
14°00'S 14°00'S
B
B
161°15'E 163°00'E
FIR
NADI
15°33'S
175°41'W
B
FIR
TAHITI
15°00'S B
120°00'W
17°50'S
17°53'S
B
B
163°00'E
EXTENDING EAST ALONG 15°S TO
118°22'E 18°23'S
B
118°25'E
90°W, AND SOUTH ALONG
MERIDIAN 90°W TO THE SOUTH POLE
-20° S'ÉTENDANT VERS L'EST LE LONG DE
-20°
20°26'S B
120°45'E
21°33'S
B
122°01'E
B
21°53'S
122°25'E
23°27'S
B
124°15'E
23°22'S B
126°29'E
23°13'S
B
128°28'E
21°51'S
130°58'E
B
B21°11'S
131°34'E
21°28'S B
136°09'E
B
22°18'S
136°38'E
FIR
BRISBANE
25°00'S
171°25'E
B
25°00'S
B
180°00'E
15°S JUSQU'À 90°W, ET VERS
LE SUD LE LONG DU MÉRIDIEN 90°W
JUSQU'AU PÔLE SUD
26°14'S B
138°23'E
28°00'S
B
168°00'E
29°00'S B
29°00'S B
143°30'E
146°32'E
30°00'S B
30°00'S B
30°00'S B
30°00'S B
-30° 163°00'E
157°00'W
130°54'W
120°00'W
-30°
FIR
MELBOURNE
32°06'S B
148°50'E
33°12'S
151°14'E 33°15'S
151°26'E
B
33°27'S B33°20'S
B
B 33°28'S
150°42'E 33°35'S
150°33'E 151°48'E BB
151°54'E
33°59'S B
34°21'S 152°01'E
B
151°40'E
B35°19'S
152°56'E
FIR
AUCKLAND OCEANIC
FIR
EASTER I.
36°57'S
150°45'E
B
38°11'S
B
150°19'E
37°29'S B
178°59'E
38°27'S
B
179°44'E
-40° -40°
41°05'S
169°49'E
B
B39°11'S
171°17'E
FIR
40°52'S B
170°31'E NEW ZEALAND
43°00'S
151°00'E
B
43°39'S
168°00'E
42°52'S
175°03'E
B
B43°51'S
150°40'E
B
EXTENDING SOUTH ALONG MERIDIAN 75°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 75°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 75°E HASTA EL POLO SUR
EXTENDING SOUTH ALONG MERIDIAN 163°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 163°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 163°E HASTA EL POLO SUR
44°34'S B
150°00'E
45°00'S B
163°00'E
45°55'S B
165°18'E
48°09'S B
168°16'E
EXTENDING SOUTH ALONG MERIDIAN 131°W TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 131°W JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 131°W HASTA EL POLO SUR
SAST2011/10 60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°

B
ASIA/PAC BASIC SERVICIO DE INFORMACIÓN DE VUELO - ESPACIO AÉREO INFERIOR SERVICE D'INFORMATION DE VOL - ESPACE AÉRIEN INFÉRIEUR FLIGHT INFORMATION SERVICE - LOWER AIRSPACE CHART ATS 1
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
LEGEND LÉGENDE CLAVE
EXTENDIN G N OR TH ALON G M ER IDIAN 16 8°58’W TO THE N OR TH POLE
S'ÉTEND ANT VER S LE NORD LE LONG DU MÉRIDI EN 168°58’W JU SQU 'AU PÔLE NORD
SE EXTIENDE HAC IA EL NORTE A LO LAR GO DEL MER IDIANO 168°58’W HASTA EL POLO NORTE
FIR
ANCHORAGE ARCTIC
72°00'N
158°00'W
B
71°54'N
B
141°00'W
EXTENDIN G N OR TH ALON G M ER IDIAN 14 1°W TO TH E NORTH POLE
S'ÉTEND ANT VER S LE NORD LE LONG DU MÉRIDI EN 141°W JUSQU'AU PÔLE N OR D
SE EXTIENDE HAC IA EL NORTE A LO LAR GO DEL MER IDIANO 141°W H ASTA EL POL O N OR TE
REGION BOUNDARY
LIMITE DE RÉGION D'INFORMATION DE VOL
(FIR)
LÍMITE DE REGIÓN DE INFORMACIÓN DE VUELO
70° 70°
NAME - NOM - NOMBRE
FIR
JAKARTA
A
&
B
NOTES
NOTAS
THE RESPONSIBILITY FOR PROVIDING AIR TRAFFIC SERVICES TO FLIGHTS WITHIN THE AIRSPACE
INDICATED IS VESTED IN THE KUALA LUMPUR ACC
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE AUX VOLS ÉFFECTUÉS
DANS L'ESPACE AÉRIEN INDIQUÉ INCOMBE AU CENTRE DE CONTROLE REGIONAL DE KUALA LIMPUR
LA RESPONSABILIDAD DEL SUMINISTRO DE SERVICIOS DE TRÁNSITO AÉREO A LOS VUELOS DENTRO
DEL ESPACIO AÉREO INDICADO INCUMBE AL CENTRO DE CONTROL DE ÁREA DE KUALA LUMPUR
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN CHENNAI FLIGHT INFORMATION REGION
(FIR) ABOVE FL 100, IS VESTED WITH COLOMBO AREA CONTROL CENTRE (ACC) UNTIL SUCH TIME
THAT ADEQUATE FACILITIES AND SERVICES IN TERMS OF COMMUNICATIONS AND RADAR WOULD BE
PROVIDED BY TRIVANDRUM ACC
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
C D'INFORMATION DE VOL (FIR) CHENNAI AU-DESSUS DU FL 100 INCOMBE AU CENTRE DE CONTRÔLE
RÉGIONAL (ACC) DE COLOMBO JUSQU'À CE QUE L'ACC DE TRIVANDRUM FOURNISSE DES
INSTALLATIONS ET SERVICES ADÉQUATS DE TÉLÉCOMMUNICATION ET DE RADAR
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
DE VUELO (FIR) CHENNAI POR ENCIMA DEL FL 100, RECAE EN EL CENTRO DE CONTROL DE AÉREA
(ACC) DE COLOMBO HASTA QUE EL ACC TRIVANDRUM TENGA LAS INSTALACIONES ADECUADAS
PARA PRESTAR SERVICIOS EN TÉRMINOS DE COMUNICACIONES Y RADAR
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN HONIARA FLIGHT INFORMATION REGION
(FIR) BETWEEN FL 245 AND FL 460, IS VESTED WITH BRISBANE AREA CONTROL CENTRE (ACC)
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
D D'INFORMATION DE VOL (FIR) HONIARA ENTRE FL 245 AND FL 460 INCOMBE AU CENTRE DE CONTRÔLE
RÉGIONAL (ACC) DE BRISBANE
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
60°00'N
180°00'E
B
55°55'N
130°01'W
B
60° DE VUELO (FIR) HONIARA ENTRE LOS FL 245 AND FL 460, RECAE EN EL CENTRO DE CONTROL DE AÉREA
60°
55°46'N
(ACC) DE BRISBANE
B B
130°09'W
68°00'N
B
169°00'W
65°00'N
169°00'W
B
FIR
ANCHORAGE CONTINENTAL
61°54'N
B
141°00'W
60°18'N
141°00'W
59°40'N
B
137°05'W
56°46'N
151°45'W
B
56°00'N
153°00'W
56°24'N
B
131°05'W
B
54°49'N
170°12'E
B
54°00'N
169°00'E
B
53°30'N
160°00'W
54°35'N
132°50'W
54°00'N
136°00'W
55°43'N B
B
130°09'W
00°00'N B 54°06'N
B
B
00°00'E
134°00'W
B
52°43'N B
135°00'W
51°30'N
B
51°24'N
170°00'E
B
167°49'W
51°05'N
B
51°00'N
173°44'E
B
50°05'N
133°45'W
159°00'E
50°08'N
B
B
176°34'W
50° FIR
50°
ANCHORAGE OCEANIC
48°20'N B
128°00'W
FIR
ULAN BATOR
45°25'N
115°19'E
B
FIR
SHENYANG
45°45'N
140°00'E
B
45°45'N
B
142°00'E
45°00'N
150°00'E
45°42'N
B
162°55'E
B
44°54'N
44°30'N
B
126°30'W
B
145°40'E
43°20'N
145°50'E
42°55'N
96°20'E
43°15'N B
B
117°31'E
43°00'N
43°00'N
B
42°09'N
B
B
146°50'E
165°00'E
41°48'N
130°53'E
42°25'N
95°08'E
B
130°36'E
B
B
41°44'N
B
41°40'N
36°28'N
105°13'E 40°43'N
B
131°31'E
126°56'W
105°55'E
36°00'N B
124°12'W
B
B B 35°30'N
125°50'W
40°30'N
40°20'N B
FIR
B
39°54'N
135°56'E
107°01'E
40° BEIJING
119°21'E
FIR
B
39°51'N
39°54'N
B
B
FIR
38°44'N
40°
39°30'N
124°10'E
PYONGYANG
127°00'W
109°41'E
B
38°38'N
URUMQI
119°52'E
38°38'N
39°06'N
133°39'E
B
128°25'E
107°59'E
B
38°22'N
B
B
38°21'N
B
110°36'E B
38°15'N
37°30'N
90°13'E
B
120°00'E
38°00'N
133°00'E 38°00'N
B
B
37°28'N
124°00'E
133°00'E
110°44'E
37°29'N
37°30'N
B
36°32'N
B
B
B
117°30'E
127°00'W
FIR
115°18'E
41°15'N
LANZHOU
B
40°50'N
126°53'W
36°21'N 35°42'N
B
B
36°06'N
127°00'W
114°55'E 115°01'E
B
114°21'E
B
35°32'N
B
B
FIR
40°59'N
B
110°18'E
35°15'N
B
126°54'W
34°54'N 115°27'E
INCHEON
B
34°32'N
112°47'E
B
34°40'N
34°34'N
B
129°10'E
B
110°15'E
123°15'W
34°00'N
B
110°29'E
33°32'N
B
KABUL
110°52'E
32°30'N
32°52'N
32°55'N
B
B
32°54'N
B
126°50'E
FIR
32°36'N
FIR
B 91°55'E
101°42'E
115°47'E
90°00'E
32°27'N
32°30'N
B
FIR
B B
B
FUKUOKA
LAHORE
32°00'N
105°49'E 32°14'N
127°30'E
B
107°24'E
31°49'N
31°54'N
97°00'E
B
B WUHAN
98°35'E
109°31'E
FIR
30°26'N
81°37'E
SHANGHAI
30°05'N
30°00'N
30°45'N
B
66°19'E
115°56'E
120°50'W
B
30°17'N
B
B
30°00'N
B
109°29'E
B
30°00'N
B
30°00'N
B
30° 73°35'E FIR
124°00'E 125°25'E
30°
29°31'N
B
DELHI
29°23'N
109°24'E
B
113°06'E
FIR
B
29°02'N
29°00'N
B
114°34'E
27°17'N
124°00'E
FIR
83°40'E
KUNMING
OAKLAND OCEANIC
27°53'N
B
109°19'E
B
26°22'N
27°27'N
26°42'N
B
B
FIR
FIR 27°10'N
83°40'E
88°02'E
113°57'E
27°00'N
B
27°00'N
83°00'E
B
B
B
KARACHI
KATHMANDU
26°41'N
155°00'E
165°00'E
B
B
25°38'N
109°12'E
26°03'N
25°00'N
114°07'E
89°52'E
B
70°55'E
25°00'N
B
25°07'N
25°25'N
120°00'E
B
114°18'E
25°10'N
B
25°00'N 25°00'N
107°53'E
B
61°20'E B
B B
24°39'N
B
82°00'E 83°00'E
B 24°40'N
105°48'E
24°46'N
B
23°42'N
B
61°20'E
115°01'E 24°22'N 117°11'E
23°30'N
B
116°42'E
124°00'E
23°41'N
FIR
23°30'N
23°30'N
B
B
B
FIR
117°13'E
23°30'N B B
61°20'E
64°30'E
23°11'N
117°30'E 23°10'N
B
B
GUANGZHOU
23°00'N
TAIBEI
105°32'E
117°30'E
117°30'E
FIR
FIR
21°57'N
DHAKA B
21°38'N
FIR
21°00'N
KOLKATA
B
92°32'E
21°25'N
117°30'E
89°10'E
B
YANGON
111°30'E
21°00'N
B
FIR
21°00'N
21°00'N
21°00'N
20°30'N
B B B
B
92°00'E
121°30'E
130°00'E
155°00'E
FIR 108°03'E
B
20°30'N
B HONG KONG
111°30'E
B
20° 19°48'N
HANOI 19°57'N
B
19°30'N
107°56'E
20°
60°00'E
111°30'E
19°16'N
B
B
107°11'E
18°20'N 17°25'N
B FIR
18°00'N B
18°00'N
107°41'E
B
108°44'E
76°00'E
81°00'E
SANYA
17°15'N
17°25'N
B
B
17°13'N
FIR
B
82°00'E
17°00'N 108°43'E
106°34'E
B 108°00'E
16°40'N
16°30'N
B
B
VIENTIANE
114°00'E
83°00'E
15°00'N
15°00'N
B
B
72°00'E
76°00'E
14°30'N 14°30'N
B
B
FIR
112°00'E 114°00'E
14°00'N
B
92°00'E
13°30'N
BANGKOK
FIR
B
94°25'E
FIR
FIR
CHENNAI
PHNOM PENH
MUMBAI
FIR
10°30'N
10°00'N
114°00'E
11°00'N
10°00'N
B 96°00'E
HO-CHI-MINH
FIR
94°25'E
80°00'E
10°14'N
B
MANILA
10°00'N
10°00'N 10°00'N 09°56'N
B
B
B
B B B
B
10° 08°59'N
103°38'E
82°00'E
94°25'E 96°30'E 98°33'E
10°
79°30'E
08°25'N
09°00'N
116°30'E
B
B
102°40'E
B
06°44'N
06°45'N
07°30'N 07°30'N 07°30'N
B
B
B
77°57'E
B
74°00'E
07°15'N
102°40'E
07°30'N
70°00'E 72°00'E
B
117°30'E
07°00'N
B C
98°00'E
B
07°00'N
07°00'N
B
06°00'N
07°00'N
B
B 78°30'E
B 103°00'E
108°00'E
113°15'E
130°00'E
06°27'N B
06°00'N
99°36'E
B
06°00'N
B
06°00'N
B
06°00'N
B
06°00'N
B
06°00'N
B
06°00'N
B
06°00'N
B
B
74°00'E 76°00'E 76°30'E 78°00'E
92°00'E 94°25'E
97°30'E
103°05'E
03°05'N
70°00'E
B
FIR
FIR
FIR
KUALA LUMPUR
COLOMBO
04°50'N
B
103°44'E
A
03°40'N
B
103°40'E
02°00'N B
02°36'N
107°00'E 104°45'E
01°38'N
B
102°20'E 01°13'N 01°20'N
B B B00°00'S
103°30'E 104°20'E 104°57'E
FIR
SINGAPORE
B
02°00'N
108°30'E
02°15'N
01°00'N B
108°30'E B
108°30'E
01°00'N
108°58'E B B
FIR
KOTA KINABALU
03°30'N
04°00'N
145°00'W
04°00'N
B
B
120°00'E
132°32'E
03°30'N
B
03°30'N
B
03°30'N
B
03°30'N
B
03°30'N
B
B
03°30'N
133°00'E
141°00'E
160°00'E
170°00'E
180°00'E
B
120°00'W
01°16'N
B
113°37'E
00°00'N
00°00'N
00°00'N 00°00'N
00°00'N
00°00'N
00°00'N
B
B B
B
B
B
B
B
0° 68°00'E
MALE
105°10'E
108°00'E 109°10'E
141°00'E
160°00'E
170°00'E
0°
00°50'S
02°00'S
B
106°00'E
78°00'E
02°00'S
B
B
92°00'E
03°00'S
FIR
B
110°23'E
FIR
FIR
NAURU
UJUNG PANDANG
04°50'S
05°00'N
JAKARTA
159°00'E
160°00'E
04°50'S
B B
04°60'S
05°00'S 05°00'S
B
B
B
B
FIR
160°00'E
180°00'W
157°00'W 155°00'W
06°51'S
06°00'S
06°00'S
06°00'S
07°00'S
PORT MORESBY
06°56'S 155°55'E
B
B
B
60°00'E
68°00'E
75°00'E
135°00'E
155°36'E
06°40'S 06°33'S
B
156°02'E
B
BB
06°56'S B
07°19'S 155°42'E
B
155°00'E
09°16'S 09°08'S
08°20'S
B
09°20'S
142°03'E 143°52'E
110°23'E
126°50'E
09°37'S
141°00'E
10°00'S
09°19'S
B
B
B B 09°24'S
170°00'E
B
09°50'S 09°50'S B 142°48'E
144°14'E
B
09°57'S
139°40'E 141°00'E
B
B
-10° FIR
10°30'S
144°05'E
166°45'E
-10°
HONIARA
B
11°48'S
11°43'S 11°30'S
166°52'E
144°04'E 144°02'E
B
12°00'S
12°00'S
12°00'S
12°00'S
12°00'S
12°00'S D
B
B
B
B
B
B
B
107°00'E
110°00'E
114°30'E
123°20'E
144°00'E
155°00'E
14°08'S
B
115°09'E
14°00'S
B
155°00'E
14°00'S 14°00'S
B
B
161°15'E 163°00'E
FIR
NADI
15°33'S
175°41'W
B
FIR
TAHITI
15°00'S
B
120°00'W
17°50'S
17°53'S
B
B
163°00'E
EXTENDIN G EAST ALON G 1 5°S TO
118°22'E 18°23'S
B
118°25'E
90°W, AND SOUTH ALONG
MERIDIAN 90°W TO TH E SOU TH POLE
-20° S'ÉTEND ANT VER S L'EST LE LONG D E
-20°
20°26'S
B
120°45'E
21°33'S
B
122°01'E
B
21°53'S
122°25'E
23°27'S
B
124°15'E
23°22'S B
126°29'E
23°13'S
B
128°28'E
21°51'S
130°58'E
B
B
21°11'S
131°34'E
21°28'S
B
136°09'E
B
22°18'S
136°38'E
FIR
BRISBANE
25°00'S
171°25'E
B
25°00'S
B
180°00'E
15°S JU SQU 'À 90°W, ET VER S
LE SUD LE LONG DU MÉRIDIEN 90°W
JU SQU'AU PÔLE SUD
26°14'S
B
138°23'E
28°00'S
B
168°00'E
29°00'S
B
29°00'S
B
143°30'E
146°32'E
30°00'S
30°00'S
30°00'S
30°00'S
B
B
B
B
-30° 163°00'E
157°00'W
130°54'W
120°00'W
-30°
FIR
MELBOURNE
32°06'S
B
148°50'E
33°12'S
151°14'E 33°15'S
151°26'E
33°27'S
33°20'S BB
B
B
B
150°33'E
150°42'E 33°35'S
33°28'S
151°54'E
151°48'E
33°59'S
B
34°21'S 152°01'E
B
151°40'E
35°19'S
B
152°56'E
FIR
AUCKLAND OCEANIC
FIR
EASTER I.
36°57'S
150°45'E
B
38°11'S
B
150°19'E
37°29'S
B
178°59'E
38°27'S
B
179°44'E
-40° -40°
FIR
NEW ZEALAND
41°05'S
169°49'E
B
40°52'S
B
170°31'E
B
39°11'S
171°17'E
43°00'S
151°00'E
B
43°39'S
168°00'E
42°52'S
175°03'E
B
43°51'S
B
150°40'E
B
EXTENDIN G SOUTH ALONG MERID IAN 75°E TO THE SOUTH POL E
S'ÉTEND ANT VER S LE SU D LE LONG DU MÉRIDIEN 75°E JU SQU 'AU PÔLE SUD
SE EXTIENDE HAC IA EL SUR A LO LARGO DEL MERI DIANO 75°E HASTA EL POLO SUR
EXTENDIN G SOUTH ALONG MERID IAN 163°E TO THE SOUTH POLE
S'ÉTEND ANT VER S LE SU D LE LONG DU MÉRIDIEN 163°E JU SQU 'AU PÔLE SUD
SE EXTIENDE HAC IA EL SUR A LO LARGO DEL MERI DIANO 163°E HASTA EL POLO SUR
44°34'S
B
150°00'E
45°00'S
B
163°00'E
45°55'S
B
165°18'E
48°09'S B
168°16'E
EXTENDIN G SOUTH ALONG MERID IAN 131°W TO THE SOUTH POLE
S'ÉTEND ANT VER S LE SU D LE LONG DU MÉRIDIEN 131°W JUSQU 'AU PÔLE SUD
SE EXTIENDE HAC IA EL SUR A LO LARGO DEL MERI DIANO 131°W HASTA EL POLO SUR
SAST2011/10 60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°

ASIA/PAC BASIC SERVICIO DE INFORMACIÓN DE VUELO - ESPACIO AÉREO SUPERIOR SERVICE D'INFORMATION DE VOL - ESPACE AÉRIEN SUPÉRIEUR FLIGHT INFORMATION SERVICE - UPPER AIRSPACE CHART ATS 2
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
EXTENDING NORTH ALONG MERIDIAN 168°58’W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 168°58’W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 168°58’W HASTA EL POLO NORTE
EXTENDING NORTH ALONG MERIDIAN 141°W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 141°W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 141°W HASTA EL POLO NORTE
70° 70°
FIR
ANCHORAGE CONTINENTAL
60° 60°
50° FIR
50°
ANCHORAGE OCEANIC
FIR
ULAN BATOR
FIR
SHENYANG
FIR
FIR
40° FIR
BEIJING
40°
PYONGYANG
URUMQI
FIR
KABUL
FIR
FUKUOKA
30° FIR
30°
DELHI
FIR
FIR
FIR
KATHMANDU
KUNMING
OAKLAND OCEANIC
FIR
KARACHI
FIR
MUMBAI
FIR
LAHORE
FIR
CHENNAI
FIR
KOLKATA
FIR
DHAKA
FIR
YANGON
FIR
LANZHOU
FIR
BANGKOK
FIR
FIR
GUANGZHOU
UIR
HO-CHI-MINH
FIR
WUHAN
FIR
FIR
SHANGHAI
FIR
TAIBEI
FIR
MANILA
FIR
INCHEON
HANOI HONG KONG
20° FIR
20°
VIENTIANE
FIR
SANYA
10° 10°
FIR
COLOMBO
FIR
KUALA LUMPUR
FIR
SINGAPORE
FIR
KOTA KINABALU
FIR
0° MALE
0°
UIR
JAKARTA
UIR
UJUNG PANDANG
FIR
PORT MORESBY
FIR
NAURU
-10° FIR
-10°
HONIARA
FIR
NADI
FIR
TAHITI
EXTENDING EAST ALONG 15°S TO
90°W, AND SOUTH ALONG
MERIDIAN 90°W TO THE SOUTH POLE
-20° S'ÉTENDANT VERS L'EST LE LONG DE
-20°
15°S JUSQU'À 90°W, ET VERS
LE SUD LE LONG DU MÉRIDIEN 90°W
JUSQU'AU PÔLE SUD
FIR
BRISBANE
-30° -30°
LEGEND LÉGENDE CLAVE
REGION BOUNDARY
LIMITE DE RÉGION D'INFORMATION DE VOL
(FIR)
LÍMITE DE REGIÓN DE INFORMACIÓN DE VUELO
FIR
NEW ZEALAND
-40° NAME - NOM - NOMBRE UIR
-40°
JAKARTA
EXTENDING SOUTH ALONG MERIDIAN 75°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 75°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 75°E HASTA EL POLO SUR
EXTENDING SOUTH ALONG MERIDIAN 163°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 163°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 163°E HASTA EL POLO SUR
EXTENDING SOUTH ALONG MERIDIAN 131°W TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 131°W JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 131°W HASTA EL POLO SUR
SAST2011/10
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°

ASIA/PAC BASIC SERVICIO DE INFORMACIÓN DE VUELO - ESPACIO AÉREO SUPERIOR SERVICE D'INFORMATION DE VOL - ESPACE AÉRIEN SUPÉRIEUR FLIGHT INFORMATION SERVICE - UPPER AIRSPACE CHART ATS 2
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
EXTENDIN G N OR TH ALON G M ER IDIAN 16 8°58’W TO THE N OR TH POLE
S'ÉTEND ANT VER S LE NORD LE LONG DU MÉRIDI EN 168°58’W JU SQU 'AU PÔLE NORD
SE EXTIENDE HAC IA EL NORTE A LO LAR GO DEL MER IDIANO 168°58’W HASTA EL POLO NORTE
EXTENDIN G N OR TH ALON G M ER IDIAN 14 1°W TO TH E NORTH POLE
S'ÉTEND ANT VER S LE NORD LE LONG DU MÉRIDI EN 141°W JUSQU'AU PÔLE N OR D
SE EXTIENDE HAC IA EL NORTE A LO LAR GO DEL MER IDIANO 141°W H ASTA EL POL O N OR TE
70° 70°
FIR
ANCHORAGE CONTINENTAL
60° 60°
50° FIR
50°
ANCHORAGE OCEANIC
FIR
ULAN BATOR
FIR
SHENYANG
FIR
FIR
40° FIR
BEIJING
40°
PYONGYANG
URUMQI
FIR
KABUL
FIR
FUKUOKA
30° FIR
30°
DELHI
FIR
FIR
FIR
KATHMANDU
KUNMING
OAKLAND OCEANIC
FIR
KARACHI
FIR
MUMBAI
FIR
LAHORE
FIR
CHENNAI
FIR
KOLKATA
FIR
DHAKA
FIR
YANGON
FIR
LANZHOU
FIR
BANGKOK
FIR
FIR
GUANGZHOU
UIR
HO-CHI-MINH
FIR
WUHAN
FIR
FIR
SHANGHAI
FIR
TAIBEI
FIR
MANILA
FIR
INCHEON
HANOI HONG KONG
20° FIR
20°
VIENTIANE
FIR
SANYA
10° 10°
FIR
COLOMBO
FIR
KUALA LUMPUR
FIR
SINGAPORE
FIR
KOTA KINABALU
FIR
0° MALE
0°
UIR
JAKARTA
UIR
UJUNG PANDANG
FIR
PORT MORESBY
FIR
NAURU
-10°
FIR
-10°
HONIARA
FIR
NADI
FIR
TAHITI
EXTENDIN G EAST ALON G 1 5°S TO
90°W, AND SOUTH ALONG
MERIDIAN 90°W TO TH E SOU TH POLE
-20° S'ÉTEND ANT VER S L'EST LE LONG D E
-20°
15°S JU SQU 'À 90°W, ET VER S
LE SUD LE LONG DU MÉRIDIEN 90°W
JU SQU'AU PÔLE SUD
FIR
BRISBANE
-30° -30°
LEGEND LÉGENDE CLAVE
REGION BOUNDARY
LIMITE DE RÉGION D'INFORMATION DE VOL
(FIR)
LÍMITE DE REGIÓN DE INFORMACIÓN DE VUELO
FIR
NEW ZEALAND
-40° NAME - NOM - NOMBRE UIR
-40°
JAKARTA
EXTENDIN G SOUTH ALONG MERID IAN 75°E TO THE SOUTH POL E
S'ÉTEND ANT VER S LE SU D LE LONG DU MÉRIDIEN 75°E JU SQU 'AU PÔLE SUD
SE EXTIENDE HAC IA EL SUR A LO LARGO DEL MERI DIANO 75°E HASTA EL POLO SUR
EXTENDIN G SOUTH ALONG MERID IAN 163°E TO THE SOUTH POLE
S'ÉTEND ANT VER S LE SU D LE LONG DU MÉRIDIEN 163°E JU SQU 'AU PÔLE SUD
SE EXTIENDE HAC IA EL SUR A LO LARGO DEL MERI DIANO 163°E HASTA EL POLO SUR
EXTENDIN G SOUTH ALONG MERID IAN 131°W TO THE SOUTH POLE
S'ÉTEND ANT VER S LE SU D LE LONG DU MÉRIDIEN 131°W JUSQU 'AU PÔLE SUD
SE EXTIENDE HAC IA EL SUR A LO LARGO DEL MERI DIANO 131°W HASTA EL POLO SUR
SAST2011/10
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°

!E !E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
!E
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COIMBATORE
BALIKPAPAN
TOWNSVILLE
PARABURDOO
BARUUN-URT
CHOIBALSAN
ST PAUL IS
QINGBAIKOU
KHABAROVSK
PORT BLAIR
NORFOLK IS
MOUNT HOPE
TRIVANDRUM
FUJIACHANG
NANCHENGZI
HONGQILAPU
CHITTAGONG
LIANGCHENG
WANGBINGOU
WAFANGDIAN
CHIANG MAI
CABANATUAN
ULAN BATOR
JAMSHEDPUR
HASANUDDIN
LOS ANGELES
JOHNSTON IS
DARONGJIANG
HORN ISLAND
PORT HEIDEN
SURAT THANI
THURSDAY IS
TANEGASHIMA
MIYAKO JIMA
VLADIVOSTOK
TAKHTAYAMSK
SINSONGCHON
BHUBANESWAR
HO-CHI-MINH
LEIGH CREEK
KIRBALTABAY
HAMILTON IS
SHIGEZHUANG
MIYAKE JIMA
SLOPEHILLVOR
LAOLIANGCANG
LIANSHENGWEI
PHITSANULOKE
DUTCH HARBOR
MIDDLETON IS
NOVOKUZNETSK
MINAMI DAITO
LORD HOWE IS
SAN FERNANDO
KUALA LUMPUR
BANDAR ABBAS
DIEGO GARCIA
CHRISTCHURCH
PORT MORESBY
PORT HEDLAND
STREUNG TRENG
TENNANT CREEK
RAHIM YARKHAN
PANGKALPINANG
LUANG PRABANG
CAPE NEWENHAM
ALICE SPRINGS
DUBAI/SHARJAH
TANJUNG PINANG
GENERAL SANTOS
ISLA DE PASCUA
TANJUNG PANDAN
CAGAYAN-DE-ORO
VISHAKHAPATNAM
KUALA TRENGGANU
UST-BOLSHERETSK
BLAGOVESHCHENSK
PUERTO PRINCESA
PRATAPGARH BAGO
ARSHANDIIN BULAG
CHRISTMAS ISLAND
DERA ISMAIL KHAN
YUZHNO-SAKHALINSK
TIRUCHCHIRAPPALLI
AVAVO
VANVO
DONSA
ASPUX
DORAX
MELAS
MUGAN
MONBO
MIGUG
KABAM
SAMOG
AGSAM
MIMUX
DAMVO
KIKEM
LAXOR
OSUKA
DUMOL
DULOP
DOSUT
DALBA
DOXAR
DUDIS
MOXON
LAGOT
ASISU
DOGOG
TODAM
TEGID
REKAL
PANDI
MAPNO
DAGAG
AGOBA
TERIX
NOBEN
LULBU
TENON
REGOS
MANEP
MOMPA
MOLKA
ENVAR
KILOG
MAMOK
ENREP
ESPOB
EXOTO
EGEMU
EPKAL
ENBOK
BITOD
MABLI
DOLOX
VEPAM
DAMEL
MESOX
GUKUM
MEVIN
AGVAR
ARESI
ALDAS
AKMON
IGEVO
SKATE
SARSI
TIDEL
ABETS
AKISU
KAKET
RELIP
GATES
CITTA
OMOTO
OATIS
FITES
ELKEY
EBBER
DINTY
DENNS
BOKAK
GUNIP
CLUTS
BEBOP
BITTA
ALCOA
DENDA
MINOS
MABIX
BOTAN
UAMRI
HAMUN
OGDEN
RASER
LEMOK
LATEP
EKVIK
RUPED
PEDNO
BONDA
NINNA
CARTO
AKUMO
POWAL
BILAT
SAPNA MINAR DUMKA NODLE
NIPPI
NANAC
MAROB
ASTER
NODAN
PIBED
GUDUG
AVGOK
KASMI
TATOX
IGARI
LIDIT
KALIN
BIGRO
APIPU
VENUS
MABAD
SOLIT
TIAMU
BODAR
TESAN
TEBUS
BULAN
PABSO
BISIV
BESAT
PUGER
BISIS
ATETI
NIMIX
DILIS
GURAG
SPONJ
CHEER
SULOK
GABAL
AKTAS
ANINA
SOURN
MENAM
MAKAS
NYMPH
BETNO
CUCUT
DIVSO
FAROA
ELLMS
PADLA
BOBOD
ALATO
VUTAS
POPIR
UNTAN
CUDDA
CUTEE
COMFE
PAKDO
BUNTO
PADET
PIMOL
SAPDA
LUSMO
BOBOB
KIKOR
BEKUB
ARGUK
SABAR
ELNEX
DOVRR
ATVIP
ENDAX
RENAN
OPABA
OMLET
KAPKI
SEKMO
VINIK
ELANG
LETBI
SADAN
TOREX
SELSO
VELTA
TEKUK
NULAR
BIDOR
KADAB
CLAVA
NISEX
TONYS
DAASH
KADBO
IGROD
BISUN
POTIP
TOMAN
KAMIN
OSANU
POTIB
NOBER
KETIV
LELED
POLHO
ANITO
ANIMO
PEDPI
POSOD
KANSU
SONDO
TOMUK
KAPLI
NIDOR
MORIT
BAMOK
NULUK
KATCH
CHOKO
SAGUT
PINOT
SIMAO
PURPA
TASOP
TIGER
GOPTO
FICKY
ENKIP
LINSO
MONPI
DADAR
SUNAN
PUPIS
AGAVO
MUDAL
LATUX
AMOTT
PASRO
PABBA
KAGIS
SIMLI
INTOS
TOKON
LEGED
REKEL
AKOTA
MAVRA
SABNO
PONUK
CARRP
TONIK
KADET
INTIK
ANDIN
MURUS
MAGOG
KAMUB
ASARI
SAMAR
JHANG
SANAM
METIM
BIKOK
AVMUP
MUMOT
NOMAN
REVKI
TAMOS
MOLTA
ELKEL
GOLEM
ANGAL
KATHS
KURUM
NISEP
TELOK
MANLI
KAGAK
GOLOT
ROZAX
OLCOT
BISOR
TAXON
MAKDA
SABGU
KEITH
SHREE
ELBIS
APORO
KISME
JUNIE
TEGOD
ADKAK
HEMLO
AMITY
APACK
SEDAR
ZIGIE
KAGLU
KALBI
KADAP
SANKO
MAKNO
OKTON
RUSAR
CLUKK
SERKA
KALAT
RICHH
GUNNY
AKMIP
KEVOK
BUSUX
ELATI
OLKIT
SELTI
AKSUN
TESIO
SIKOU
SAMAS
ASSAD
VILAO
MONDA
DAGON
CAVOI
A590
R220
R580
R341
R338
G344
R591
B337
A342
G583
G215
G469
G576
B327
B453
B327
G469
B453
B337
G583
A590
R580
R220
G344
R591
R451
A342
G215
R336
B327
G469
R330
R338
R341
A218
R580
B327
A218
A590
G344
R220
R591
G583
L501
L500
B200
B581
L502
A220
G595
B326
B452
A214
B333
B596
A331
G599
B595
L513
G594
A209
R463
R464
R340
R578
R576
R577
R582
R465
A346
A579
L508
N759
A578
M625
G450
B474
B598
B201
L521
G457
G337
N750
M636
M643
B583
N774
G462
A587
R585
M768
R204
L504
B459
A580
G467
A330
G326
B575
G591
B580
A598
B220
B344
G465
B457
G454
R326
R203
R587
A339
A327
R327
B349
R593
R206
B210
G342
L503
L644
B587
G347
A222
G224
P648 B592
A337
A590
G459
B578
G329
G209
M774
A218
A582
UM501
R339
R592
B454
B213
P761
M639
P880
G424
B599
G222
R590
A474
R453
A1
B576
A335
A451
B212
A452
R468
N875
R216
M635
R337
G205
R346
R348
A338
R596
G593
G452
M772
B463
R584
G200
B579
B450
R329
R459
A344
G208
R219
P766
B577
B469
B584
A211
R210
A599
B591
A215
G223
G578
B209
A201
A349
A594
L625
B339
R332
A450
A576
A584
R223
N645
G472
R583
A453
R205
G588
G213
R457
A464
R450
G491
A223
B223
B451
B346
B590
R222
G458
B345
G346
A332
G341
A212
B586
B215
R474
R460
B597
A468
UM551
G203
B470
A592
A461
A585
A583
M767
R456
G332
M754
B455
R595
G579
R461
R209
G585
A217
G325
A586
L642
A216
B472
B480
G202
B465
N891
G464
B456
N884
G581
B203
G575
B218
G214
A460
B473
A581
R462
R217
B335
R466
B466
M771
B328
M750
B467
G206
M522
R212
G334
A348
UB467
B483
G339
R599
A334
G474
A341
G473
A465
A466
R207
A219
G218
A364
G463
G331
A470
A202
A345
A575
B340
G587
B332
A463
G461
UL425
M751
R328
M765
N892
B589
R325
A596
A593
R343
G212
B348
R211
B462
A588
B334
A597
G597
R347
B206
A595
B221
R342
R452
B330
G494
G470
A326
A470
B451
R219
B579
A1
B223
B586
M635
G424
A576
A450
G224
A339
B589
A588
UL425
B598
G464
A590
B215
UB467
G593
G578
A339
R204
A464
B576
G578
R584
B215
B335
G575
A1
B348
B587
R329
A222
A339
G224
B335
A1
B575
R583
A575
B587
G494
A461
B209
G212
B463
G454
G491
A578
L625
R599
A332
A599
A337
A586
R347
B215
UB467
G214
R328
R462
G212
G450
R347
G473
G200
G208
A576
B459
B462
R452
G223
R461
G594
R204
B469
G222
A1
A215
B462
G454
UL425
R329
R461
A578
A582
A575
R468
A339
B466
A335
G462
R595
A599
G594
G472
G472
A594
B579
A461
A461
B344
A461
G591
A461
B203
A583
B578
G578
B472
B598
R332
G213
G465
B330
G223
G578
R592
R460
B587
B457
R342
A339
G595
G222
A597
B469
B586
A450
G464
G224
A585
A1
A463
A576
L513
A582
G581
A461
B589
G491
A450
B587
UB467
UM551
B206
A326
A215
A464
G462
R332
A579
R596
B598
B340
A597
B462
B462
A214
A597
G597
A581
G579
G591
B480
B586
B330
A1
B472
G581
G465
G457
M765
A599
A219
R462
R339
G595
M772
G450
A594
R460
B340
R461
A216
N884
B215
A583
A474
G347
G578
A460
B469
R584
G593
G472
R206
R460
B598
A576
UL425
A585
N884
A364
R583
A583
G326
B330
A583
A598
B451
B577
B330
N892
A593
L625
G339
A453
A584
G223
B577
R599
A464
B450
R343
A451
B452
G337
A212
A337
A339
B473
G588
R584
B454
G223
B465
B577
A216
A578
B587
A584
A465
B598
B586
G339
A327
B203
G212
A1
R584
L503
A450
A597
G224
B580
R599
B590
G470
A452
B474
G594
R595
A1
B330
A1
R459
A585
B473
R599
A592
A578
A580
B469
A599
A584
A461
A461
B598
R456
A339
A598
G452
R332
G205
B579
R211
B472
B330
A597
B462
B474
G578
G461
A593
B469
L642
M750
R584
B598
R459
A338
A474
G457
B215
B469
G223
A222
A461
A202
A465
A330
B344
A461
A464
G457
B450
B599
R584 R584
A216
G594
G491
R339
A584
G465
G212
B472
B330
R583
A1
M767
B587
G212
A327
G209
B469
M768
G223
A450
A349
A345
A578
A1
B215
FIR
MELBOURNE
FIR
TAHITI
FIR
OAKLAND OCEANIC
FIR
EASTER I.
FIR
AUCKLAND OCEANIC
FIR
BRISBANE
FIR
FUKUOKA
FIR
NADI
FIR
MUMBAI
FIR
ANCHORAGE CONTINENTAL
FIR
URUMQI
FIR
MANILA
FIR
LANZHOU
FIR
JAKARTA
FIR
ULAN BATOR
FIR
CHENNAI
FIR
SHENYANG
FIR
MALE
FIR
KUNMING
FIR
NAURU
FIR
DELHI
FIR
COLOMBO
FIR
KOLKATA
FIR
BEIJING
FIR
PORT MORESBY
FIR
YANGON
FIR
HONIARA
FIR
UJUNG PANDANG
FIR
KARACHI
FIR
INCHEON
FIR
ANCHORAGE OCEANIC
FIR
LAHORE
FIR
SHANGHAI
FIR
BANGKOK
FIR
HO-CHI-MINH
FIR
ANCHORAGE ARCTIC
FIR
SINGAPORE
FIR
KATHMANDU
FIR
KOTA KINABALU
FIR
PHNOM PENH
FIR
HANOI
FIR
HONG KONG
FIR
KUALA LUMPUR
FIR
VIENTIANE
FIR
NEW ZEALAND
FIR
TAIBEI
FIR
GUANGZHOU
FIR
WUHAN
FIR
PYONGYANG
FIR
DHAKA
60°E
60°E
70°E
70°E
80°E
80°E
90°E
90°E
100°E
100°E
110°E
110°E
120°E
120°E
130°E
130°E
140°E
140°E
150°E
150°E
160°E
160°E
170°E
170°E
180°
180°
170°W
170°W
160°W
160°W
150°W
150°W
140°W
140°W
130°W
130°W
120°W
120°W
110°W
110°W
100°W
100°W
50°S 50°S
40°S 40°S
30°S 30°S
20°S 20°S
10°S 10°S
0° 0°
10°N 10°N
20°N 20°N
30°N 30°N
40°N 40°N
50°N 50°N
60°N 60°N
AIS/MAP 03/15 v 2006
21/10/03
No./N°/Núm./Nº1
ASIA/PAC BASIC ANP SERVICE DE CONTRÔLE RÉGIONAL - ESPACE AERIEN SUPÉRIEUR AREA CONTROL SERVICE - UPPER AIRSPACE
SERVICIO DE CONTROL DE ÁREA - ESPACIO AÉREO SUPERIOR
CHART ATS ALL
N
Mercator Projection Projection Mercator Proyección Mercator
Central Meridian: 120°E Méridien Central: 120°E Meridiano Central: 120°E
3
AREA CONTROL SERVICE RECOMMENDED ALONG ATS ROUTES
AND SIGNIFICANT POINT
SERVICE DE CÔNTROLE RÉGIONAL RECOMMANDÉ LE LONG DES
ROUTES ATS ET POINT CARACTÉRISTIQUE
SERVICIO DE CONTROL DE ÁREA RECOMENDADO A LO LARGO
DE LAS RUTAS ATS Y PUNTO CARACTERÍSTICO
INTERNATIONAL AERODROME
AÉRODROME INTERNATIONAL
AERÓDROMO INTERNACIONAL
FLIGHT INFORMATION REGION
RÉGION D'INFORMATION DE VOL
REGIÓN DE INFORMACIÓN DE VUELO
!-
!C
LEGEND LÉGENDE CLAVE
NOTE
NOTA
RESPONSIBILITY FOR THE PROVISION OF AIR TRAFFIC SERVICE DELEGATED TO:
LA RESPONSABILITÉ DE LA FOURNITURE DE LA CIRCULATION AÉRIENNE A ÉTÉ ASSIGNÉ À:
LA RESPONSABILIDAD DEL SUMNISTRO DE LOS SERVICIOS DE TRANSITO AÉREO
SE HA DELEGADO A:
1 CALCUTTA ACC (FL 150 - FL 450)
2 COLOMBO ACC (FL 100 - FL 400)
3 BRISBANE ACC (FL245 - FL460)
A
B
C
D

G331
G331
M753
B330
M753
B584
A461
A326
A345
R204
A216
ASIA/PAC BASIC SERVICIO DE INFORMACIÓN DE VUELO - ESPACIO AÉREO INFERIOR SERVICE D'INFORMATION DE VOL - ESPACE AÉRIEN INFÉRIEUR FLIGHT INFORMATION SERVICE - LOWER AIRSPACE CHART ATS 1
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°
LEGEND LÉGENDE CLAVE
EXTENDING NORTH ALONG MERIDIAN 168°58’W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 168°58’W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 168°58’W HASTA EL POLO NORTE
FIR
ANCHORAGE ARCTIC
EXTENDING NORTH ALONG MERIDIAN 141°W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 141°W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 141°W HASTA EL POLO NORTE
REGION BOUNDARY
LIMITE DE RÉGION D'INFORMATION DE VOL
LÍMITE DE REGIÓN DE INFORMACIÓN DE VUELO
(FIR)
72°00'N
158°00'W
BARROW
71°54'N
141°00'W
NAME - NOM - NOMBRE
FIR
JAKARTA
70° 70°
NOTES NOTAS
A218
A
&
B
THE RESPONSIBILITY FOR PROVIDING AIR TRAFFIC SERVICES TO FLIGHTS WITHIN THE AIRSPACE
INDICATED IS VESTED IN THE KUALA LUMPUR ACC
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE AUX VOLS ÉFFECTUÉS
DANS L'ESPACE AÉRIEN INDIQUÉ INCOMBE AU CENTRE DE CONTROLE REGIONAL DE KUALA LIMPUR
LA RESPONSABILIDAD DEL SUMINISTRO DE SERVICIOS DE TRÁNSITO AÉREO A LOS VUELOS DENTRO
DEL ESPACIO AÉREO INDICADO INCUMBE AL CENTRO DE CONTROL DE ÁREA DE KUALA LUMPUR
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN CHENNAI FLIGHT INFORMATION REGION
(FIR) ABOVE FL 100, IS VESTED WITH COLOMBO AREA CONTROL CENTRE (ACC) UNTIL SUCH TIME
THAT ADEQUATE FACILITIES AND SERVICES IN TERMS OF COMMUNICATIONS AND RADAR WOULD BE
PROVIDED BY TRIVANDRUM ACC
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
C D'INFORMATION DE VOL (FIR) CHENNAI AU-DESSUS DU FL 100 INCOMBE AU CENTRE DE CONTRÔLE
RÉGIONAL (ACC) DE COLOMBO JUSQU'À CE QUE L'ACC DE TRIVANDRUM FOURNISSE DES
INSTALLATIONS ET SERVICES ADÉQUATS DE TÉLÉCOMMUNICATION ET DE RADAR
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
DE VUELO (FIR) CHENNAI POR ENCIMA DEL FL 100, RECAE EN EL CENTRO DE CONTROL DE AÉREA
(ACC) DE COLOMBO HASTA QUE EL ACC TRIVANDRUM TENGA LAS INSTALACIONES ADECUADAS
PARA PRESTAR SERVICIOS EN TÉRMINOS DE COMUNICACIONES Y RADAR
THE RESPONSIBILITY FOR PROVISION OF AIR TRAFFIC SERVICES IN HONIARA FLIGHT INFORMATION REGION
(FIR) BETWEEN FL 245 AND FL 460, IS VESTED WITH BRISBANE AREA CONTROL CENTRE (ACC)
LA RESPONSABILITÉ DE FOURNIR LES SERVICES DE LA CIRCULATION AÉRIENNE DANS LA RÉGION
D D'INFORMATION DE VOL (FIR) HONIARA ENTRE FL 245 AND FL 460 INCOMBE AU CENTRE DE CONTRÔLE
RÉGIONAL (ACC) DE BRISBANE
LA RESPONSABILIDAD DE PRESTAR SERVICIOS DE TRÁNSITO AÉREO EN LA REGIÓN DE INFORMACIÓN
DE VUELO (FIR) HONIARA ENTRE LOS FL 245 AND FL 460, RECAE EN EL CENTRO DE CONTROL DE AÉREA
(ACC) DE BRISBANE
A218
TAKHTAYAMSK
60°18'N
141°00'W
55°55'N
60°00'N
130°01'W
60°
BESAT
180°00'E
60°
MIDDLETON IS
55°46'N
130°09'W
MYS SHMIDTA
R338
G583
68°00'N
169°00'W
65°00'N
169°00'W
NOME
EMMONAK
FIR
ANCHORAGE CONTINENTAL
NODLE
AMOTT
61°54'N
141°00'W
NULUK
B327
CAPE NEWENHAM
B327
KODIAK
59°40'N
137°05'W
G583
NIKOLSKOE
B327
NINNA
BAMOK
B327
R220
G469
R341
ST PAUL IS
G469
COLD BAY
CUDDA
PORT HEIDEN
56°46'N
151°45'W
56°00'N
153°00'W
B327
B453
56°24'N
131°05'W
54°49'N
170°12'E
54°35'N
132°50'W 55°43'N
KATCH 130°09'W
NOVOKUZNETSK
DUTCH HARBOR
54°00'N
54°00'N
00°00'N 136°00'W 54°06'N
134°00'W
169°00'E
00°00'E
NYMPH
GABAL
53°30'N
EKIMCHAN
160°00'W
CHEER
UST-BOLSHERETSK
SHEMYA
RAZDOLYE
52°43'N
IRKUTSK
135°00'W
CHITA
ADAK
KYZYL
MOOREN
OLCOT
51°30'N
170°00'E
51°24'N
167°49'W
51°05'N
51°00'N
173°44'E
NIDOR
133°45'W
AKTASH
BLAGOVESHCHENSK
POWAL
LETBI
SIMLI
HEIHE
SULOK
50°05'N
50°08'N
TELOK
159°00'E NIPPI
176°34'W
OGDEN
FIR
MANLI
SPONJ
GOPTO
HAILAR
OMOTO
ANCHORAGE OCEANIC
KAGAK
CARTO
KHABAROVSK
PASRO
CHOIBALSAN
48°20'N
KHOVD
ARGUK
128°00'W
ALETAI
ULAN BATOR
HAIQING
AKISU
QIQIHAR
TESAN
YEDINKA SELTI
YUZHNO-SAKHALINSK
TEBUS
BARUUN-URT
JIAMUSI
ARSHANDIIN BULAG
CUTEE
FIR
FIR
ULAN BATOR
SHENYANG HARBIN
AKSUN
VELTA45°45'N
45°45'N REBUN
45°42'N
SEDAR
140°00'E 142°00'E
45°25'N
ANIMO
162°55'E
SAINSHAND 115°19'E
TESIO BISIV
45°00'N
44°54'N
150°00'E
126°30'W
MONBETSU
44°30'N
145°40'E
URUMQI
CHANGCHUN
KIRBALTABAY
INTIK EREN
AVGOK
ASAHIKAWA
ALMA ATA
FUKANG
TONGLIAO
43°20'N
ASUKI BISUN VLADIVOSTOK
HEMLO
145°50'E
43°15'N
HAMI
117°31'E
42°25'N
42°55'N
43°00'N
43°00'N
REVKI
KAIYUAN
130°36'E
TEKUK
CHITOSE
96°20'E
146°50'E
165°00'E
UAMRI
DAASH
MORIT
42°09'N
130°53'E
KUQA
TUMURTAI
41°48'N
41°44'N
CHAOYANG WANGBINGOU
IGROD
36°28'N
95°08'E
105°13'E
41°40'N
FENGNING ANDIN
126°56'W
DAGUSHAN
131°31'E
NULAR
36°00'N
40°43'N
124°12'W 35°30'N
105°55'E
BAOTOU
GUBEIKOU DAHUSHAN
KIMCHAEK
125°50'W
DENGKOU
HUAILAI
FENGCHENG
NODAN
KURUM
40°30'N
40°20'N
HOHHOT FIR
BEIJING
GOLOT
JIUQUAN
TIANZHEN
39°54'N
135°56'E
107°01'E
119°21'E
SONDO HAMUN
BEIJING
FIR
EKVIK
KASHI
LIANGCHENG
HUAIROU
WAFANGDIAN
39°51'N
39°54'N
FIR
YABRAI
124°10'E
PYONGYANG
127°00'W
NANCHENGZI QINBAIKOU OKTON TIANJIN 39°30'N
PYONGYANG
KADBO
ASTER
URUMQI
119°52'E DALIAN
38°44'N
NANAC
39°06'N
TOMUK
107°59'E 109°41'E
KANSU
SHACHE
YINCHUAN
SHIGEZHUANG
SINSONGCHON
MAKNO
DAWANGZHUANG
38°38'N
38°38'N
38°21'N
38°22'N
POTOU
SANKO
128°25'E
38°00'N
133°39'E
SADO SENDAI
38°15'N
OATIS
90°13'E
110°36'E
TAIYUAN
ALCOA
120°00'E
38°00'N
133°00'E
DONVO
GANGWON
124°00'E
TERMEZ
SEOUL
INTOS
37°28'N
37°29'N
37°30'N
37°30'N
PURPA HONGQILAPU
JINGTAI
AGAVO
110°44'E
36°21'N
117°30'E
133°00'E
127°00'W
FIR
114°55'E
MUDAL
NIIGATA IWAKI PABBA
BEBOP
DAIGO
LANZHOU
WEIXIAN
COMFE
36°32'N
40°50'N
GILGIT
115°18'E
XUEJIADAO
QINGDAO
POHANG
KASMI
ABETS
CLUKK
36°06'N
KAGIS
127°00'W
SABAR
41°15'N
JINGNING
YIJUN
114°21'E
LATUX
MIHO
35°42'N
126°53'W
CHANGWU 35°32'N
FIR
VENUS
115°01'E
40°59'N
110°18'E
35°15'N
SAGUT
BUSAN
OTSU
126°54'W
115°27'E
INCHEON
KOWA
KABUL
SANYUAN FENGHUO
OSHIMA
34°54'N
34°32'N
112°47'E
PIXIAN
34°40'N
34°34'N
110°15'E XIANYANG
129°10'E
MIYAKE JIMA TATEYAMA
GATES
GOBOH
ADKAK
123°15'W
34°00'N
ANARAK
ZHOUKOU
IKISHIMA
LOS ANGELES
ISLAMABAD
FUKUOKA
110°29'E
DINTY
SANAM
XIAOYANZHUANG NINGSHAN
JEJU
KUSHIMOTO
33°32'N
BIRJAND
110°52'E
32°52'N
32°55'N
32°54'N
BANTA
FUKUE
SHIMIZU MANEP
ELKEY
FIR
32°36'N 91°55'E
101°42'E
115°47'E
FIR
PIMOL
90°00'E
32°27'N
UNTAN
32°30'N 32°30'N
32°14'N
FIR
126°50'E 127°30'E
FUKUOKA TONIK
105°49'E
LAHORE AMRITSAR
HEFEI
32°00'N
107°24'E
PIKAS
97°00'E 31°49'N
31°54'N
WUHAN
POMOK
98°35'E
FIR
PINOT
FICKY
ZHOB
LAHORE
LISHUI WUXI
KAGOSHIMA
KANDAHAR
JHANG SAMAR
109°31'E
HEKOU
DERA ISMAIL KHAN
ASARI
NINAS
SHANGHAI
AKARA
LHASA
WUHAN CHANGZHOU NANXUN
MOMPA
WUFENGXI CHENGDU
TANEGASHIMA
30°45'N
MOLTA
ANDONG
TONYS
30°26'N
120°50'W
SERKA
30°17'N
81°37'E
FUJIACHANG
LONGKOU
NANHUI
TAXON
30°00'N
BINDO 30°00'N
109°29'E
30°05'N TONGLU
RUSAR
30°00'N 30°00'N
ZAHEDAN
66°19'E
73°35'E
FIR
ELNEX
115°56'E
LINLI
HANGZHOU 124°00'E 125°25'E
29°31'N
KALAT
DELHI
109°24'E
29°23'N
SHENGXIAN
113°06'E 29°02'N
29°00'N
TIGER
DELHI
FIR
HUAYUAN
RAHIM YAR KHAN
114°34'E
SHANGRAO
124°00'E
FIR
CITTA
NEPALGUNJ
KUNMING
YUNHE
JALALABAD
BHARATPUR
OAKLAND OCEANIC
27°53'N
LILING
PARO
ERABU
BANDAR ABBAS
109°19'E
MAKDA
27°17'N
PANJGUR
FIR
FIR 83°40'E APIPU
SIMARA
QIANXI
LAOLIANGCANG NANFENG
26°42'N
BULAN
27°27'N
LUCKNOW
27°10'N
WEINING
83°40'E
113°57'E
83°00'E
JANAKPUR
MOLKA BISIS
27°00'N
27°00'N
26°41'N
155°00'E
165°00'E
AMITY
KARACHI NAWABSHAH
KATHMANDU
26°22'N
GUWAHATI
109°12'E
26°03'N
CHINEN NAHA
88°02'E
114°07'E
PATNA
SAIDPUR
DOUJIANG
GANZHOU
FUQING PABSO
OKINAWA
MINAMI DAITO
SHARJAH
VARANASI KATIHAR
TASOP
MONDA
MAGUOHE
SABGU
25°38'N
25°07'N
ANPU
BUNGO
JIWANI
89°52'E
25°25'N
114°18'E
25°10'N DENDA
KARACHI
25°00'N
25°00'N 25°00'N
GAYA
SILCHAR
KUNMING
NANXIONG LIANJIANG TAIBEI
DUBAI/SHARJAH
KHAJURAHO
IMPHAL
107°53'E
25°00'N
61°20'E 24°40'N
LUXI
ERTANG
MIYAKO JIMA
70°55'E
82°00'E 83°00'E
RAJSHAHI
DARONGJIANG
XINGLIN
24°39'N
24°46'N
120°00'E
DUMKA
24°22'N
61°20'E
115°01'E
23°30'N
ZIGIE
PRATAPGARH BAGO
YINGDE
105°48'E
116°42'E 117°30'E
APACK
MINAR
DHANBAD DHAKA
BOSE
SEEB
SAPNA
LINSO GENGMA
LAIBIN
MAKUNG
23°42'N
FIR
BITTA
BHOPAL
COMILLA
SHANTOU
23°41'N
23°30'N
23°30'N
FIR
117°11'E 117°13'E
23°30'N
IZKI
AHMEDABAD
GAOYAO
61°20'E
64°30'E
23°11'N
23°10'N TAIBEI
CLUTS
124°00'E
105°32'E
GUANGZHOU
23°00'N DOTMI
MAROB
BODAR INDORE
JAMSHEDPUR
LASHIO
HUALIEN
CALCUTTA AGARTALA
SIMAO BIDRU
NANNING
117°30'E
TAMOT ZHULIAO
CHITTAGONG
LONGZHOU
117°30'E
SHIKANG
DENNS
FIR
FIR
MANDALAY
SHILONG HONG KILOG KONG ENVAR HENGCHUN
21°57'N
21°38'N
FIR
BIGRO VIKAP
EBBER
KOLKATA
DHAKA 92°32'E
SAGAG
CHEUNG
21°25'N
BILAT
MAGOG
CHAU
NAGPUR
KAPLI
89°10'E METIM
HANOI
ZHANJIANG
DOPID
YANGON
KABAM MEVIN ATVIP GURAG
PAKDO MONPI OMLET
KATHS
111°30'E SIKOU
KEITH
TEGOD
FITES
21°00'N
20°30'N
FIR
21°00'N
21°00'N
21°00'N
21°00'N
92°00'E
117°30'E
121°30'E
130°00'E
155°00'E
BOTAN
PONUK
SAMAS
BHUBANESWAR
POTIB
CHOKO
FIR108°03'E
20°30'N
HAIMA
CHIANG RAI
HAIKOU
111°30'E HONG KONG NOMAN AKERO KADET
20°00'N
19°48'N
HANOI 19°57'N
KONA
92°00'E
LUANG PRABANG 107°56'E
AGVAR
60°00'E
MUMBAI
19°30'N DAGON
TIDEL
WAKE
19°16'N 18°20'N
DUMOL MUMOT
CARRP
KUTVI
CHIANG MAI NAN
111°30'E
107°11'E 107°41'E
ENBOK
DOVRR
ASSAD BAOLONG
DULOP
VIENTIANE XONUS
LAOAG
17°25'N
ASPUX
FIR
EPKAL
AVMUP
18°00'N
18°00'N
VISHAKHAPATNAM
108°44'E
MAVRA
76°00'E
81°00'E
BAGO
UDON THANI
TAKHAEK VILAO SANYA CAVOI
SKATE
17°25'N
EGEMU DOSUT
RICHH
17°15'N
PATHEIN MAKAS PHITSANULOK
17°13'N
82°00'E
FIR
108°43'E BUNTA
17°00'N
SAN FERNANDO SARSI
JOHNSTON IS
KHON KAEN 108°00'E
ANGAL
106°34'EDONGHOI
16°40'N
AKOTA
16°30'N
BELGAUM
VIENTIANE
114°00'E
83°00'E
SAVANNAKHET
DANANG
EXOTO
BETNO
MIGUG
CABANATUAN
BELLARY
UBON
KHORAT
TINIAN IS SAIPAN
DONSA
15°00'N
15°00'N
PAKSE
DALBA MONBO
MANILA
JOMALIG
DILIS
72°00'E
76°00'E
DAWEI
14°30'N 14°30'N
GUKUM
ENDAX
FIRBANGKOK
MENAM
PLEIKU ANINA
ROTA IS
SOURN
PHUCAT VEPAM 112°00'E 114°00'E ARESI
ALATO
LUBANG LIPA
14°00'N
STREUNG TRENG
REKAL
92°00'E
13°30'N
BANGKOK
DAMEL
REKEL
GUAM
CHENNAI FIR
BOKAK
94°25'E
FIR
NOBEN LEGED
KAGLU
UTAPAO
FIR
CHENNAI
BISOR PHNOM PENH
DOXAR MUGAN
SAN JOSE
GOLEM
REGOS RAYONG
MUMBAI
PORT BLAIR
RUPED
DAMVO
MIMUX
FIR
AGSAM
TOKON
KOH KONG
ROXAS
JUNIE
COIMBATORE
LULBU
VANVO
KAKET
SAPEN
TACLOBAN
PHNOM PENH
PHANTHIET
PANDI
11°00'N
ALDAS
10°00'N
HO-CHI-MINH
FIR ILOILO
TIRUCHCHIRAPPALLI
THURSDAY IS
94°25'E 96°00'E
PADET
LEMOK
PHUQUOC TANSONNHAT
RASER
MAPNO
MACTAN
10°30'N
MADURAI
10°14'N
HO-CHI-MINH
114°00'E LAXOR
PUERTO PRINCESA MANILA
10°00'N 10°00'N
10°00'N 10°00'N 09°56'N
103°38'E
80°00'E 82°00'E
94°25'E 96°30'E 98°33'E
R349
DAGAG
YAP IS
VUTAS
TATOX
SURAT THANI
MAXON MOXON
TEGID
08°59'N
09°00'N
CONSON IS
VINIK
KWAJALEIN
TRIVANDRUM
79°30'E BIKOK
102°40'E
AKMON
TENON
CAGAYAN-DE-ORO
PHUKET RELIP SAMOG
08°25'N
116°30'E OSANU
07°00'N BITOD
07°30'N 07°30'N 07°30'N
ANOKO
103°00'E
DUDIS MELAS
LAGOT
TRUK
COLOMBO
ESPOB
07°30'N
COTABATO
KOROR
70°00'E 72°00'E 74°00'E
07°15'N
HAT YAI IGARI
DAVAO
117°30'E
ZAMBOANGA
POHNPEI
MAJURO
06°00'N 07°00'N C
98°00'E
TAMOS
07°00'N
TODAM
07°00'N
76°30'E 06°44'N 78°30'E
LANGKAWI 06°45'N ALOR SETAR
108°00'E
130°00'E
77°57'E
06°27'N
102°40'E
ASISUKOTA KINABALU SANDAKAN
GENERAL SANTOS
06°00'N 06°00'N 06°00'N
06°00'N
06°00'N
06°00'N
99°36'E
06°00'N KOTA BHARU
06°00'N
SHREE
74°00'E 76°00'E 78°00'E
92°00'E
94°25'E
97°30'E
PENANG 103°05'E
113°15'E DOGOG LABUAN
KOSRAE
PADLA
KUALA ENREP TRENGGANU
OLKIT FIR
GUNNY
KISME
GUNIP IPOH 04°50'N
MABLI FIR
MALE
103°44'E
TERIX KOTA MIRI KINABALU TAWAU
04°00'N
FIR
A SINGAPORE
PEDNO SADAN BIDOR
PEKAN DOLOX
BRUNEI
132°00'E
BEKUB
MEDAN
04°00'N
03°40'N
120°00'E
FIR
KUALA MABIX
PUGER
SELSO
RENAN
LUMPUR
BATU ARANG
BINTULU
TARAKAN
03°30'N 03°30'N
03°30'N
03°30'N
03°30'N
03°30'N
03°30'N
103°40'E
03°30'N
132°00'E 133°00'E
141°00'E
160°00'E
170°00'E
180°00'E
145°00'W
TIAMU
03°05'N
BUNTO 02°00'N
120°00'W
70°00'E
COLOMBO
VIRUT B
MALACCA
108°30'E
02°36'N BOBOB KAMIN
SIBU
ELKEL
KUALA LUMPUR 02°00'N 104°45'E
02°15'N AGOBA
BONDA
CLAVA
107°00'E
01°00'N
TEKONG
108°30'E
01°38'N
TOMAN 108°30'E ATETI KUCHING
MANADO
MERSING
BONRIKI TARAWA
102°20'E 01°13'N 01°20'N
NIMIX
01°16'N
104°20'E
01°00'N
PEKANBARU
103°30'E SINGAPORE 108°58'E ARUPA
113°37'E
FIR
TANJUNG PINANG MINOS
KALIN
00°00'N
00°00'N
00°00'SANITO
PONTIANAK
00°00'N KIKOR
00°00'N
00°00'N
00°00'N
0° 68°00'E
MALE GAN
SUNAN
KETIV
104°57'E 105°10'E
108°00'E 00°00'N
NAURU
109°10'E
141°00'E
160°00'E
170°00'E
PADANG
0°
ELANG
00°50'S
BALIKPAPAN
BIAK
106°00'E
DADAR
KADAP
ELATI
PANGKALPINANG
02°00'S
02°00'S
78°00'E
92°00'E
ROZAX
JAYAPURA
PALEMBANG TANJUNG PANDAN
VANIMO
POSOD
03°00'S
FIR
110°23'E
BUSUX
FIR
FIR
AMBON
WEWAK
NAURU
PRASLIN
JAKARTA
KEVOK
UJUNG PANDANG
TIMIKA
HASANUDDIN
KADAB
ELLMS
PIBED
MADANG
04°50'S 04°50'S
BUKA
159°00'E 160°00'E
04°60'S
05°00'N
05°00'S 05°00'S
FIR
NANUMEA 180°00'W
160°00'E
157°00'W 155°00'W
MURUS
BOBOD
LATEP
JAKARTA
06°00'S
06°00'S
06°00'S
MADIN CUCUT
PORT MORESBY
06°56'S KIETA 06°40'S
AKUMO
60°00'E
68°00'E
75°00'E
CIREBON
155°42'E 156°02'E
GUDUG
SEMARANG
06°33'S
DIEGO GARCIA
07°00'S
156°02'E 06°56'S 06°51'S
INDRAMAYU SURABAYA
TOREX
KIKORI
135°00'E
07°19'S 155°36'E 155°55'E
155°00'E
GIZO
SUMBAWA
MERAUKE 09°08'S
KIRIWINA
FUNAFUTI
KALBI
08°20'S
DENPASAR BALI
OPABA 09°16'S 143°52'E
110°23'E
ELBIS
142°03'E
LIDIT 09°24'S
PORT MORESBY
HONIARA
09°20'S
09°19'S 144°14'E
126°50'E
09°37'S 142°48'E
PUPIS
09°50'S 141°00'E 09°50'S
CHRISTMAS ISLAND
09°57'S
KAPKI GURNEY
139°40'E 141°00'E
FIR
10°00'S
HORN 144°05'E ISLAND
170°00'E
10°30'S
HONIARA
LELED
166°45'E
11°43'S
144°04'E
SAPDA
11°30'S
COCOS IS
AKMIP
144°02'E
11°48'S
12°00'S
12°00'S
12°00'S
12°00'S
DARWIN
GOVE
12°00'S
12°00'S
166°52'E
ROTUMA
107°00'E
110°00'E
114°30'E
123°20'E
144°00'E
155°00'E D
PEDPI
WALLIS IS
APIA
14°00'S
14°00'S 14°00'S
FIR
TINDAL
PAGO PAGO
155°00'E
161°15'E 163°00'E
NADI
RANGIROA
FIR
KOWANYAMA COOKTOWN
SANTO
TAHITI
15°00'S
NISEX
120°00'W
15°33'S
175°41'W
R205
A451
G424
B459
A214
A453
A1
R219
R456
UL425
G450
A474
R462
A451
R456
G208
UL425
G424
A453
G214
A1
G454
R462
G465
A219
G452
G208
A219
B457
R219
B459
A327
B344
B335
G594
G595
G202
G214
G462
A219
R328
UL425
A452
A466
G202
B210
G472
G208
G206
A466
R328
R593
A474
A452
A466
G452
A456
A466
R462
A1
R329
G454
R329
G206
B215
R461
R329
R212
A364
A456
G452
A474
A330
UL425
B215
G472
R457
A466
B457
A594
A364
B215
G450
R461
G465
G590
MABAD
B466
B579
B210
R468
R461
B340
G200
A460
R460
B209
G590
G325
G462
A594
R212
G454
A1
R348
B215
A465
A327
A473
B579
A214
A460
G590
R456
R216
G598
R460
A465
B344
A473
B209
G472
G450
G590
R460
R203
B215
B345
B335
R581
G336
A465
B203
R325
G465
R344
G489
R581
B206
A217
B206
B215
B579
R598
R472
A330
G462
A463
B330
G588
G472
G348
G463
R461
G588
B203
R472
B465
R468
B340
B215
B593
B466
A349
R325
UM501
A327
B203
B344
G588
B203
B465
G463
B203
A599
A1
B463
G472
G465
B579
B215
B344
A201
B213
R207
B330
A349
G211
A581
R209
B335
A594
B465
A464
G465
G458
B463
R588
B579
G468
A575
B215
A599
R215
R467
G200
A581
B219
A576
B218
R207
R474
R579
G474
M751
B218
R334
R588
G466
B480
R208
G334
R469
B480
G212
R345
A202
N891
B330
B465
G579
G212
G212
G212
G473
A1
G474
A340
N891
B470
A209
A335
A596
G470
R474
B330
B202
B329
R468
M765
A581
B469
L637
L635
M761
G580
A585
G209
G470
R588
L643
M771
R206
G212
R474
A202
B202
L642
N500
G334
G580
B470
A463
R459
G220
G470
R474
A1
N892
G220
G461
A575
A581
B330
A599
M771
A596
A202
L625
M758
B348
N875
B469
B215
A1
L628
L642
M768
N892
M771
G209
B330
R343
R474
G221
N884
R455
A576
G462
A335
A1
G464
G337
G212
A581
A585
A596
A1
L642
M768
N892
M767
G460
B592
R206
ST GEORGE
28°00'S
168°00'E
GERALDTON
NORFOLK IS
29°00'S
29°00'S
143°30'E
146°32'E
WALGETT
30°00'S
30°00'S
30°00'S
30°00'S
-30° BALLIDU
LEIGH CREEK
163°00'E
157°00'W
130°54'W
120°00'W
-30°
G595
G463
B330
G337
B215
A599
R339
G473
G334
R339
M771
G594
G491
R343
FIR
B328
G586
A599
L625
L642
M771
G462
A335
R339
A1
B348
N892
A596
A581
R200
L625
M768
G460
G222
MELBOURNE
R473
L642
L642
M771
G464
G491
G212
A461
N892
R459
N884
B328
A461
R473
A205
B215
A461
M771
L625
G460
G462
G491
B469
A341
A461
A583
M767
A344
A345
G491
A575
A202
R223
R592
A461
M754
G491
A596
A599
B331
N892
L625
L628
M765
B469
R592
N884
B584
G464
A593
R343
A461
A470
M754
R459
A583
A593
B348
G578
G578
G464
A345
A599
A203
R335
N892
M754
B340
L628
M765
N884
M767
A211
A215
G464
PERTH
A450
G578
G332
A583
B334
A326
A593
A599
A470
B331
L625
B348
G345
G581
N892
B348
A470
A1
A591
G204
A470
G578
A576
A470
L625
B349
A339
R343
M750
B348
M765
A341
G462
B348
B348
B221
B591
M767
R459
B469
B223
G212
B591
A588
A461
A583
A345
A575
G587
B472
A575
A591
L625
A588
R596
R597
B583
B332
G597
G327
B587
R595
B462
A461
B576
R583
B473
B472
A450
G494
G581
R597
A339
B223
A588
A575
A582
B473
B472
R342
G326
G212
A464
G597
M750
G578
A587
R590
G494
A593
A1
G578
A585
A590
B451
G341
B332
B576
B462
B473
G222
R452
G585
A586
A595
A586
G581
CAIGUNA
G212
B462
B587
A339
A576
A223
A218
B467
G339
A582
A582
R583
R452
B332
B597
R337
G346
A586
R595
B472
A215
A461
G203
R584
B451
R452
M750
B469
A461
L513
G212
B467
G597
R583
A339
B451
B467
G589
B212
A202
G467
B587
G597
G339
B473
G212
B467
M750
A597
G581
A590
A339
B587
A339
B472
A464
B467
B587
R347 R347
G597
R583
A461
CEDUNA
A450
A585
UB467
R347
R596
B598
UB467
G213
R204
R340
26°14'S
138°23'E
R222
R347
A339 A339
R584
B587
R211
B340
R211
G597
A1
A597
B462
B472
R595
B587
G222
WHYALLA
B483
A202
R217
R211
G597
A204
B586
G339
G213
B456
G459
A576
ADELAIDE
R217
R220
A590
A597
A450
B469
R466
B337
G223
B456
R204
G326
A216
R204
A337
R217
A590
B586
B462
A215
B598
B456
A216
A216
A221
B587
B586
A337
A348
R210
R346
A337
B589
CAIRNS
B462
B337
50° 50°
G205
B462
B220
32°06'S
33°15'S
148°50'E
151°26'E
33°20'S 33°35'S
PARKES 150°42'E 151°54'E
33°12'S
33°27'S 151°14'E 33°28'S
150°33'E SYDNEY
151°48'E
GRIFFITH
33°59'S
152°01'E
34°21'S
151°40'E
B469
R584
G205
A576
36°57'S
150°45'E
38°11'S
150°19'E
HOBART
G583
B589
43°00'S
151°00'E
43°51'S
150°40'E
R580
A578
A222
A597
A464
A348
R220
A590
B452
35°19'S
152°56'E
R591
B589
G342
M636
L513
G223
L503
G344
40° 40°
30° 30°
20° 20°
B598
A598
R584
BRISBANE
B450
N750
A450
10° 10°
R599
-10° -10°
NORMANTON
PORT VILA
NADI
TAHITI
BROOME
17°50'S
17°53'S
163°00'E
NAUSORI
118°22'E CURTIN
18°23'S
VAVA'U
AITUTAKI
118°25'E
TOWNSVILLE
NIUE
TENNANT CREEK
19°31'S
19°34'S
SEKMO
S'ÉTENDANT VERS L'EST LE LONG DE
113°31'E
116°06'E
PLAISANCE
HAMILTON IS
-20° KARRATHA 20°26'S
15°S JUSQU'À 90°W, ET VERS
-20°
120°45'E
PORT HEDLAND
MACKAY
21°11'S
TONGA
RAROTONGA
ONSLOW
POTIP
131°34'E
LE SUD LE LONG DU MÉRIDIEN 90°W
21°33'S
21°28'S
122°01'E 21°53'S
21°51'S
136°09'E
NOUMEA
LEARMONTH
122°25'E
130°58'E
JUSQU'AU PÔLE SUD
22°18'S
136°38'E
PARABURDOO
23°13'S
23°27'S 23°22'S
SOLIT
128°28'E
ALICE SPRINGS
FIR
124°15'E 126°29'E
BRISBANE
CARNARVON
AYERSROCK
POPIR FAROA
25°00'S
25°00'S
171°25'E
180°00'E
TAROOM
MOUNT HOPE
MELBOURNE
EAST SALE
G591
B474
B578
-40° -40°
R450
B586
NISEP
A578
R599
B580
L508
N759
M625
A222
M643
R587
B333
R599
A346
LORD HOWE IS
R584
B589
A597
L521
A598
B598
B450
R580
B586
A584
A579
IGEVO
DORAX
A222
G329
P880
P766
B590
B580
G591
A464
B590
L503
43°39'S
168°00'E
G344
B452
R326
A598
N774
M639
R330
A590
R584
B450
A578
A597
40°52'S
41°05'S 170°31'E
169°49'E
R599
G591
39°11'S
171°17'E
R451
R332
G223
B474
B599
A584
B598
G224
R332
R582
R599
R336
A578
FIR
NEW ZEALAND WELLINGTON
R332
42°52'S
175°03'E
CHRISTCHURCH
B578
A580
G347
R332
A578
WHANGAREI
DIVSO
AUCKLAND
A578
B575
G593
G224
ENKIP
37°29'S
178°59'E
R591
G215
B326
GISBORNE
38°27'S
179°44'E
B577
A580
G595
R327
R584
B598
A450
R453
B201
A584
G347
G593
G457
A592
B577
G457
A592
B455
B474
G223
A584
A342
A592
A212
B577
B575
A579
A212
G457
G594
B598
G599
R584
B454
G223
G593
G224
G457
B596
B599
B454
A332
G223
G594
FIR
AUCKLAND OCEANIC
B581
B200
B595
G575
B577
R585
A331
L500
L501
R463
R464
A332
R465
R576
R577
R578
A220
G576
G575
G594
B453
G224
G223
L502
EXTENDING EAST ALONG 15°S TO
90°W, AND SOUTH ALONG
MERIDIAN 90°W TO THE SOUTH POLE
FIR
EASTER I.
ISLA DE PASCUA
G224
EXTENDING SOUTH ALONG MERIDIAN 75°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 75°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 75°E HASTA EL POLO SUR
EXTENDING SOUTH ALONG MERIDIAN 163°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 163°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 163°E HASTA EL POLO SUR
44°34'S
150°00'E
45°00'S
163°00'E
45°55'S
165°18'E
48°09'S
168°16'E
SLOPEHILLVOR
A338
EXTENDING SOUTH ALONG MERIDIAN 131°W TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 131°W JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 131°W HASTA EL POLO SUR
AIS/MAP 03/15 v.2006
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°

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BIRJAND
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COLOMBO
JAKARTA
PATHEIN
BELGAUM
PANJGUR
PRASLIN
KARACHI
LUCKNOW
JOMALIG
KUCHING
PHUQUOC
MADURAI
CALICUT
HONIARA
POHNPEI
NANNING
UDAIPUR
KATIHAR
LONGKOU
WALGETT
HUGUANG
BONRIKI
HAT YAI
SHARJAH
GUANLAN
GANGWON
NAUSORI
EMMONAK
BEIJING
LONGMEN
JINGTAI
CHANGWU
FENGHUO
BALLIDU
CIREBON
FUKUOKA
BAOLONG
KUNMING
SANYUAN
JIAMUSI
HAIQING
SHIMIZU
COMILLA
NANUMEA
WHYALLA
CAIGUNA
QIQIHAR
WEIXIAN
JIUQUAN
ZHOUKOU
NANFENG
GANZHOU
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BRISBANE
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KIMCHAEK
TACLOBAN
GISBORNE
ALMA ATA
MANDALAY
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MONBETSU
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KARRATHA
SEMARANG
WANGQING
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TATEYAMA
NINGSHAN
AGARTALA
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GRIFFITH
JAYAPURA
DOUJIANG
TIANZHEN
YINCHUAN
CHANGZHI
SHANGRAO
AMRITSAR
COLD BAY
SANDAKAN
EKIMCHAN
COOKTOWN
NAWABSHAH
PLAISANCE
PEKANBARU
PONTIANAK
MELBOURNE
LEARMONTH
BANGALORE
KHAJURAHO
KATHMANDU
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PALEMBANG
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KAGOSHIMA
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WALLIS IS
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GERALDTON
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ISLAMABAD
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THURSDAY IS
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TAKHTAYAMSK
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LEIGH CREEK
KIRBALTABAY
SLOPEHILLVOR
CHRISTCHURCH
PORT HEDLAND
DIEGO GARCIA
MINAMI DAITO
PORT MORESBY
DUTCH HARBOR
MIDDLETON IS
LORD HOWE IS
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NOVOKUZNETSK
BANDAR ABBAS
CAPE NEWENHAM
TENNANT CREEK
ALICE SPRINGS
VISHAKHAPATNAM
ISLA DE PASCUA
GENERAL SANTOS
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CAGAYAN-DE-ORO
KUALA TRENGGANU
UST-BOLSHERETSK
BLAGOVESHCHENSK
CHRISTMAS ISLAND
FIR EDMONTON
CZEG
FIR YAKUTSK
UEEE
FIR MAURITIUS
FIMM
FIR MAGADAN/SOKOL
UHMM
FIR KRASNOYARSK
UNKL
FIR KHABAROVSK
UHHH
FIR IRKUTSK
UIII
FIR MEXICO
MMFR
FIR ASTANA
UACC
FIR TYUMEN/ROSCHINO
USTR
NOVOSIBIRSK
UNNT
FIR JOHANNESBURG OCEANIC
FAJO
FIR WINNIPEG
CZWG
FIR TEHRAN
OIIX
FIR SALT LAKE
KZLC
FIR VANCOUVER
CZVR
FIR MAZATLAN OCEANIC
MMFO
FIR SANKT PETERBURG
ULLL
FIR SEYCHELLES
FSSS
FIR SEATTLE
KZSE
FIR YEKATERINBURG
USSS
FIR DENVER
KZDV
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UHMM
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FMMM
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UATT
FIR SAMARA
UWWW
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UAAA
FIR SANA'A
OYCS
FIR MINNEAPOLIS
KZMP
FIR OAKLAND
KZAK
FIR MUSCAT
OOMM
FIR ALBUQUERQUE
KZAB
FIR MOGADISHU
HCSM
FIR LOS ANGELES
KZLA
FIR AKTAU
UATE
FIR FT WORTH
KZFW
FIR NUKUS
UTNR
FIR HOUSTON
KZHU
FIR BAHRAIN
OKAC
FIR CENTRAL AMERICAN
MHTG
FIR KANSAS CITY
KZKC
FIR KYZYLORDA
UAOO
FIR SHYMKENT
UAII
FIR OSH
UAFO
FIR ASHGABAT
UTAA
FIR TURKMENBASHI
UTAK
FIR TASHKENT
UTTR
FIR BISHKEK
UAFM
FIR TURKMENABAT
UTAV
FIR SAMARKAND
UTSD
FIR EMIRATES
OMAE
FIR DASHOGUZ
UTAT
FIR HOUSTON OCEANIC
KZHU
FIR MEMPHIS
KZME
FIR MELBOURNE
YMMM
FIR OAKLAND OCEANIC
KZOA
FIR TAHITI
NTTT
FIR EASTER I.
SCIZ
FIR AUCKLAND OCEANIC
NZZO
FIR FUKUOKA
RJJJ
FIR BRISBANE
YBBB
FIR OAKLAND OCEANIC
KZOA
FIR NADI
NFFF
FIR ANCHORAGE CONTINENTAL
PAZA
FIR ANCHORAGE CONTINENTAL
PAZA
FIR MUMBAI
VABF
FIR AUCKLAND OCEANIC
NZZO
FIR URUMQI
ZWUQ
FIR MANILA
RPHI
FIR UJUNG PANDANG
WAAZ
PAZA
FIR LANZHOU
ZLHW
FIR ULAN BATOR
ZMUB
FIR JAKARTA
WIIZ
FIR SHENYANG
ZYSH
FIR CHENNAI
VOMF
FIR KUNMING
ZPKM
FIR MALE
VRMF
FIR NAURU
ANAU
FIR NADI
NFFF
FIR DELHI
VIDF
FIR COLOMBO
VCCC
FIR PORT MORESBY
AYPY
FIR NEW ZEALAND
NZZC
FIR HONIARA
AGGG
FIR ANCHORAGE OCEANIC
PZAN
FIR ANCHORAGE CONTINENTAL
PAZA
FIR WUHAN
ZHWH
FIR KOLKATA
VECF
FIR BEIJING
ZBPE
FIR SHANGHAI
ZSHA
FIR YANGON
VYYF
FIR KABUL
OAKX
FIR KARACHI
OPKR
FIR INCHEON
RKRR
FIR GUANGZHOU
ZGZU
FIR TAIBEI
RCTP
FIR LAHORE
OPLR
FIR PYONGYANG
ZKKP
FIR KUALA LUMPUR
WMFC
FIR KATHMANDU
VNSM
FIR ANCHORAGE OCEANIC
PZAN
100°W
100°W
110°W
110°W
120°W
120°W
130°W
130°W
140°W
140°W
150°W
150°W
160°W
160°W
170°W
170°W
180°
180°
170°E
170°E
160°E
160°E
150°E
150°E
140°E
140°E
130°E
130°E
120°E
120°E
110°E
110°E
100°E
100°E
90°E
90°E
80°E
80°E
70°E
70°E
60°E
60°E
50°E
50°E
60°N 60°N
50°N 50°N
40°N 40°N
30°N 30°N
20°N 20°N
10°N 10°N
0° 0°
10°S 10°S
20°S 20°S
30°S 30°S
40°S 40°S
50°S 50°S
SAST/MAP 2010
Seconde Edition 2011
No./N°/Núm./Nº1
ASIA/PAC BASIC ANP SERVICE DE CONTRÔLE RÉGIONAL - ESPACE AERIEN INFÉRIEUR & SUPÉRIEUR AREA CONTROL SERVICE - LOWER & UPPER AIRSPACE
SERVICIO DE CONTROL DE ÁREA - ESPACIO AÉREO INFERIOR & SUPERIOR
CHART ATS ALL
N
Mercator Projection Projection Mercator Proyección Mercator
Central Meridian: 120°E Méridien Central: 120°E Meridiano Central: 120°E
AREA CONTROL SERVICE RECOMMENDED ALONG ATS ROUTES
AND SIGNIFICANT POINT
SERVICE DE CÔNTROLE RÉGIONAL RECOMMANDÉ LE LONG DES
ROUTES ATS ET POINT CARACTÉRISTIQUE
SERVICIO DE CONTROL DE ÁREA RECOMENDADO A LO LARGO
DE LAS RUTAS ATS Y PUNTO CARACTERÍSTICO
INTERNATIONAL AERODROME
AÉRODROME INTERNATIONAL
AERÓDROMO INTERNACIONAL
FLIGHT INFORMATION REGION
RÉGION D'INFORMATION DE VOL
REGIÓN DE INFORMACIÓN DE VUELO
!
!C
LEGEND LÉGENDE CLAVE
NOTE
NOTA
RESPONSIBILITY FOR THE PROVISION OF AIR TRAFFIC SERVICE DELEGATED TO:
LA RESPONSABILITÉ DE LA FOURNITURE DE LA CIRCULATION AÉRIENNE A ÉTÉ ASSIGNÉ À:
LA RESPONSABILIDAD DEL SUMNISTRO DE LOS SERVICIOS DE TRANSITO AÉREO
SE HA DELEGADO A:
1 CALCUTTA ACC (FL 150 - FL 450)
2 COLOMBO ACC (FL 100 - FL 400)
3 BRISBANE ACC (FL245 - FL460)

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îA575
A575
îN563
N563
îR595
R595
îB589
B589
îG491
G491
îG337
G337
îA586
A586
îB330
B330
îG579
G579
îR584
R584
îA576
A576
îR599
R599
îA578
A578
îG465
G465
îA364
A364
îUL425
UL425
îG491
G491
îG583
G583
îR461
R461
îL333
L333
îG590
G590
îB591
B591
îA583
A583
îG494
G494
îB473
B473
îB586
B586
îR204
R204
îA580
A580
îA222
A222
îG223
G223
îG205
G205
îN895
N895
îG343
G343
îR332
R332
îA588
A588
îA576
A576
îB576
B576
îR584
R584
îL759
L759
îM770
M770
îG218
G218
îN640
N640
îA578
A578
îA341
A341
îB453
B453
îB586
B586
îA581
A581
îUG796
UG796
îA597
A597
îG575
G575
îB208
B208
îB465
B465
îL516
L516
îG200
G200
îA453
A453
îG578
G578
îG450
G450
îB480
B480
îG470
G470
îB208
B208
îR459
R459
îR584
R584
îB587
B587
îG223
G223
îB215
B215
îR206
R206
îA215
A215
îG464
G464
îA216
A216
îUL425
UL425
îB452
B452
îB215
B215
îR461
R461
îR580
R580
îA218
A218
îB465
B465
îR329
R329
îA464
A464
îA465
A465
îB462
B462
îA581
A581
îG581
G581
îA579
A579
îM501
M501
îB330
B330
îB462
B462
îB462
B462
îG464
G464
îG595
G595
îG213
G213
îN640
N640
îL301
L301
îR343
R343
îA215
A215
îN633
N633
îG223
G223
îA461
A461
îG590
G590
îG222
G222
îA461
A461
îA583
A583
îR591
R591
îA598
A598
îL894
L894
îA584
A584
îA575
A575
îA461
A461
îP574
P574
îG591
G591
îG223
G223
îG469
G469
îA576
A576
îA599
A599
îA450
A450
îR219
R219
îG457
G457
îR332
R332
îG222
G222
îA345
A345
îB932
B932
îP627
P627
îG212
G212
îB215
B215
îA581
A581
îB203
B203
îA337
A337
îG212
G212
îB587
B587
îN892
N892
îB589
B589
îP762
P762
îL894
L894
îM766
M766
îR583
R583
îA791
A791
îG208
G208
îB451
B451
îR204
R204
îP628
P628
îG472
G472
îA461
A461
îG593
G593
îB469
B469
îB586
B586
îB587
B587
GAN
MALE
BALI
BAGO
GUAM
AGRA
MIRI
GAYA
GIZO
PARO
ANPU
TRUK
SEEB
APIA
NADI
ADAK
SADO
WUXI
BOSE
NOME
KOWA
OTSU
MIHO
NIUE
SIBU
BIAK
KONA
BUKA
JEJU
LIPA
GOVE
LOEI
KUQA
HAMI
LUXI
WAKE
KUTVI
KABUL
HERAT
DAWEI
MEDAN
KALBI
KADAP
BIKOK
PEDPI
ELATI
KAKID
CUCUT
MADIN
PEKAN
PERTH
LAOAG
DADAR
SUNAN
ELKEL
KIETA
YUNHE
AMBON
BUNGO
HANOI
ROIET
WUHAN
DAVAO
KOROR
IWAKI
DAIGO
SEOUL
KHOVD
ERABU
QITAI
DHAKA
MECHI
BUSAN
KAGAK
ESDEM
NAURU
DORAB
YIJUN
TONGA
SANTO
ROXAS
WEWAK
NONIM
LHASA
PAKSE
NASAN
MUREN
IMLOT
GOBOH
FUKUE
POTOU
LINLI
BIDRU
KYZYL
ASOVO
BANTA
BINDO
KASHI
CHITA
TAWAU
GHAZNI
MASHAD
TERMEZ
MUMBAI
NAGPUR
RAYONG
SYDNEY
BRUNEI
DARWIN
HOBART
CURTIN
PHUCAT
MANADO
ONSLOW
PLEIKU
MAJURO
TAIBEI
SIMARA
PADANG
GAOYAO
LILING
LAIBIN
KODIAK
ROTUMA
SHEMYA
URUMQI
CAIRNS
ANARAK
UTAPAO
TAHITI
NOUMEA
INDORE
FUKANG
MOOREN
ERTANG
YINGDE
MACTAN
HARBIN
HAIKHE
PENANG
TIMIKA
NANHUI
PARKES
BROOME
HAIKOU
TEKONG
GURNEY
ANDONG
ILOILO
LASHIO
MACKAY
KHORAT
HAILAR
YABRAI
QIANXI
GILGIT
SHACHE
AKTASH
ALETAI
NANXUN
TONGLU
GENGMA
BAOTOU
PIXIAN
DALIAN
CEDUNA
KOSRAE
TARAWA
FUQING
TAROOM
TINDAL
SAIPAN
KIKORI
DANANG
CHITRAL
DILARAM
BIRJAND
YEDINKA
ZAHEDAN
CHENNAI
COLOMBO
JAKARTA
PATHEIN
BELGAUM
PANJGUR
PRASLIN
KARACHI
LUCKNOW
JOMALIG
KUCHING
PHUQUOC
MADURAI
CALICUT
HONIARA
POHNPEI
NANNING
UDAIPUR
KATIHAR
LONGKOU
WALGETT
HUGUANG
BONRIKI
HAT YAI
SHARJAH
GUANLAN
GANGWON
NAUSORI
EMMONAK
BEIJING
LONGMEN
JINGTAI
CHANGWU
FENGHUO
BALLIDU
CIREBON
FUKUOKA
BAOLONG
KUNMING
SANYUAN
JIAMUSI
HAIQING
SHIMIZU
COMILLA
NANUMEA
WHYALLA
CAIGUNA
QIQIHAR
WEIXIAN
JIUQUAN
ZHOUKOU
NANFENG
GANZHOU
DENGKOU
HUAIROU
QINGDAO
KAIYUAN
SUMBAWA
HUAYUAN
XINGLIN
TIANJIN
MERAUKE
TARAKAN
RISHIRI
DONGHOI
KYAKHTA
LANGKAWI
HENGCHUN
DENPASAR
AUCKLAND
SURABAYA
ADELAIDE
COCOS IS
BRISBANE
COTABATO
KOH KONG
LONGZHOU
WONGYUAN
GUWAHATI
KIMCHAEK
TACLOBAN
GISBORNE
ALMA ATA
MANDALAY
FUNAFUTI
MONBETSU
RANGIROA
TONGLIAO
FENGNING
JINGNING
XIANYANG
KARRATHA
SEMARANG
WANGQING
CHAOYANG
AITUTAKI
TATEYAMA
NINGSHAN
AGARTALA
RAZDOLYE
GRIFFITH
JAYAPURA
DOUJIANG
TIANZHEN
YINCHUAN
CHANGZHI
SHANGRAO
AMRITSAR
COLD BAY
SANDAKAN
EKIMCHAN
COOKTOWN
NAWABSHAH
PLAISANCE
PEKANBARU
PONTIANAK
MELBOURNE
LEARMONTH
BANGALORE
KHAJURAHO
KATHMANDU
RAROTONGA
WHANGAREI
PORT VILA
KWAJALEIN
VIENTIANE
ZHANJIANG
PALEMBANG
ZAMBOANGA
PAGO PAGO
KAGOSHIMA
AYERSROCK
SHENGXIAN
KOWANYAMA
ST GEORGE
WALLIS IS
NORMANTON
GERALDTON
CARNARVON
ASAHIKAWA
PYONGYANG
XUEJIADAO
ISLAMABAD
ZHENGZHOU
PRATAGARH
KUSHIMOTO
SAINSHAND
FENGCHENG
EAST SALE
TINIAN IS
TRIVANDRUM
PORT BLAIR
KATUNAYAKE
MOUNT HOPE
CHANDIGARH
WELLINGTON
NORFOLK IS
UDON THANI
BALIKPAPAN
TOWNSVILLE
CHIANG RAI
PARABURDOO
BARUUN-URT
CHOIBALSAN
ST PAUL IS
KHABAROVSK
BHAIRAHAWA
ULAN BATOR
HONGQILAPU
MANDALGOBI
WAFANGDIAN
HASANUDDIN
MIYAKE JIMA
HANIMAADHOO
LOS ANGELES
MIYAKO JIMA
JOHNSTON IS
HORN ISLAND
PORT HEIDEN
HAMILTON IS
THURSDAY IS
VLADIVOSTOK
TAKHTAYAMSK
SINSONGCHON
LEIGH CREEK
KIRBALTABAY
SLOPEHILLVOR
CHRISTCHURCH
PORT HEDLAND
DIEGO GARCIA
MINAMI DAITO
PORT MORESBY
DUTCH HARBOR
MIDDLETON IS
LORD HOWE IS
SAN FERNANDO
NOVOKUZNETSK
BANDAR ABBAS
CAPE NEWENHAM
TENNANT CREEK
ALICE SPRINGS
VISHAKHAPATNAM
ISLA DE PASCUA
GENERAL SANTOS
TANJUNG PANDAN
CAGAYAN-DE-ORO
KUALA TRENGGANU
UST-BOLSHERETSK
BLAGOVESHCHENSK
CHRISTMAS ISLAND
FIR EDMONTON
CZEG
FIR YAKUTSK
UEEE
FIR MAURITIUS
FIMM
FIR MAGADAN/SOKOL
UHMM
FIR KRASNOYARSK
UNKL
FIR KHABAROVSK
UHHH
FIR IRKUTSK
UIII
FIR MEXICO
MMFR
FIR ASTANA
UACC
FIR TYUMEN/ROSCHINO
USTR
NOVOSIBIRSK
UNNT
FIR JOHANNESBURG OCEANIC
FAJO
FIR WINNIPEG
CZWG
FIR TEHRAN
OIIX
FIR SALT LAKE
KZLC
FIR VANCOUVER
CZVR
FIR MAZATLAN OCEANIC
MMFO
FIR SANKT PETERBURG
ULLL
FIR SEYCHELLES
FSSS
FIR SEATTLE
KZSE
FIR YEKATERINBURG
USSS
FIR DENVER
KZDV
FIR MAGADAN/SOKOL
UHMM
FIR ANTANANARIVO
FMMM
FIR AKTYUBINSK
UATT
FIR SAMARA
UWWW
FIR ALMATY
UAAA
FIR SANA'A
OYCS
FIR MINNEAPOLIS
KZMP
FIR OAKLAND
KZAK
FIR MUSCAT
OOMM
FIR ALBUQUERQUE
KZAB
FIR MOGADISHU
HCSM
FIR LOS ANGELES
KZLA
FIR AKTAU
UATE
FIR FT WORTH
KZFW
FIR NUKUS
UTNR
FIR HOUSTON
KZHU
FIR BAHRAIN
OKAC
FIR CENTRAL AMERICAN
MHTG
FIR KANSAS CITY
KZKC
FIR KYZYLORDA
UAOO
FIR SHYMKENT
UAII
FIR OSH
UAFO
FIR ASHGABAT
UTAA
FIR TURKMENBASHI
UTAK
FIR TASHKENT
UTTR
FIR BISHKEK
UAFM
FIR TURKMENABAT
UTAV
FIR SAMARKAND
UTSD
FIR EMIRATES
OMAE
FIR DASHOGUZ
UTAT
FIR HOUSTON OCEANIC
KZHU
FIR MEMPHIS
KZME
FIR MELBOURNE
YMMM
FIR OAKLAND OCEANIC
KZOA
FIR TAHITI
NTTT
FIR EASTER I.
SCIZ
FIR AUCKLAND OCEANIC
NZZO
FIR FUKUOKA
RJJJ
FIR BRISBANE
YBBB
FIR OAKLAND OCEANIC
KZOA
FIR NADI
NFFF
FIR ANCHORAGE CONTINENTAL
PAZA
FIR ANCHORAGE CONTINENTAL
PAZA
FIR MUMBAI
VABF
FIR AUCKLAND OCEANIC
NZZO
FIR URUMQI
ZWUQ
FIR MANILA
RPHI
FIR UJUNG PANDANG
WAAZ
PAZA
FIR LANZHOU
ZLHW
FIR ULAN BATOR
ZMUB
FIR JAKARTA
WIIZ
FIR SHENYANG
ZYSH
FIR CHENNAI
VOMF
FIR KUNMING
ZPKM
FIR MALE
VRMF
FIR NAURU
ANAU
FIR NADI
NFFF
FIR DELHI
VIDF
FIR COLOMBO
VCCC
FIR PORT MORESBY
AYPY
FIR NEW ZEALAND
NZZC
FIR HONIARA
AGGG
FIR ANCHORAGE OCEANIC
PZAN
FIR ANCHORAGE CONTINENTAL
PAZA
FIR WUHAN
ZHWH
FIR KOLKATA
VECF
FIR BEIJING
ZBPE
FIR SHANGHAI
ZSHA
FIR YANGON
VYYF
FIR KABUL
OAKX
FIR KARACHI
OPKR
FIR INCHEON
RKRR
FIR GUANGZHOU
ZGZU
FIR TAIBEI
RCTP
FIR LAHORE
OPLR
FIR PYONGYANG
ZKKP
FIR KUALA LUMPUR
WMFC
FIR KATHMANDU
VNSM
FIR ANCHORAGE OCEANIC
PZAN
100°W
100°W
110°W
110°W
120°W
120°W
130°W
130°W
140°W
140°W
150°W
150°W
160°W
160°W
170°W
170°W
180°
180°
170°E
170°E
160°E
160°E
150°E
150°E
140°E
140°E
130°E
130°E
120°E
120°E
110°E
110°E
100°E
100°E
90°E
90°E
80°E
80°E
70°E
70°E
60°E
60°E
50°E
50°E
60°N 60°N
50°N 50°N
40°N 40°N
30°N 30°N
20°N 20°N
10°N 10°N
0° 0°
10°S 10°S
20°S 20°S
30°S 30°S
40°S 40°S
50°S 50°S
SAST/MAP 2010
Seconde Edition 2011
No./N°/Núm./Nº1
ASIA/PAC BASIC ANP SERVICE DE CONTRÔLE RÉGIONAL - ESPACE AERIEN INFÉRIEUR & SUPÉRIEUR AREA CONTROL SERVICE - LOWER & UPPER AIRSPACE
SERVICIO DE CONTROL DE ÁREA - ESPACIO AÉREO INFERIOR & SUPERIOR
CHART ATS ALL
N
Mercator Projection Projection Mercator Proyección Mercator
Central Meridian: 120°E Méridien Central: 120°E Meridiano Central: 120°E
AREA CONTROL SERVICE RECOMMENDED ALONG ATS ROUTES
AND SIGNIFICANT POINT
SERVICE DE CÔNTROLE RÉGIONAL RECOMMANDÉ LE LONG DES
ROUTES ATS ET POINT CARACTÉRISTIQUE
SERVICIO DE CONTROL DE ÁREA RECOMENDADO A LO LARGO
DE LAS RUTAS ATS Y PUNTO CARACTERÍSTICO
INTERNATIONAL AERODROME
AÉRODROME INTERNATIONAL
AERÓDROMO INTERNACIONAL
FLIGHT INFORMATION REGION
RÉGION D'INFORMATION DE VOL
REGIÓN DE INFORMACIÓN DE VUELO
!
!C
LEGEND LÉGENDE CLAVE
NOTE
NOTA
RESPONSIBILITY FOR THE PROVISION OF AIR TRAFFIC SERVICE DELEGATED TO:
LA RESPONSABILITÉ DE LA FOURNITURE DE LA CIRCULATION AÉRIENNE A ÉTÉ ASSIGNÉ À:
LA RESPONSABILIDAD DEL SUMNISTRO DE LOS SERVICIOS DE TRANSITO AÉREO
SE HA DELEGADO A:
1 CALCUTTA ACC (FL 150 - FL 450)
2 COLOMBO ACC (FL 100 - FL 400)
3 BRISBANE ACC (FL245 - FL460)

VI-1
Part VI
METEOROLOGY (MET)
INTRODUCTION
1. This part of the Asia and Pacific (ASIA/PAC) Basic
Air Navigation Plan contains elements of the existing
planning system and introduces the basic planning principles,
operational requirements and planning criteria related to
aeronautical meteorology (MET) as developed for the
ASIA/PAC regions.
2. As a complement to the Statement of Basic
Operational Requirements and Planning Criteria (BORPC)
set out in Part I, Part VI constitutes the stable guidance
material and considered to be the minimum necessary for
effective planning of MET facilities and services in the
ASIA/PAC regions. A detailed description/list of the
facilities and/or services to be provided by States in order to
fulfill the requirements of the plan is contained in the
ASIA/PAC Facilities and Services Implementation
Document (FASID). During the transition and pending full
implementation of the future communications, navigation
and surveillance/air traffic management (CNS/ATM) system,
it is expected that the existing requirements will gradually be
replaced by new CNS/ATM related requirements. Further, it
is expected that some elements of the CNS/ATM system will
be subject to amendment, as necessary, on the basis of
experience gained in their implementation.
3. The Standards, Recommended Practices and
Procedures to be applied are contained in:
a) Annex 3 — Meteorological Service for International Air
Navigation; and
b) Regional Supplementary Procedures (Doc 7030).
4. Background information of importance in the
understanding and effective application of this part of the
plan is contained in the Report of the Third Asia/Pacific
Regional Air Navigation Meeting (Doc 9614, ASIA/PAC/3
(1993)), supplemented by information appropriate to the
ASIA/PAC regions which is contained in the reports of the
other regional air navigation (RAN) meetings.
5. A RAN meeting recommendation or conclusion,
ASIA/PAC Air Navigation Planning and Implementation
Regional Group (APANPIRG) conclusion or ICAO
operations group conclusion shown in brackets below a
heading indicates the origin of all paragraphs following that
heading. A RAN meeting recommendation or conclusion,
APANPIRG conclusion or ICAO operations group
conclusion shown in brackets below a paragraph indicates
the origin of that particular paragraph.
METEOROLOGICAL SERVICE REQUIRED
AT AERODROMES AND REQUIREMENTS FOR
METEOROLOGICAL WATCH OFFICES
(FASID Tables MET 1A and MET 1B)
6. The service to be provided at international
aerodromes listed in the Appendix to Part III of the Basic
ANP is set out in FASID Table MET 1A.
[ASIA/PAC/3, Recs. 8/1 and 8/16]
7. The service to be provided for flight information
regions (FIRs), upper flight information regions (UIRs),
control areas (CTAs) and search and rescue regions (SRRs)
is set out in FASID Table MET 1B.
[ASIA/PAC/3, Recs. 8/2 and 8/16]
8. Hourly routine observations should be made at all
aeronautical meteorological stations, to be issued as local
routine reports and METAR, together with special
observations to be issued as local special reports and SPECI.
[ASIA/PAC/3, Rec. 8/16]

VI-2
ASIA/PAC BASIC ANP
9. TAF should be issued, at intervals of six hours, with
the period of validity beginning at one of the main synoptic
hours (00, 06, 12, 18 UTC). The period of validity should be
of 24 or 30 hours to meet the requirements indicated in
FASID Table MET 1A. The filing time of the TAF bulletins
should be one hour before the start of the period of validity.
[APANPIRG/19 Con. 19/46]
10. The forecast maximum and minimum temperature
together with their respective times of occurrence should be
included in TAF for certain aerodromes as agreed between
the meteorological authorities and the operators concerned.
[ASIA/PAC/3, Rec. 8/16]
11. Trend forecasts should be provided at the
aerodromes as indicated in FASID Table MET 1A.
[ASIA/PAC/3, Recs. 8/1 and 8/16]
12. Meteorological service should be provided on a
twenty-four-hour basis, except as otherwise agreed between
the meteorological authority, the air traffic services (ATS)
authority and the operators concerned.
[ASIA/PAC/3, Rec. 8/16]
13. At aerodromes with limited hours of operation,
METAR should be issued prior to the aerodrome resuming
operations to meet pre-flight and in-flight planning
requirements for flights due to arrive at the aerodrome
concerned as soon as it is opened for use. Furthermore, TAF
should be issued with adequate periods of validity so that
they cover the entire period during which the aerodrome is
open for use.
[ASIA/PAC/3, Rec. 8/16]
14. When a meteorological watch office (MWO) is
temporarily not functioning or is not able to meet all its
obligations, its responsibilities should be transferred to
another MWO and a NOTAM should be issued to indicate
such a transfer and the period during which the office is
unable to fulfil all its obligations.
[ASIA/PAC/3, Rec. 8/16]
15. Details of the service provided should be indicated
in the Aeronautical Information Publication (AIP) in
accordance with the provisions of Annex 15.
[ASIA/PAC/3, Rec. 8/16]
16. As far as possible, English should be among the
languages used in meteorological briefing and consultation.
[ASIA/PAC/3, Rec. 8/16]
17. FASID Tables MET 1A and MET 1B should be
implemented as soon as possible. The implementation of a
new MWO or changes to the area served by existing MWO
indicated in FASID Table MET 1B, should take place
coincidently with the implementation of, or changes to, the
FIR/UIR/CTA/SRR concerned.
[ASIA/PAC/3, Rec. 8/16]
SIGMET AND AIRMET INFORMATION
(FASID Tables MET 3A ,MET 3B and MET 3C)
18. Tropical cyclone advisory centres (TCACs) Darwin,
Honolulu, Miami, Nadi, New Delhi, Réunion and Tokyo
have been designated to prepare advisory information.
FASID Table MET 3A sets out the area of responsibility,
the period(s) of operation of the TCAC(s) and the MWOs to
which the advisory information should be sent.
[IAVWOPSG Conclusion 3/2]
19. Volcanic ash advisory centres (VAACs) Anchorage,
Darwin, Tokyo, Toulouse, Washington and Wellington have
been designated to prepare advisory information. FASID
Table MET 3B sets out the area of responsibility of the
VAACs, the MWOs and ACCs to which the advisory
information should be sent.
[IAVWOPSG Conclusion 3/2]
20. In order for the VAACs to initiate the monitoring
of volcanic ash from satellite data and the forecast of
volcanic ash trajectories, MWOs should notify the relevant
VAAC immediately on receipt of information that a volcanic
eruption has occurred or volcanic ash has been observed in
the FIR for which they are responsible. In particular, any
special air-reports of pre-eruption volcanic activity, a
volcanic eruption or volcanic ash cloud received by MWOs
should be transmitted without delay to he VAAC concerned.
Selected State volcano observatories have been designated
for direct notification of significant pre-eruption volcanic
activity, a volcanic eruption and/or volcanic ash in the
atmosphere to their corresponding ACC, MWO and VAAC.
FASID Table MET 3C sets out the selected State volcano
observatories and the VAACs, MWOs and ACCs to which
the notification should be sent by the observatories.
[IAVWOPSG Conclusion 2/2]
21. AIRMET messages are not required to be issued
by MWOs.
[APANPIRG/7, Conc. 7/22]

MET
VI-3
EXCHANGE OF OPERATIONAL
METEOROLOGICAL (OPMET) INFORMATION
(FASID Tables MET 2A,ROBEX Handbook and
Asia/Pacific OPMET data banks interface control document)
Exchange of METAR, SPECI and TAF
22. The ROBEX Handbook set out the Regional
OPMET Bulletin Exchange (ROBEX) Scheme for the
collection and dissemination of METAR, SPECI, and TAF.
These tables contain information regarding the designated
ROBEX centres and their respective areas of responsibility.
[APANPIRG/20, Conc. 20/65]
23. The ROBEX Handbook should be updated, as
necessary, by the ICAO Asia and Pacific Regional Office
(Bangkok) in coordination with the ICAO Middle East
Regional Office (Cairo) on the basis of changes in the pattern
of aircraft operations, the Statement of Basic Operational
Requirements and Planning Criteria and in consultation with
those States and international organizations directly
concerned.
[APANPIRG/20, Conc. 20/65]
24. Requirements for METAR, SPECI and TAF not
carried on the ROBEX Scheme which should be available at
meteorological offices are contained in FASID Table MET
2A. This table should be updated, as necessary, by the ICAO
Regional Office on the basis of changes in the pattern of
aircraft operations, the Statement of Basic Operational
Requirements and Planning Criteria, and in consultation with
those States and international organizations directly
concerned.
[ASIA/PAC/3, Recs. 9/1 and 9/8]
25. The exchanges indicated in FASID Table MET
2A should be implemented as soon as possible, but only for
those related to current aircraft operations. New exchanges
should be started coincidently with the introduction of new
aircraft operations. Any changes in this respect (i.e.
additional OPMET information needed or OPMET
information no longer required) should be notified to the
corresponding meteorological authority which, in turn,
should inform the ICAO Regional Offices concerned.
[ASIA/PAC/3, Rec. 9/8]
OPMET data banks
to support the ROBEX Scheme
26. The OPMET data banks in Bangkok, Brisbane,
Nadi, Singapore and Tokyo have been designated to support
the ROBEX scheme and serve States in the ASIA/PAC
regions to access OPMET information which is required but
not received. The Asia/Pacific OPMET data banks interface
control document sets out the responsibilities of the
ASIA/PAC OPMET data banks for collection and
dissemination of OPMET bulletins together with procedures
to be used in communicating with the data banks to support
the ROBEX Scheme. The Asia/Pacific OPMET data banks
interface control document is maintained by the ICAO Asia
and Pacific Regional Office (Bangkok) in coordination with
the regional OPMET data banks.
[APANPIRG/20, Conc. 20/66]
Exchange of SIGMET information
and air-reports
27. Each MWO should arrange for the transmission
to all aerodrome meteorological offices within its associated
FIR of its own SIGMET messages and relevant SIGMET
messages for other FIR, as required for briefing and, where
appropriate, for flight documentation.
[ASIA/PAC/3, Rec. 8/16]
28. Each MWO should arrange for the transmission
to its associated ACC/FIC of SIGMET information and
special air-reports received from other MWOs.
29. Special air-reports which do not warrant the
issuance of a SIGMET should be disseminated by MWOs in
the same way as SIGMET messages.
Note .— Details of the procedures regarding the exchange
of SIGMET information required by FASID Table MET 1B
are provided in the ASIA/PAC SIGMET Guide prepared by
the ICAO Asia and Pacific Regional Office, Bangkok.

VI-4
ASIA/PAC BASIC ANP
WORLD AREA FORECAST SYSTEM (WAFS)
(FASID Table MET 5)
30. FASID Table MET 5 sets out the ASIA/PAC
Regions requirements for WAFS forecasts to be provided by
WAFC London and WAFC Washington.
[WAFSOPSG Conclusion 1/2
31. For back-up purposes, each WAFC should have
the capability to produce WAFS forecasts for all the required
areas of coverage.
[WAFSOPSG Conclusion 5/2]
32. WAFS forecasts should be made available by
WAFC London using the satellite distribution system for
information relating to air navigation (SADIS) and by
WAFC Washington using the international satellite
communications system (ISCS2) covering the reception
areas shown in the Manual of Aeronautical Meteorological
Practice (Doc 8896) Figures A1-2 and A1-3 or using the
satellite and internet service.
[WAFSOPSG Conclusion 6/2]
33. Each State should make the necessary
arrangements to receive and make full operational use of
WAFS forecasts made available by WAFC London and
WAFC Washington. The lists of the authorized users of the
SADIS, WIFS and ISCS2 services in the ASIA/PAC regions
and location of the operational VSATs and Internet-based
services are available from the following websites:
www.icao.int/anb/sadisopsg (click:“Operational
Information” and then “Status of
implementation”) for SADIS
www.weather.gov/iscs (click: “Documents” and
then “Status of implementation of ISCS listed by
ICAO regions”) for ISCS.
[WAFSOPSG Conclusion 6/2]

VII-1
Part VII
SEARCH AND RESCUE (SAR) SERVICES
INTRODUCTION
1. This part of the Asia and Pacific (ASIA/PAC) Basic
Air Navigation Plan contains elements of the existing
planning system and introduces the basic planning principles,
operational requirements and planning criteria related to
search and rescue (SAR) services as developed for the
ASIA/PAC regions.
2. As a complement to the Statement of Basic
Operational Requirements and Planning Criteria (BORPC)
set out in Part I, Part VII constitutes the stable guidance
material considered to be the minimum necessary for
effective planning of SAR facilities and services in the
ASIA/PAC regions. A detailed description/list of the
facilities and/or services to be provided by States in order to
fulfil the requirements of the plan is contained in the
ASIA/PAC Facilities and Services Implementation Document
(FASID). During the transition and pending full
implementation of the future communications, navigation and
surveillance/air traffic management (CNS/ATM) system, it is
expected that the existing requirements will gradually be
replaced by new CNS/ATM-related requirements.
3. The Standards, Recommended Practices and
Procedures to be applied and related guidance material are
contained in:
a) Annex 12 — Search and Rescue;
b) Regional Supplementary Procedures (Doc 7030); and
c) International Aeronautical and Maritime Search and
Rescue (IAMSAR) Manual (Doc 9731).
4. Background information of importance in the
understanding and effective application of this part of the
plan is contained in the Report of the Third Asia/Pacific
Regional Air Navigation Meeting (Doc 9614, ASIA/PAC/3
(1993)) on Agenda Item 7.
5. A regional air navigation (RAN) meeting recommendation
shown in brackets below a heading indicates
the origin of all paragraphs following that heading. A RAN
meeting recommendation shown in brackets below a
paragraph indicates the origin of that particular paragraph.
PLAN FOR SEARCH AND RESCUE
REGIONS (SRRs)
[ASIA/PAC/3, Rec. 7/21]
6. The plan for search and rescue regions (SRRs) is
shown on Chart SAR 1.
SEARCH AND RESCUE SERVICES
Organization and facilities
7. The list of SAR facilities shown in Table SAR 1 of
the FASID constitutes the plan for SAR facilities in the
ASIA/PAC regions.
[ASIA/PAC/3, Rec. 7/22]
Note 1.— Rescue sub-centres (RSCs) are not shown
except when located in a State different from that in which
the relevant rescue coordination centre (RCC) is located.
Note 2.— Facilities listed are the minimum required for
SAR purposes and it is recognized that many States have
facilities available in addition to those listed.
Note 3.— Facilities listed need not be used exclusively for
SAR operations but may be suitably equipped aircraft or
ships also used for other missions that can be made available
for SAR operations at short notice.

VII-2
Note 4.— The type of facility listed must be readily
available for SAR within its intended area of operation either
directly or on a “redeployment” basis.
8. States within the region should establish and/or
maintain RCCs or RSCs on a 24-hour basis and ensure
continual availability of SAR facilities listed in Table SAR 1
of the FASID.
[ASIA/PAC/3, Rec. 7/23]
Coordination with maritime
SAR authorities and the
International Maritime Organization
9. To ensure compatibility between aeronautical and
maritime SRRs, aeronautical SAR authorities in States should
maintain close liaison with their maritime counterparts and
the International Maritime Organization.
[ASIA/PAC/3, Rec. 7/3]
Continuous provision of SAR facilities
10. States, when necessary, should take urgent action
to ensure the continuous provision of SAR facilities in
accordance with the regional air navigation plans.
[ASIA/PAC/3, Rec. 7/6]
11. States should:
Capacity of rescue units
and associated facilities
[ASIA/PAC/3, Rec. 7/5]
a) take due account of the large size and passenger-carrying
capacity of commercial aircraft operating within their area
of responsibility, and of the possibility of aircraft ditching
in water near airports, in planning for SAR and
emergency care facilities; and
b) be encouraged to provide and use for SAR, wherever
practicable, helicopters equipped with suitable winching
equipment.
12. States should:
Satellite-aided SAR
[ASIA/PAC/3, Rec. 7/7]
a) take appropriate action to reduce the number of false
alarms on 121.5/243 MHz caused by inadvertent
ASIA/PAC BASIC ANP
activation of emergency transmitters and eliminate
unauthorized use of those frequencies;
b) encourage the early introduction of emergency locator
transmitters (ELTs) transmitting on 406 MHz and
establish a register of such ELTs;
c) make available information on how ELT registration
information can be obtained rapidly by RCCs of other
States; and
d) provide to ICAO a SAR point of contact (SPOC) for
inclusion in Table SAR 1 of the FASID.
SAR escort service
[ASIA/PAC/3, Rec. 7/24]
13. States should provide SAR escort service to aircraft
in difficulties.
Assistance in establishing SAR services
[ASIA/PAC/3, Rec. 7/11]
14. States requesting assistance in establishing or
improving SAR services should first endeavour to satisfy the
following basic requirements:
a) a RCC/RSC location (which could be an air traffic
control (ATC) unit);
b) a designated RCC chief, knowledgeable in ATC and
trained in the planning of searches and the coordination
of SAR missions;
c) personnel to be trained to serve as SAR mission
coordinators;
d) adequate staff for 24-hour operation of the RCC; and
e) appropriate RCC material and equipment.
Communications between aircraft and ships
[ASIA/PAC/3, Rec. 7/12 a)]
15. States should develop procedures to be included in
the detailed SAR plans which enable civil aircraft and SAR
aircraft to enter rapidly into communications with ships when
necessary.

SAR
VII-3
SEARCH AND RESCUE OPERATIONS
Communications for survivors
[ASIA/PAC/3, Rec. 7/13]
16. States should encourage operators to carry means
for survivors to communicate with aircraft on 121.5 MHz.
17. States should:
Ship reporting systems
a) through their maritime authorities, encourage ships to
participate in an appropriate ship reporting system for
SAR; and
b) record information on the position of ships at sea and
disseminate such information to SAR authorities of other
States requesting it, to facilitate response to cases of
distress.
[ASIA/PAC/3, Rec. 7/16 a) and b)]
18. RCC and RSC plans of operation should provide
guidance on how information from available ship reporting
systems can be obtained.
[ASIA/PAC/3, Rec. 7/16 c)]
Note.— The Automatic Mutual-assistance Vessel Rescue
(AMVER) system is a worldwide ship reporting system for
SAR, operated by the United States Coast Guard. Any RCC
can obtain information about ships in the vicinity of a
distress by contacting any RCC of the United States Coast
Guard.
SAR exercises
[ASIA/PAC/3, Rec. 7/17]
19. States which introduce a SAR organization, handle
relatively few actual SAR cases or need to coordinate SAR
operations with neighbouring States, should use SAR
exercises to improve proficiency and procedures.
Note.— Exercises may be conducted on three levels:
communications exercises; coordination exercises (without
involving SAR units); and field exercises (involving actual
SAR unit deployment).
SAR training
[ASIA/PAC/3, Rec. 7/18]
20. States should be encouraged to:
a) arrange for regular high-quality SAR training for its RCC
personnel, nationally or regionally, as part of its
aeronautical training or maritime SAR schools;
b) grant scholarships to SAR personnel as necessary to
enable them to attend a SAR training course; and
c) make use of the ICAO TRAINAIR course development
methodology to assist in the production of standardized
training packages in the field of SAR.
Note.— The ICAO TRAINAIR programme provides for an
effective means of analysing and determining skills required,
creates training objectives by setting standards for job
performance and produces material-dependent courseware.
COOPERATION BETWEEN STATES
[ASIA/PAC/3, Rec. 7/9]
21. To promote greater efficiency and economy in the
provision and use of available SAR facilities, States
providing SAR services in adjacent SRRs should enter into
formal arrangements for mutual assistance in order to:
a) help meet and exceed the minimum requirements
specified in Table SAR 1 of the FASID at minimal cost;
b) ensure full SRR coverage;
c) provide for technical and operational SAR cooperation
and coordination;
d) establish common SAR procedures, where practicable;
e) conduct joint training and exercises, as appropriate, to
maximize proficiency; and
f) promote effective liaison between air traffic services and
RCC personnel within and between the States involved.
Note.— SAR agreements are particularly important for
border areas where concerns for sovereignty and saving lives
must be balanced, high seas areas, and inhospitable areas
where rapid response is essential to successful SAR
operations.

VII-4
STATE PROCESSES
TO IMPROVE THE SAR SYSTEM
[ASIA/PAC/3, Rec. 7/15]
22. States, when undertaking the continued
improvement in the provision of SAR services, should
consider the following:
a) the establishment of a national SAR coordinating
committee to improve inter-agency cooperation, information
exchange and development of national SAR
policies and procedures;
b) nationally or in cooperation with neighbouring States,
development of:
1) SAR manuals;
ASIA/PAC BASIC ANP
2) SAR plans and agreements for cooperation,
coordination and the effective use of all available
SAR resources;
3) RCC/RSC plans of operation and other operational
documents;
4) SAR training capability, especially for search
planners, SAR mission coordinators and on-scene
commanders; and
5) organizational and operational working relationships;
and
c) effective use of relevant international documents.

SRG
„
26 20
88 30
26 00
90 00
SRG
SRG
MRG
SRG
SRG
SRG
„
„
„
„
40°
ASIA/PAC BASIC SERVICIOS DE BÚSQUEDA Y SALVAMENTO SERVICES DE RECHERCHES ET DE SAUVETAGE SEARCH AND RESCUE SERVICES CHART SAR 1
60° 70° 80° 90° 100° 110° 120° 130° 140° 150° 160° 170° 180° 170° 160° 150° 140° 130° 120° 110°
EXTENDING NORTH ALONG MERIDIAN 168°58W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 168°58W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 168°58W HASTA EL POLO NORTE
EXTENDING NORTH ALONG MERIDIAN 141°W TO THE NORTH POLE
S'ÉTENDANT VERS LE NORD LE LONG DU MÉRIDIEN 141°W JUSQU'AU PÔLE NORD
SE EXTIENDE HACIA EL NORTE A LO LARGO DEL MERIDIANO 141°W HASTA EL POLO NORTE
70°
LEGEND LÉGENDE CLAVE
70°
SEARCH AND RESCUE REGION
RÉGION DE RECHERCHES ET SAUVETAGE
REGIÓN DE BÚSQUEDA Y SALVAMENTO
(SRR)
RESCUE VESSEL
NAVIRE DE SAUVETAGE
BUQUE DE SALVAMENTO
(RV)
141 00
60°
SAR POINT OF CONTACT FOR THE RECEPTION OF ALERT MESSAGES
DETECTED BY THE COSPAS/SARSAT SYSTEM
POINT DE CONTACT SAR POUR LA RÉCEPTION DES MESSAGES
D'ALERTE DÉTECTÉS PAR LE SYSTÈME COSPAS/SARSAT
PUNTO DE CONTACTO SAR PARA LA RECEPCIÓN DE MENSAJES DE
ALERTA DETECTADOS POR EL SISTEMA COSPAS-SARSAT
RESCUE COORDINATION CENTER
CENTRE DE COORDINATION DE SAUVETAGE
CENTRO COORDINADOR DE SALVAMENTO
RESCUE SUBCENTER
CENTRE SECONDAIRE DE SAUVETAGE
SUBCENTRO DE SALVAMENTO
TYPE OF AIRCRAFT
TYPE D'AÉRONEF
TIPO DE AERONAVE
TYPE OF HELICOPTER
TYPE D'HÉLICOPTÈRE
TIPO DE HELICÓPTERO
(SPOC)
(RCC)
(RSC)
MRG
HEL-H
RESCUE BOAT
EMBARCATION DE SAUVETAGE
LANCHA DE SALVAMENTO
RESCUE UNIT
ÉQUIPE DE SAUVETAGE
BRIGADA DE SALVAMENTO
MOUNTAIN RESCUE UNIT
UNITÉ DE SAUVETAGE EN MONTAGNE
BRIGADA DE SALVAMENTO EN ZONAS MONTAÑOSAS
LAND RESCUE UNIT
UNITÉ DE SAUVETAGE TERRESTRE
BRIGADA DE SALVAMENTO EN ZONAS TERRESTRE
PARACHUTE RESCUE UNIT
UNITÉ DE SAUVETAGE-PARACHUTISTE
BRIGADA PARACAIDISTA DE SALVAMENTO
(RB)
(RU)
(MRU)
(LRU)
(PRU)
R
M
L
P
60 00
180 00
64 03
172 12
ELR
65 00
168 58
SRR
ELMENDORF
FAIRBANKS
P ELMENDORF
ANCHORAGE
141 00
60°
AUTOMATED MUTUAL-ASSISTANCE
VESSEL RESCUE SYSTEM
SYSTÈME AUTOMATIQUE D'ENTRAIDE POUR
LE SAUVETAGE DES NAVIRES
SISTEMA AUTOMATIZADO DE ASISTENCIA MUTUA
PARA EL SALVAMENTO DE BUQUES
(AMVER)
A
INSET ON VERSO AGRANDISSEMENT AU VERSO AMPLIACIÓN AL VERSO
54 41
170 00
54 00
169 00
ELR
KODIAK
HEL-L
HEL-M
54 40
140 00
A
JUNEAU
HEL-M
SITKA
KETCHIKAN
54 40
136 00
54 42
54 40
54 00
130 36
132 41
136 00
ADAK
50°
50 05
159 00
SRR
JUNEAU
50°
40°
30°
20°
10°
0°
10°
25 10
61 20
24 40
61 20
23 30
61 20
19 48
60 00
06 00
60 00
30 00
66 20
SRR
KARACHI
KARACHI
23 30
64 30
MRG
SRR
MUMBAI
ELR
00 00
68 00
06 00
68 00
07 30
70 00
03 05
70 00
SRR
LAHORE
LAHORE
15 00
72 00
30 00
73 30
25 00
70 55
HEL-M
07 30
72 00
MALE
SRR
MALE
MRG
21 38
89 10
MUMBAI
SRR
18 00 18 00
L 76 00
KOLKATA
81 00
17 15
82 00
16 30
83 00
15 00
76 00 CHENNAI
L
SRR
CHENNAI
06 00
75 00
07 30
74 00
06 00
74 00
HEL-M
MRG
L
07 00
78 30
06 00
76 30
HEL-M
HEL-M
10 00
80 00
06 00
78 00
MRG
10 00
82 00
SRR
URUMQI
HEL-M
09 00
79 30
COLOMBO/Ratmalana
HEL-M
LRG
SRG
LRG
SRR
COLOMBO
38 21
90 13
32 52
32 36 91 55
90 00
21 00
92 00
20 00
92 00
02 00
02 00
78 00
92 00
ELR
HEL-M
URUMQI
30 26
81 37
SRR
KATHMANDU
DELHI
SRR
83 40
27 10
DELHI
KATHMANDU
83 00
27 15
83 40 87 40
SRR
25 00 DHAKA
25 00
DHAKA
83 00
82 00
KOLKATA L
ELR
ELR
ELR
MRG
SRG
06 00
92 00
21 57
92 32
MRG
06 00
94 25
41 48
95 08
42 55
96 20
SRR
YANGON
SRG
HEL-M
SRR
ULAN BATOR
SRR
LANZHOU
41 44
105 13
SRR
KUNMING
KHOK KATHIAM DA NANG
L
MANILA
13 30
BANGKOK PHU CAT M
SRR
14 00
94 25
SRR
HO-CHI-MINH
92 00
PHNOM PENH L
SATTAHIP
M NHA TRANG
PRACHUAP KIRI-KHAN PHNOM PENH
11 00
94 25
10 00
M
L DA LAT/Lien Khuong
96 30
TAN SON NHAT
PHU-QUOC L
10 00
HO-CHI-MINH
10 00
96 00
M VUNG TAU
94 25
LRG
YANGON
HEL-M
MRG
MRG
MRG
SRG
HEL-L
SRG
HEL-L
HEL-H
HEL-L
LRG
KUNMING
HEL-M
SRG
HEL-H
SRG
12 00
12 00
107 00
110 00
SRR
WUHAN
SRR
GUANGZHOU
GUANGZHOU
MACAO
L NOI BAI
GIA LAM
HOA LAC L
ZHANJIANG
SRR
M
VIENTIANE HA NOI CAT BI
SRR
HANOI
HONG KONG
SANYA
M VINH
L
VIENTIANE
SRG
MRG
LRG
COCOS IS
HEL-L
SRG
SRR
BANGKOK
HEL-L
„
HEL-M
HEL-H
HEL-H
SRG
HEL-M
HEL-M
HEL-H
MRG
SRG
LANZHOU
HEL-H
HEL-H
HEL-H
MRG
HEL-H
HEL-M
HEL-H
LRG
L
SRG
HEL-M
SRG
ULAN BATOR
LRG
HEL-M
HEL-H
HEL-M
M
HEL-H
HEL-H
SRG
SRG
HEL-M
SRG
HEL-H
SRG
HEL-H
MRG
SRG
MRG
LRG
HEL-L
12 00
110 23
SRR
SHANGHAI
12 00
123 20
SRR
SHENYANG
45 45 45 45
45 23
140 00 142 00
115 21
45 08
143 38
44 30
145 40
44 56
144 12
43 15
117 31
43 20
42 20
KUSHIRO
43 00
SRR
145 50
130 40
146 50
BEIJING
SHENYANG
SRR
HAKODATE
PYONG YANG
BEIJING
QINHUANGDAO
PYONGYANG
40 33
HACHINOHE
CHUNCHEON 136 00
DALIAN
TIANJIN
YANGYANG 38 00
INCHEON
GANGNEUNG 133 00
MUKHO
NIIGATA
SRR
YANTAI
INCHEON OSAN
GIMPO
QINGDAO
DAEGU
POHANG
GUNSAN
MIHO
TOKYO
KOMATSU
LIANYUNGANG GWANGJU
MRG
„
SRG/HEL-M
WUHAN
MRG
HEL-M
HEL-M
MRG
HEL-M
SRG
LRG
SRG
MRG
FUZHOU
CHILUNG
NAHA
HSINGHU
XIAMEN
TAIBEI
ISHIGAKI
SHANTOU
CHIAYI
HUALIEN
HONG KONG SRR
M TAIBEI
SRR
HEL-M
HEL-H
MRG
HEL-M
SRG
LRG
ELR
MRG
HEL-H
HEL-H
SHANGHAI
HEL-M
MRG
MRG
LRG
LRG
HEL-M
HEL-M
HEL-M
MRG
HEL-L
MRG
HEL-M
SRG
MRG
MRG
LRG
WENZHOU
HEL-M
MRG
HEL-L
SRG
LRG
HEL-L
HEL-M
HEL-M
HEL-H
„
HEL-M
SRG
MRG
HEL-M
HEL-M
SRG
HEL-M
MRG
LRG
HEL-M
SRG
HEL-M
HEL-M
SRR
MANILA
SONGKHLA CAN THO
07 15
ALOR SETAR
ZAMBOANGA
98 00 P L
06 00
KOTA BHARU
SANDAKAN
L
L
97 30 SRR BUTTERWORTH SRR
KOTA KINABALU
SINGAPORE L LABUAN
KUALA LUMPUR P L
L BRUNEI
SRR MIRI
P KUANTAN
TAWAU
KOTA KINABALU
R
KUALA LUMPUR
KLUANG
MEDAN
P SIBU
SINGAPORE
MANADO
L
TANJUNG PINANG
KUCHING
SRR L
PEKANBARU
PONTIANAK
L
UJUNG PANDANG
R
L
BALIKPAPAN
02 10
PADANG
129 10
M L
SRR
03 00
L
110 23
04 00
JAKARTA
BANJARMASIN 118 00 L
AMBON
SRR
BALI 05 30
JAKARTA
UJUNG PANDANG
L
118 00
07 00 07 00
M
121 00 124 30
M
SURABAYA
L
L
DENPASAR
M
KUPANG
MOKPO
L
JEJU
MACTAN
09 20
126 50
LRG
SRG
DARWIN
SRG
HEL-H
HEL-M
GIMHAE
MRG
HEL-M
SRG
HEL-M
MRG
SRR
NAHA
SRG
HEL-M
26 30
137 00
21 00
137 00
03 30
141 00
07 00
09 22
135 00
09 13 142 29
MERAUKE 142 16 09 08
143 52
09 50 L
09 24
139 40
09 15 144 14
09 50 09 50
142 03
140 00 141 00
09 37
141 02
12 00
144 00
45 00
150 00
27 00
155 00
21 00
155 00
00 00
SORONG
141 00
L
SRR
BIAK L JAYAPURA PORT MORESBY
SRR
BIAK
WEWAK
RABAUL
05 20
MADANG
135 00
HEL-L
LRG
HEL-M
IWAKUNI
FUKUOKA
NAGASAKI
KAGOSHIMA
L
LRG
ELR
LRG
MRG
ELR
HEL-M
HEL-M
LRG
SRG
HEL-M
HEL-M
HEL-M
HEL-M
SRG
SRG
LRG
GUAM I.
LRG
MRG
LAE
07 19
155 00
PORT MORESBY
TOWNSVILLE
12 00
155 00
14 00
155 00
SRR
TOKYO
ELR
04 50
159 00
03 30
160 00
HONIARA
SRR
HONIARA
ELR
SRG
00 00
160 00
04 50
160 00
14 00
161 15
ELR
VLR
14 00
163 00
27 00
165 00
17 40
163 00
MRG
43 00
165 00
40 00
165 00
SRG
10 30
166 45
11 48
166 52
03 30
170 00
NAURU
SRR
NAURU
SRG
00 00
170 00
10 00
170 00
PORT VILA
VLR
ELR
VLR
SRR
NADI
NADI
05 00
180 00
HEL-M
03 30
180 00
ELR
15 33
175 41
05 00
171 00
SRR
HONOLULU
VLR
A
HEL-L
HONOLULU
HILO
05 00
157 00
05 00
155 00
40 00
150 00
HEL-M
VLR
TAHITI
PAPEETE
48 20
145 00
03 30
145 00
ELR
SRR
SAN FRANCISCO
SRR
TAHITI
VLR
ELR
PORT ANGELES
HEL-L
SRG
HEL-L
HEL-M
LANGLEY
SEATTLE
ASTORIA
HEL-L
EUREKA
SACRAMENTO
SAN FRANCISCO
A
LOS ANGELES
30 45
120 50
HEL-L
SRG
HEL-L
30 00
120 00
07 10
120 00
03 30
120 00
15 00
120 00
LONG BEACH
SAN DIEGO
EXTENDING EAST ALONG 15°S
TO 90°W, AND SOUTH ALONG
MERIDIAN 90°W TO THE
SOUTH POLE
S'ÉTENDANT VERS L'EST
LE LONG DE 15°S JUSQU'À 90°W,
ET VERS LE SUD LE LONG DU
MÉRIDIEN 90°W JUSQU'AU
PÔLE SUD
SE EXTIENDE HACIA EL ESTE
A LO LARGO DE 15°S HASTA
90°W Y HACIA EL SUR A LO
LARGO DEL MERIDIANO 90°W
HASTA EL POLO SUR
„
40°
30°
20°
10°
0°
10°
20°
PORT HEDLAND
HEL-H
HEL-L
NOUMEA
20°
NEW CALEDONIA
ELR
SRR
AUSTRALIA
ELR
HEL-H
BRISBANE
28 00
168 00
25 00
171 25
25 00
180 00
30 00
30°
PERTH
SYDNEY
163 00
ELR
SRR
NEW ZEALAND
30 00
157 00
30 00
131 00
30 00
120 00
30°
HEL-H
ADELAIDE
CANBERRA
ELR
ELR
MELBOURNE
HEL-M
AUCKLAND
40°
ELR
ELR
LAUNCESTON
MRG
HEL-M
WELLINGTON
HEL-M
CHRISTCHURCH
EXTENDING SOUTH ALONG MERIDIAN 75°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 75°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 75°E HASTA EL POLO SUR
EXTENDING SOUTH ALONG MERIDIAN 163°E TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 163°E JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 163°E HASTA EL POLO SUR
EXTENDING SOUTH ALONG MERIDIAN 131°W TO THE SOUTH POLE
S'ÉTENDANT VERS LE SUD LE LONG DU MÉRIDIEN 131°W JUSQU'AU PÔLE SUD
SE EXTIENDE HACIA EL SUR A LO LARGO DEL MERIDIANO 131°W HASTA EL POLO SUR
60°
AIS/MAP 03/15 V. 2006
70° 80° 90° 100° 110° 120° 130° 140° 150° 160° 170° 180° 170° 160° 150° 140° 130° 120° 110°

HEL-M
INSET
AGRANDISSEMENT
AMPLIACIÓN
CHART SAR 1
SEARCH AND RESCUE SERVICES
SERVICES DE RECHERCHES ET DE SAUVETAGE
SERVICIOS DE BÚSQUEDA Y SALVAMENTO
ASIA/PAC BASIC
100°
120°
130°
140°
LEGEND LÉGENDE CLAVE
40°
31 49
98 35
SRR
LANZHOU
32 55
101 42
SRG
40 43
105 55
LANZHOU
32 27
105 49
40 20
107 01
39 06
107 59
32 14
107 24
38 44
109 41
34 32
110 15
34 05
110 29
31 54
109 31
38 22
110 36
37 28
110 44
35 32
110 18
33 32
110 52
36 06
114 21
35 42
34 54 115 01
112 47
SRR
WUHAN
WUHAN
36 32
115 18
36 21
114 55
35 15
115 27
SRG
TIANJIN
37 29
117 30
32 54
115 47
BEIJING
39 54
119 21
QINGDAO
QINHUANGDAO
39 30
119 52
38 15
120 00
YANTAI
LIANYUNGANG
SRR
SHANGHAI
SHANGHAI
DALIAN
MRG
SRG
39 49
124 10
38 00
124 00
MRG
LRG
MRG
PYONGYANG
INCHEON
HEL-H
SRR
INCHEON
GUNSAN
GWANGJU
MOKPO
HEL-M
SRG
MRG
SRG
HEL-M
HEL-M
JEJU
MRG
HEL-M
HEL-M
SRG
GIMPO MUKHO
OSAN
32 30
127 30
32 30
126 50
HEL-M
HEL-M
CHUNCHEON
SRG
YANGYANG
GANGNEUNG
34 40
129 10
HEL-H
DAEGU
POHANG
GIMHAE
SRG
HEL-M
HEL-M
HEL-M
MRG
38 38
133 39
38 00
133 00
37 30
133 00
KAGOSHIMA
SRR
TOKYO
HEL-M
MRG
MIHO
IWAKUNI
FUKUOKA
NAGASAKI
HEL-M
LRG
40°
SEARCH AND RESCUE REGION
RÉGION DE RECHERCHES ET SAUVETAGE
REGIÓN DE BÚSQUEDA Y SALVAMENTO
(SRR)
SAR POINT OF CONTACT FOR THE RECEPTION OF ALERT MESSAGES
DETECTED BY THE COSPAS/SARSAT SYSTEM
POINT DE CONTACT SAR POUR LA RÉCEPTION DES MESSAGES (SPOC)
D'ALERTE DÉTECTÉS PAR LE SYSTÈME COSPAS/SARSAT
PUNTO DE CONTACTO SAR PARA LA RECEPCIÓN DE MENSAJES DE
ALERTA DETECTADOS POR EL SISTEMA COSPAS-SARSAT
RESCUE COORDINATION CENTER
CENTRE DE COORDINATION DE SAUVETAGE
CENTRO COORDINADOR DE SALVAMENTO
RESCUE SUBCENTER
CENTRE SECONDAIRE DE SAUVETAGE
SUBCENTRO DE SALVAMENTO
TYPE OF AIRCRAFT
TYPE D'AÉRONEF
TIPO DE AERONAVE
TYPE OF HELICOPTER
TYPE D'HÉLICOPTÈRE
TIPO DE HELICÓPTERO
RESCUE VESSEL
NAVIRE DE SAUVETAGE
BUQUE DE SALVAMENTO
(RCC)
(RSC)
(RV)
MRG
HEL-H
30°
20°
MRG
MRG
LRG
HEL-M
SRG
SRG
SRR
KUNMING
24 39
105 48
23 11
105 32
25 25
107 53
17 13
108 00
21 32
108 00
NOI BAI L GIA LAM
HOA LAC
SRR
L M
VIENTIANE HA NOI CAT BI
SRR
HA NOI
HEL-L
MRG
KUNMING
MRG
HEL-H
HEL-M
VIENTIANE
SRR
BANGKOK
HEL-H
HEL-M
HEL-H
L
VINH
M
MRG
SRG
HEL-M
30 17
109 29
29 23
29 31 113 06
109 24
LRG
HEL-M
27 53
109 19
26 41
109 12
SRR
GUANGZHOU
HEL-H
SRG
L
M DA NANG
21 25
111 30
ZHANJIANG
SANYA
19 30
111 30
17 40
109 40
MRG
MRG
SRG
GUANGZHOU
MACAO
17 00
111 30
LRG
26 42
113 57
25 07
114 18
16 40
114 00
HEL-M
29 02
114 34
26 03
114 07
17 00
114 15
MRG
24 46
115 01
SRR
HONG KONG
30 05
115 56
23 42
117 11
SHANTOU
LRG
24 22
116 42
23 10
117 30
HONG KONG
M
MRG
23 30
117 30
23 00
117 30
21 00
117 30
LRG
FUZHOU
XIAMEN
CHIAYI
HEL-M
SRR
TAIBEI
WENZHOU
HEL-M
HEL-M
21 00
121 30
29 00
124 00
CHILUNG
TAIBEI
HSINGHU
HUALIEN
30 00
124 00
23 30
124 00
30 00
125 25
HEL-M
ISHIGAKI
LRG
NAHA
21 00
130 00
30 00
131 30
MRG
SRR
NAHA
LRG
30°
20°
RESCUE BOAT
EMBARCATION DE SAUVETAGE
LANCHA DE SALVAMENTO
RESCUE UNIT
ÉQUIPE DE SAUVETAGE
BRIGADA DE SALVAMENTO
MOUNTAIN RESCUE UNIT
UNITÉ DE SAUVETAGE EN MONTAGNE
BRIGADA DE SALVAMENTO EN ZONAS MONTAÑOSAS
LAND RESCUE UNIT
UNITÉ DE SAUVETAGE TERRESTRE
BRIGADA DE SALVAMENTO EN ZONAS TERRESTRE
PARACHUTE RESCUE UNIT
UNITÉ DE SAUVETAGE-PARACHUTISTE
BRIGADA PARACAIDISTA DE SALVAMENTO
AUTOMATED MUTUAL-ASSISTANCE
VESSEL RESCUE SYSTEM
SYSTÈME AUTOMATIQUE D'ENTRAIDE POUR
LE SAUVETAGE DES NAVIRES
SISTEMA AUTOMATIZADO DE ASISTENCIA MUTUA
PARA EL SALVAMENTO DE BUQUES
(RB)
(RU)
(MRU)
(LRU)
(PRU)
(AMVER)
R
M
L
P
A
10°
0°
SRG
ELR
SRG
HEL-L
MRG
SATTAHIP
10 00
98 30
HEL-L
06 30
99 30
09 00
102 40
SRR
PHNOM PENH
10 22
103 44
M
L
KOTA BHARU
ALOR SETAR
P BUTTERWORTH
SRR
KUALA LUMPUR
P
MEDAN P L KUANTAN
KUALA LUMPUR
KLUANG
HEL-H
ELR
HEL-H
HEL-L
SRG
SRG
KHOK KATHIAM
BANGKOK
HEL-L
PHU QUOC
HEL-H
SRG
PHNOM PENH
PRACHUAP KIRI-KHAN
PEKANBARU
PADANG
LRG
HEL-M
SONGKHLA
HEL-H
SRG
HEL-H
HEL-H
HEL-H
HEL-H
L
SINGAPORE
SRG
SRR
HO-CHI-MINH
SRG
HEL-H
HEL-M
MRG
M
L
PHU CAT
SRG
SRG
MRG
SRG
SRR
SINGAPORE
HEL-H
HEL-H
L
M NHA TRANG
SRG HEL-M
L
DA LAT/Lien khuong
TAN SON NHAT
M HO-CHI-MINH
VUNG TAU
CAN THO
TANJUNG/Pinang
HEL-M
HEL-M
MRG
MRG
10 30
114 00
SRG
08 25
116 30
07 30
117 30
L
L SANDAKAN
KOTA KINABALU
LABUAN
MIRI BRUNEI TAWAU
L L
SRR
KOTA KINABALU
HEL-M
SIBU
KUCHING
P
PONTIANAK
HEL-M
HEL-H
HEL-M
BALIKPAPAN
ELR
MRG
HEL-H
HEL-H
SRG
MRG
04 00
118 00
HEL-M
MANILA
04 00
120 00
MRG
MRG
04 00
121 15
HEL-L
ZAMBOANGA
SRG
HEL-L
SRR
UJUNG PANDANG
SRR
MANILA
MACTAN
MANADO
L
LRG
07 00
130 00
04 00
129 10
SORONG
04 00
132 00
03 30
132 00
SRG
L
HEL-L
03 30
133 00
10°
0°
100° 120°
130°
140°
AIS/MAP 03/15 v. 2006

SRG
ASIA/PAC BASIC SERVICIO DE BÚSQUEDA Y SALVAMENTO SERVICES DE RECHERCHES ET DE SAUVETAGE SEARCH AND RESCUE SERVICES CHART SAR 1
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°
70° 70°
ELR
SRR
ELMENDORF
FAIRBANKS
ANCHORAGE
D! P
C
ELMENDORF
60° 60°
$V
KODIAK
HEL-M
HEL-L
D!A $V
JUNEAU
HEL-M
$V
SITKA
C
ELR
KETCHIKAN
$V
ADAK
SRR
VICTORIA
SRR
50° JUNEAU
50°
C
C
$V
KUSHIRO
SRR
SHENYANG
HAKODATE $V
BEIJING
C
$V
$V
EUREKA
BEIJING
QINHUANGDAO SRR
$V $V
PYONGYANG
HACHINOHE
40° C
PYONG YANGCHUNCHEON
$V
40°
SRR
$V
$V DALIAN
SRR
TIANJIN C
$
$V $V
$V
YANGYANG
SRR
SACRAMENTO
URUMQI
LANZHOU
GANGNEUNG $V
SAN FRANCISCO
NIIGATA
$V
$V
YANTAI
INCHEON C °
SAN FRANCISCO
LANZHOU
OSAN SRR MUKHO
$V
$V
D!A
C
QINGDAO
POHANG
GUNSAN TAEGU$V
GIMPO $V MIHO $V TOKYO
KOMATSU
LIANYUNGANG $V
SRR
GWANGJU
$V $V DAEGU
C
MOKPO
GIMHAE
KABUL C
IWAKUNI
$V
LOS ANGELES $V LONG BEACH
KABUL SRR
SRR
$V
FUKUOKA
SRR
C
LAHORE
$ V
WUHAN
TOKYO
SAN DIEGO
SRR
$V
$V
$ B NAGASAKI
WUHAN SHANGHAI
JEJU
KAGOSHIMA
C
SHANGHAI
KANDAHAR
LAHORE
C C
30° SRR
SRR
30°
D! L KATHMANDU
DELHI
KUNMING
WENZHOU
SRR
C
$V
KARACHI
SRR
C
DELHI
KATHMANDU
FUZHOU $V $V
KARACHI
SRR
SRR
CHILUNG NAHA
$V
$V
GUANGZHOU
$V
TAIBEI
SRR
$V
C
DHAKA
XIAMEN
DHAKA
KUNMING C
C $V
$V
$V
NAHA
HSINGHU
ISHIGAKI
!
SRG
D L C SRR
$V $V
KOLKATA
GUANGZHOU
YANGON
$V $V
$ C $ B
CHIAYI
C
MACAO SHANTOU
D! C
$V C
L HUALIEN SRR
NOI BAI
$V
$V
$ $ B GIA LAM
D!M
B HONOLULU
D! L
ZHANJIANG HONG KONG TAIBEI
SRR
D!M
D!A
C
C
CAT BI
$V
$V
$ B HOA LAC SRR
SRR
20° VIENTIANE
MUMBAI
HA NOI
SRR
HANOI
HONG KONG
20°
$V
D! $ B SANYA
HILO
C
KOLKATA
D!M
VINH
!
$V
D L
$V
$ C
B VIENTIANE
SRR
YANGONC
SRR
$V D!M
D! $ °
BANGKOK
B
SRR
KHOK KATHIAM DA NANGSRR
D! $ MANILA
MUMBAI
BANGKOK PHU HO-CHI-MINH
CAT
B
D!M
C D!M
SRR
CHENNAI
$V
!
$V
D L $ C
B SRR
HONOLULU
SRR
$ B $V
$
$V
D
D!M ! L
GUAM I.
C
SATTAHIP
PHNOM PENH
CHENNAI
NHA TRANG
PRACHUAP KIRI-KHAN PHNOM PENH
C
$V D!M
$ ! B D L DA LAT/Lien Khuong
$V
D! L $V C TAN SON NHAT
PHU-QUOC
MACTAN
10°
HO-CHI-MINH
10°
D!M VUNG TAU
COLOMBO/Ratmalana
$V
$ B SONGKHLA CAN THO
$V
ZAMBOANGA
C
ALOR SETAR
D!P
V
$V
° $ $ D! L $V D!
$V D! °
$V
$ $ $ C
L
B B
$V
$ B $V
$ $ ! B
SANDAKAN
SRR
KOTA BHARU SRR
B
B D L
D! D!
C
L
KOTA KINABALU
SRR
BUTTERWORTH
P D! L
D!P
MALE
°
LABUAN
KUALA LUMPUR
SINGAPORE
COLOMBO
A
SRR MIRI TAWAU
D!R
°
C KUALA KUANTAN LUMPUR KOTA KINABALU BRUNEI
KLUANGB
MEDAN
$V $V
$ B $V
!
$ B PD SIBU
$
$ D! °
°
C
B MANADO
L SINGAPORE
TANJUNG PINANG
KUCHING
D!
$V $V
$ ° $ °
B
PEKANBARU
PONTIANAK
SRR
0°
$V
$ $V
$
$ D! $ B
B
D
D!R
! L
° °
B UJUNG PANDANG
°
D! L SORONG
0°
BALIKPAPAN
C
D! C
SRR
L SRR
PADANG
D
D!M
D! ! L $
$ °
L BIAK
B
$V
$ NAURU
JAYAPURA
MALE
PORT MORESBY
! D L
D!
°
B
SRR
SRR
SRR
BANJARMASIN
$V
$
$ B
AMBON
WEWAK
$
$ B
RABAUL
NAURU
JAKARTA
BIAK
SRR
MADANG
JAKARTA
C
B D! C
L
UJUNG PANDANG
BALI
D!M
$
$V
$ B B
D!M
SURABAYA
!
LAE
D L
C
$V
$ ° D! $ MERAUKE
D! B
DENPASAR
$V
$V
$ °
L
PORT MORESBY
$ B !
C
HONIARAC
-10°
KUPANG
D L
-10°
SRR
$ B COCOS IS
SRR
DARWIN
$V
HONIARA
NADI
D
LEGEND
SRR
TAHITI SEARCH AND RESCUE REGION
(SRR)
NADI
$V
$V
$V
C$ $ $ PORT VILA
C
B
TAHITI
C
B
PAPEETE
$V TOWNSVILLE
RESCUE COORDINATION CENTRE
(RCC) C
MRG
HEL- M
ELR
HEL- M
MRG
MRG
HEL-M
MRG
SRG
HEL-M
MRG
HEL-M
HEL-M
HEL-M
MRG
LRG
SRG
LRG
HEL-M
ELR
HEL-M
URUMQI
ELR
ELR
MRG
ELR
MRG
LRG
SRG
HEL-M
HEL-M
SRR
ULAN BATOR
MRG
MRG
HEL-L
MRG
SRG
SRG
HEL-L
HEL-H
LRG
SRG SRG SRG HEL-L
SRG SRG
HEL-H
HEL-L
SRG
SRG
HEL-M
HEL-L
HEL-H
SRG
MRG
SRG
LRG
SRG
MRG
HEL-H
HEL-M
HEL-M
HEL-H
HEL-H
HEL-H
HEL-H
HEL-M
MRG
HEL-H
HEL-H
SRG
LRG
SRG
HEL-M
SRG
HEL-M
HEL-H
HEL-H
LRG
HEL-M
HEL-M
ELR
ULAN BATOR
SRG
SRG
SRG
LRG
HEL-M
MRG
HEL-H
HEL-M
MRG
HEL-M
MRG
LRG
SRG
MRG
MRG
HEL-M
HEL-L
LRG
MRG
MRG
HEL-M
HEL-M
SRG
HEL-M
LRG
HEL-H
SRG
MRG
SRG
SRG
MRG
HEL-M
HEL-H
SRG
MRG
HEL-H
HEL-M
MRG
HEL-M
LRG
ELR
HEL-L
HEL-M
LRG
MRG
HEL-M
SRG
MRG
HEL-M
MRG
SRR
SHENYANG
MRG
LRG
HEL-M
SRG
HEL-L
MRG
SRG
HEL-M
HEL-H
HEL-M
SRG
HEL-M
HEL-L
LRG
HEL-M
HEL-M
SRG
MRG
HEL-M
LRG
SRG
HEL-M
HEL-M
HEL-M
LRG
SRG
SRG
HEL-H
SRG
HEL-M
SRG
MRG
HEL-M
MRG
SRG
HEL-M
MRG
HEL-L
LRG
HEL-M
LRG
MRG
LRG
ELR
ELR
ELR
HEL-M
LRG
SRG
HEL-M
HEL-M
HEL-M
HEL-M
HEL-M
LRG
SRG
SRG
HEL-H
LRG
MRG
HEL-H
$V
ELR
BRISBANE
ELR
-20° $V
RESCUE SUBCENTRE
(RSC)
-20°
PORT HEDLAND
$V
°
$ B NOUMEA
SAR POINT OF CONTACT
NEW CALEDONIA
FOR THE RECEPTION OF ALERT MESSAGES
(SPOC)
SRR
DETECTED BY
AUSTRALIA
THE COSPAS/SARSAT SYSTEM
SRG
ELR
VLR
MRG
SRG
HEL-L
SRG
ELR
VLR
VLR
HEL-M
ELR
VLR
HEL-L
HEL-M
VLR
ELR
ELR
VLR
$V
PORT ANGELES
TYPE OF AIRCRAFT
HEL-L
SRG
$V
HEL-L
HEL-L
HEL-M
C
ASTORIA
LANGLEY
SEATTLE
HEL-L
SRG
HEL-L
°
MRG
TYPE OF HELICOPTER
-30° -30°
ELR
$V
PERTH
$V
$V
SYDNEY
$V
LAND RESCUE UNIT
(LRU)
D! L
-40° -40°
$V LAUNCESTON
C
MOUNTAIN RESCUE UNIT
D!M
WELLINGTON
(MRU)
ELR
ELR
ADELAIDE
CANBERRA
MELBOURNE
ELR
MRG
HEL-M
HEL-M
$V
AUCKLAND
$ B $ B
$ B
HEL-M
CHRISTCHURCH
ELR
SRR
NEW ZEALAND
RESCUE VESSEL
RESCUE BOAT
AUTOMATED MUTUAL-ASSISTANCE
VESSEL RESCUE SYSTEM
PARACHUTE RESCUE UNIT
(RV)
SRR (RB)
EASTER I.
(AMVER)
(PRU)
HEL- H
$V
$ B
D ! A
D!P
CNS/AIRS 08/27
SRR
NEW ZEALAND
SAST 2011/10
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°
ICAO FIR included on this chart for comparison

SRG
ASIA/PAC BASIC SERVICIO DE BÚSQUEDA Y SALVAMENTO SERVICES DE RECHERCHES ET DE SAUVETAGE SEARCH AND RESCUE SERVICES CHART SAR 1
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°
70° 70°
ELR
SRR
ELMENDORF
FAIRBANKS
ANCHORAGE
ELMENDORF
60° 60°
KODIAK
HEL-L
JUNEAU
HEL-M
HEL-M
SITKA
ELR
KETCHIKAN
ADAK
SRR
VICTORIA
SRR
50° JUNEAU
50°
SRR
ULAN BATOR
ULAN BATOR
SRR
SHENYANG
VLR
PORT ANGELES
HEL-L
LANGLEY
SEATTLE
MRG
HEL- M
ELR
HEL- M
MRG
MRG
HEL-M
MRG
SRG
HEL-M
MRG
HEL-M
HEL-M
HEL-M
MRG
LRG
SRG
LRG
HEL-M
HEL-M
ELR
ELR
MRG
ELR
LRG
HEL-M
HEL-M
MRG
MRG
HEL-L
MRG
SRG
HEL-L
HEL-H
LRG
SRG SRG SRG HEL-L
SRG SRG
HEL-H
HEL-L
SRG
HEL-M
HEL-L
HEL-H
SRG
MRG
SRG
LRG
SRG
MRG
HEL-H
HEL-M
HEL-M
HEL-H
HEL-H
HEL-H
SRG
SRG
HEL-M
SRG
HEL-H
HEL-H
LRG
HEL-M
SRG
LRG
MRG
HEL-M
MRG
LRG
HEL-M
HEL-L
LRG
MRG
HEL-M
HEL-M
SRG
MRG
HEL-H
HEL-M
LRG
HEL-M
DENPASAR
PORT MORESBY
HONIARA
-10° -10°
KUPANG
SRR
COCOS IS
SRR
HONIARA
DARWIN
NADI
D
LEGEND
SRR
TAHITI SEARCH AND RESCUE REGION
(SRR)
ELR
URUMQI
MRG
SRG
SRG
SRG
HEL-H
HEL-M
MRG
HEL-H
HEL-H
JAKARTA
LRG
HEL-M
HEL-M
HEL-M
SRG
SRG
HEL-H
HEL-M
SRR
BEIJING
MRG
SRG
MRG
MRG
MRG
HEL-M
LRG
HEL-H
SRG
SRG
SRG
MRG
HEL-M
HEL-H
SRG
MRG
HEL-H
SURABAYA
MRG
HEL-M
LRG
SHENYANG
ELR
HEL-L
HEL-M
LRG
MRG
HEL-M
SRG
MRG
HEL-M
MRG
MRG
LRG
HEL-M
SRG
HEL-L
MRG
SRG
HEL-M
HEL-M
SRG
HEL-M
HEL-L
LRG
HEL-M
HEL-M
SRG
MRG
HEL-M
LRG
SRG
HEL-M
HEL-M
HEL-M
SRG
HEL-H
LRG
SRG
SRG
HEL-M
SRG
MRG
MRG
SRG
HEL-M
MRG
HEL-L
HEL-M
LRG
MRG
LRG
ELR
ELR
HEL-M
LRG
SRG
MERAUKE
HEL-M
HEL-M
KUSHIRO
HAKODATE
HEL-M
40°
EUREKA
BEIJING
QINHUANGDAO SRR
PYONGYANG
HACHINOHE
PYONG YANGCHUNCHEON
SRR
DALIAN
SRR
TIANJIN
YANGYANG
SRR
SACRAMENTO
URUMQI
LANZHOU
GANGNEUNG
SAN FRANCISCO
40°
NIIGATA
YANTAI
INCHEON
SAN FRANCISCO
LANZHOU
OSAN SRR MUKHO
QINGDAO
POHANG
GUNSAN TAEGU GIMPO MIHO
TOKYO
KOMATSU
LIANYUNGANG
SRR
GWANGJU DAEGU
MOKPO
GIMHAE
KABUL
IWAKUNI
LOS ANGELES
LONG BEACH
KABUL SRR
SRR
FUKUOKA
SRR
LAHORE
WUHAN
TOKYO
SAN DIEGO
SRR
NAGASAKI
WUHAN SHANGHAI
JEJU
KAGOSHIMA
SHANGHAI
KANDAHAR
LAHORE
30° SRR
SRR
30°
KATHMANDU
DELHI
KUNMING
WENZHOU
SRR
KARACHI
HEL-M
LRG
SRG
SRG
LRG
SRR
DELHI
KATHMANDU
FUZHOU
KARACHI
SRR
SRR
CHILUNG NAHA
GUANGZHOU
TAIBEI
SRR
DHAKA
XIAMEN
DHAKA
KUNMING
NAHA
HSINGHU
ISHIGAKI
SRG
SRR
KOLKATA
GUANGZHOU
YANGON
CHIAYI
MACAO SHANTOU
HUALIEN SRR
NOI BAI
GIA LAM
HONOLULU
ZHANJIANG HONG KONG TAIBEI
SRR
CAT BI
HOA LAC SRR
SRR
VIENTIANE
20° MUMBAI
HA NOI
HILO
20°
SRR
HANOI
HONG KONG
SANYA
KOLKATA
VINH
VIENTIANE
SRR
YANGON
SRR
MANILA
BANGKOK
SRR
KHOK KATHIAM DA NANGSRR
MANILA
MUMBAI
BANGKOK PHU HO-CHI-MINH
CAT
SRR
CHENNAI
SRR
HONOLULU
SRR
PHNOM PENH
GUAM I.
CHENNAI
SATTAHIP
NHA TRANG
PRACHUAP KIRI-KHAN PHNOM PENH
DA LAT/Lien Khuong
TAN SON NHAT
PHU-QUOC
HO-CHI-MINH
MACTAN
10° 10°
VUNG TAU
WEWAK
MADANG
LAE
MRG
TOWNSVILLE
ELR
ELR
COLOMBO/Ratmalana
SONGKHLA CAN THO
C
ALOR SETAR
ZAMBOANGA
SANDAKAN
SRR
KOTA BHARU SRR
KOTA KINABALU
SRR
BUTTERWORTH
LABUAN
KUALA LUMPUR
SINGAPORE
COLOMBO
A
SRR MIRI TAWAU
MALE
KUALA KUANTAN LUMPUR KOTA KINABALU BRUNEI
KLUANGB
MEDAN
SIBU
SINGAPORE
MANADO
TANJUNG PINANG
KUCHING
PEKANBARU
PONTIANAK
SRR
0° UJUNG PANDANG
SORONG
0°
BALIKPAPAN
SRR
SRR
PADANG
NAURU
BIAK
JAYAPURA
MALE
PORT MORESBY
SRR
SRR
SRR
RABAUL
NAURU
JAKARTA
AMBON
BIAK
BANJARMASIN
SRR
BALI
UJUNG PANDANG
SRG
ELR
VLR
SRG
SRG
PORT VILA
ELR
VLR
VLR
NADI
HEL-M
ELR
VLR
HEL-L
TAHITI
HEL-M
PAPEETE
ELR
ELR
VLR
SRG
HEL-L
HEL-L
HEL-M
ASTORIA
RESCUE COORDINATION CENTRE
HEL-L
SRG
HEL-L
(RCC)
MRG
-20° RESCUE SUBCENTRE
(RSC)
-20°
PORT HEDLAND
ELR
HEL-M
SRR
AUSTRALIA
ELR
HEL-H
HEL-H
BRISBANE
HEL-L
NOUMEA
NEW CALEDONIA
SAR POINT OF CONTACT
FOR THE RECEPTION OF ALERT MESSAGES
DETECTED BY
THE COSPAS/SARSAT SYSTEM
TYPE OF AIRCRAFT
(SPOC)
MRG
TYPE OF HELICOPTER
-30° -30°
PERTH
ELR
RESCUE VESSEL
(RV)
SYDNEY
HEL- H
ADELAIDE
CANBERRA
ELR
RESCUE BOAT
SRR (RB)
EASTER I.
ELR
MELBOURNE
HEL-M
AUCKLAND
SRR
NEW ZEALAND
AUTOMATED MUTUAL-ASSISTANCE
VESSEL RESCUE SYSTEM
(AMVER)
LAND RESCUE UNIT
(LRU)
-40° -40°
LAUNCESTON
ELR
MRG
HEL-M
MOUNTAIN RESCUE UNIT
WELLINGTON
(MRU)
ELR
HEL-M
CHRISTCHURCH
PARACHUTE RESCUE UNIT
(PRU)
CNS/AIRS 08/27
SRR
NEW ZEALAND
SAST 2011/10
60°
70°
80°
90°
100°
110°
120°
130°
140°
150°
160°
170°
180°
-170°
-160°
-150°
-140°
-130°
-120°
-110°
-100°
ICAO FIR included on this chart for comparison

VIII-1
Part VIII
AERONAUTICAL INFORMATION SERVICES
AND CHARTS (AIS/MAP)
INTRODUCTION
1. This part of the Asia and Pacific (ASIA/PAC) Basic
Air Navigation Plan contains elements of the existing
planning system and introduces the basic planning principles,
operational requirements and planning criteria related to
aeronautical information services and charts (AIS/MAP) as
developed for the ASIA/PAC regions.
2. As a complement to the Statement of Basic
Operational Requirements and Planning Criteria (BORPC) set
out in Part I, Part VIII constitutes the stable guidance material
considered to be the minimum necessary for effective planning
of AIS and MAP facilities and services in the ASIA/PAC
regions. A detailed description/list of the facilities and/or
services to be provided by States in order to fulfil the
requirements of the plan is contained in the ASIA/PAC
Facilities and Services Implementation Document (FASID).
During the transition and pending full implementation of the
future communications, navigation and surveillance/air traffic
management (CNS/ATM) system, it is expected that the
existing requirements would gradually be replaced by new
CNS/ATM-related requirements. Subsequently, it is expected
that some elements of the CNS/ATM system will be subject to
amendment, as necessary, on the basis of experience gained in
their implementation.
3. The Standards, Recommended Practices and
Procedures to be applied and related guidance material are
contained in:
a) Annex 4 — Aeronautical Charts;
b) Annex 11 — Air Traffic Services;
c) Annex 14 — Aerodromes, Volume I — Aerodrome
Design and Operations and Volume II — Heliports;
d) Annex 15 — Aeronautical Information Services;
e) Aeronautical Information Services Manual (Doc 8126);
f) Procedures for Air Navigation Services — ICAO
Abbreviations and Codes (PANS-ABC, Doc 8400);
g) Aeronautical Chart Manual (Doc 8697); and
h) World Geodetic System — 1984 (WGS-84) Manual
(Doc 9674).
4. Background information of importance in the
understanding and effective application of this part of the
plan is contained in the Report of the Third Asia/Pacific
Regional Air Navigation Meeting (Doc 9614, ASIA/PAC/3
(1993)).
5. A regional air navigation (RAN) meeting
recommendation shown in brackets below a heading indicates
the origin of all paragraphs following that heading. A RAN
meeting recommendation shown in brackets below a
paragraph indicates the origin of that particular paragraph.
GENERAL PROCEDURES
Introduction
6. The major objective of AIS is to ensure the flow of
information necessary for the safety, regularity and efficiency
of international civil aviation. To support the CNS/ATM
systems, AIS/MAP should be directed towards the real-time
provision of electronic aeronautical information/data that
would ensure quality and integrity of the information
provided.

VIII-2
7. In the CNS/ATM systems, the future users’
requirement will be to access, on a global basis, quality
aeronautical information by all users at all times. To achieve
this high-level requirement, aeronautical information must be
provided electronically, based on a commonly agreed and
standardized data model. Strict quality assurance principles
should be put in place in order to ensure that aeronautical
data is of the required quality (accuracy, resolution and
integrity), verified and validated before it is provided to the
users. This will give users the required confidence in the
quality of information that is critical to flight safety.
8. To support the CNS/ATM systems, the following
basic AIS/MAP requirements should be satisfied in the
future:
a) real-time provision and exchange of electronic aeronautical
information/data, through a system that guarantees the
quality and integrity of the information provided;
b) provision and exchange of aeronautical information/data
through modern communications means, including data
link, which would allow interrogation of aeronautical
data-bases on the ground from the aircraft; and
c) harmonization of AIS and MET information/data to
support combined automated pre-flight and in-flight
briefing facilities.
Quality system
9. The AIS involved in the provision and maintenance
of aeronautical data should be organized in such a manner
that the quality system is introduced at all the functional
stages of the aeronautical data process, from data origination
to the distribution/provision of data. The quality system
should be in conformity with the International Organization
for Standardization (ISO) 9000 series of quality assurance
standards and be certified by an approved organization.
ASIA/PAC BASIC ANP
11. The requirements for printing of AIS documentation,
including charts, should be ascertained and given the
highest priority. Where practicable, printing facilities should
be placed under the direct control of the AIS headquarters.
12. Personnel working for AIS/MAP services should
possess the skills and competence required to perform specific
assigned functions. The required skills and competencies
should be demonstrated by AIS and MAP personnel through
initial and periodic assessments on which basis the corresponding
certificate of competence equal to an AIS licence
may be accorded.
13. AIS and MAP personnel should be accorded the
status comparable to that assigned to technical personnel of
other air navigation services.
Coordination between AIS and
other technical services
14. Coordination/liaison on a permanent basis should
be established between AIS/MAP and other technical
services responsible for planning and operating air navigation
facilities and services. At least one person from those services
should be assigned and be responsible for maintaining
continuous liaison with AIS/MAP and providing it with
“raw” information as and when required.
15. Technical services responsible for origination of the
raw aeronautical information should be acquainted with the
requirements for promulgation and advance notification of
changes that are operationally significant as established in
Annexes 11 and 14 and other relevant ICAO documentation.
16. Appropriate AIS and MAP personnel should be
included in the air navigation planning processes. This should
ensure the timely preparation of appropriate AIS documentation
and that the effective dates for changes to the air
navigation system and procedures are satisfied.
Support for the AIS and MAP services
10. To enable the AIS/MAP to function efficiently and
in accordance with the defined requirements, sufficient funds
should be allocated by States in their budgets which will
ensure that all the administrative and operational
requirements of AIS/MAP are met, including the availability
of sufficient and properly qualified personnel with all the
required facilities, equipment and material.
Training of AIS and MAP personnel
17. Within the context of the quality system
implemented, the AIS and MAP training programme should
ensure that AIS and MAP personnel are appropriately trained
according to the skills and competencies required to perform
specific assigned functions.

AIS/MAP
18. AIS personnel should receive professional training
commensurate with the most recent technological developments
requiring high-level knowledge and skills. AIS
personnel should have, as an essential part of their training,
sufficient knowledge of aeronautical cartography to permit
them to verify information that is published on charts. In
addition, AIS personnel should possess a sufficient
background in automation and knowledge of the English
language as are necessary for the performance of their duties.
19. In addition to the conventional cartographic and
geography training programme, knowledge of the following
elements should also be taken into account when developing
a training programme for MAP personnel:
a) hardware-scanners, plotters, computers, soft proofing
devices (CRTs), image setters, and digital memory
systems;
b) local area networks and worldwide area networks;
c) software — programming familiarity, flow chart usage
and creation, operating systems, communication formats,
digital code systems, and documentation skills; and
d) cartographic equipment and software operations skills
(developed through “hands on” experience).
20. Periodic checks should be undertaken to ensure that
AIS and MAP personnel continue to meet the required
standards and if shortfalls in knowledge, skills or competence
are detected, corrective measures should be taken.
ORGANIZATION OF AERONAUTICAL
INFORMATION SERVICES
Aerodrome AIS units
(FASID Tables AIS 1, AIS 2 and AIS 4)
21. The aerodrome AIS units to be provided at
international aerodromes listed in the Appendix to Part III are
set out in Table AIS 1.
22. The aeronautical information to be made available
at international aerodromes listed in the Appendix to Part III
is set out in Table AIS 2.
23. The exchange of aeronautical information
documentation and availability of such documentation from
VIII-3
international aerodromes listed in the Appendix to Part III is
set out in Table AIS 4.
24. AIS at aerodromes should be provided on a 24-hour
basis, except as otherwise agreed between the AIS authority,
the air traffic services (ATS) authority and the operators
concerned. Agreed operational hours of the aerodrome AIS
units and details of the service provided should be indicated
in the Aeronautical Information Publication (AIP) in
accordance with Annex 15.
25. English should be among the languages used in
aeronautical information briefings and consultations.
26. The aerodrome AIS unit should provide full preflight
information/briefing service to flight operations
personnel and flight crews for the entire coverage zone. The
coverage zone for pre-flight information service at each
aerodrome AIS unit should be determined taking into account
the final destination of aircraft departing from the aerodrome
concerned. This should be done in consultation with aircraft
operators and be reviewed from time to time and/or when the
air traffic pattern is expected to change.
27. The aerodrome AIS units should be adequately
staffed and properly equipped for the provision of effective
pre-flight information service. Installation of systems for the
automated processing (storage, retrieval and preparation) of
pre-flight information bulletins (PIB) should be considered at
an early stage.
28. Aerodrome AIS units that provide pre-flight
information services should be established at locations
conveniently accessible to flight operations personnel at the
aerodromes, preferably on the ground floor (apron level) of
aerodrome terminal buildings.
29. Arrangements should be made between the
aerodrome AIS unit, airline operations personnel (including
flight crews) and ATS for an effective cooperation,
coordination and reporting of post-flight information on
inadequacies in the status and operation of air navigation
facilities. To ensure submission of post-flight reports to
aerodrome AIS units without delay, arrangements should be
made at aerodrome that a suitable post-flight report form,
such as the one provided in Doc 8126, be made available to
ATS, airline operations offices and aerodrome AIS units.
30. Tables AIS 1 and AIS 2 should be implemented as
soon as possible.

VIII-4
ASIA/PAC BASIC ANP
International NOTAM offices
(FASID Table AIS 3)
31. The international NOTAM offices to be provided
in the ASIA/PAC regions are set out in Table AIS 3.
32. International NOTAM offices should be adequately
staffed and properly equipped for the provision of effective
24-hour service.
33. Table AIS 3 should be implemented as soon as
possible.
INTEGRATED AERONAUTICAL
INFORMATION PACKAGE
Aeronautical Information
Publication (AIP)
34. States that have not yet done so should, as a matter
of urgency, prepare and publish their AIP in the new,
restructured format, either individually or collectively. The
format is prescribed by Annex 15 and the guidance material
is provided in Doc 8126.
35. Information contained in the AIP should be
complete and thoroughly checked for correctness before it is
provided to users. To ensure consistency throughout the AIP,
changes to the AIP should be made in such a way that
information on the same facility, service, procedure, etc.
affecting one part be changed in the other part(s), if
applicable.
36. The differences between the national regulations
and practices and the corresponding Standards and
Recommended Practices (SARPs ) should be provided in the
appropriate part of the AIP.
AIP Amendments
37. In view of the vital importance of the aeronautical
information contained in the AIP to the safety of air
navigation, information in the AIP should be kept up to date.
This should be done by publishing AIP Amendments on
specific publication dates or in accordance with a publication
schedule based on regular intervals.
38. AIP Amendments should be issued at least once
every six months.
39. The AIRAC AIP Amendment shall be used to
promulgate operationally significant changes to the AIP.
AIP Supplements
40. Any temporary changes of long duration (three
months or longer) affecting the contents of an AIP must be
promulgated as AIP Supplements and a checklist of all AIP
Supplements currently in force shall be issued at intervals of
not more than one month.
41. Where applicable, aeronautical information of
operational significance requiring substantive amendments to
flight documentation (e.g. promulgation of new and/or
revised instrument approach procedures) promulgated by an
AIRAC AIP Supplement should be accompanied by charts or
diagrams, as appropriate, to aid interpretation.
42. The AIRAC AIP Supplement shall be used to
promulgate operationally significant temporary changes to the
AIP.
43. Information in the AIP Supplement appropriate for
inclusion in the AIP should be incorporated therein with a
minimum of delay.
44. Information in the AIP Supplement that is still valid
at the end of six months should be re-issued with a new
number indicating clearly that the new Supplement is a
replacement and that the information it contains remains
unchanged from that previously issued.
45. To enable users of aeronautical information to
keep records of current information, checklists of AIP
Supplements in force should be provided regularly through
the monthly printed summary of NOTAM.
Aeronautical Information Circulars (AIC)
46. AIS should establish contact with the relevant
services providing AIS with raw aeronautical information to
coordinate the preparation and production of Aeronautical
Information Circulars (AIC) strictly in accordance with
Chapter 7 of Annex 15 and Doc 8126.
47. Checklists of current AIC must be issued at least
once a year, irrespective of the number of AIC in force.

AIS/MAP
Use and validity of NOTAM
48. States should ensure that:
a) aeronautical information to be distributed by NOTAM is
originated strictly in accordance with the guidance for the
completion of the NOTAM Format contained in Annex 15;
b) the duration of aeronautical information promulgated by
NOTAM does not exceed three months and if the information
is to remain valid after that period, an appropriate
AIP Amendment or Supplement is issued;
c) strict compliance with the requirement to provide at least
seven days’ advance notice of the activation of established
danger, restricted or prohibited areas and of activities
requiring temporary airspace restrictions, other than for
emergency operations, is observed;
d) a “trigger” NOTAM is originated whenever an AIRAC
AIP Amendment or Supplement is published, giving a
brief description of the contents, the effective date and
the reference number of the AIP Amendment or
Supplement. Such a NOTAM must come into force on
the same effective date as the AIP Amendment or
Supplement;
e) the monthly printed plain-language summary of NOTAM
in force also contains information on the latest AIP
Amendments, AIP Supplements and AIC issued, and that
it is distributed to the recipients with a minimum of delay
by the most expeditious means.
49. AIS should exercise the proper selectivity in the
origination and distribution of NOTAM by use of the flight
information service or, whenever possible, automatic terminal
information service (ATIS), for distribution of information
that is valid for only a few hours.
50. States capable of introducing a pre-determined
distribution system for NOTAM are encouraged to do so.
51. NOTAM should be mainly used for promulgation
of information of a temporary nature and of short duration.
Temporary information promulgated by NOTAM should not
remain in force longer than three months. In exceptional
cases, if temporary information promulgated by NOTAM
remains in force for longer than three months, a replacement
NOTAM should be issued.
52. Use of the abbreviations WIE (“with immediate
effect”) and UFN (“until further notice”) in the NOTAM
VIII-5
Format under Items B and C respectively must be avoided
and instead, a ten-figure group giving year, month, day, hours
and minutes in UTC should be used when originating
NOTAM. When information on timing is uncertain, a tenfigure
date-time group should be followed by an EST to
indicate the approximate duration of information.
AIRAC system
53. States that have not yet done so should implement
the AIRAC system in accordance with the requirements of
Annex 15 with a minimum of delay.
54. States should ensure that adequate coordination
between AIS and other air navigation services exists to permit
effective implementation of the AIRAC system.
55. Successful implementation of the AIRAC system
depends directly on the level of coordination established
among the relevant technical services and the AIS. To ensure
a high level of coordination, States should prepare their
national regulations so that they well define the duties and
responsibilities of those technical services involved in the
provision of raw AIRAC information to AIS for publication.
The technical services involved should be familiar with the
AIRAC system and comply with it in accordance with
specifications provided in Annexes 11, 14, Volumes I and II,
and 15.
56. A schedule of AIRAC publication dates should be
issued which includes a list of latest dates for the receipt of
the raw information to be promulgated by AIRAC, printed on
the reverse side of the Aeronautical Information Promulgation
Advice Form.
57. To ensure that aeronautical information of
operational significance reaches users at least 28 days in
advance of the AIRAC effective date, measures should be
taken to ensure that:
a) information/data prepared in hard copy format is issued
and distributed at least 56 days prior to the effective date;
and
b) information/data provided in electronic format is distributed
at least 35 days in advance of the effective date.
58. Changes to the information promulgated by the
AIRAC system should be avoided by all means, especially
during the period consisting of the first 28 days.

VIII-6
59. States should ensure that responsible AIS personnel
participate in the State’s administrative and technical
meetings where aerodrome and air navigation planning
systems are discussed, in order that:
a) adequate consideration can be given to the AIS
production, publication and advance notice of material
issued by those meetings; and
b) such AIS personnel take part in the determination of
applicability of changes in air navigation facilities and
procedures, taking into account the required advance
notification and cut-off dates relevant to the AIRAC
system.
WORLD GEODETIC SYSTEM — 1984
(WGS-84)
Introduction
60. In order to support implementation of the future
CNS/ATM systems, States should make every effort to
implement WGS-84 and provide geographical coordinates
referenced to this system. A detailed description/list of the
WGS-84 coordinate data to be provided by States in order to
fulfill the requirements of the plan is contained in the FASID.
61. The SARPs to be applied in respect of WGS-84 are
contained in:
a) Annex 11 and Annex 14, Volumes I and II, for accuracy
of the field work (surveying); and
b) Annex 4 and Annex 15 for charting and publication
resolution, respectively.
62. To assist States in the uniform implementation of
the WGS-84-related SARPs, the guidance material on the
provision of geographical coordinates referenced to the
WGS-84 datum is provided in Doc 9674.
WGS-84 requirements
(FASID Table AIS 5)
63. Table AIS 5 sets out the requirements for
geographical coordinates referenced to the WGS-84 datum at
international aerodromes, in flight information regions, enroute
and in terminal areas.
ASIA/PAC BASIC ANP
64. States that have not yet done so should make the
necessary arrangements to develop a national WGS-84
implementation plan and such a plan should contain a
timetable for implementation. When developing a national
WGS-84 plan, States should establish a committee composed
of personnel from the appropriate aeronautical and
geographic/geodetic departments of the State. Such a
committee should be tasked with the management of the
WGS-84 implementation plan.
65. States in a position to do so should provide
assistance in the implementation of WGS-84 to other States
needing such assistance.
66. Before the geographical coordinates based on
WGS-84 are published in the AIP and on charts, every effort
must be made to validate and verify them.
67. States that have common boundary points should
coordinate WGS-84 data for those points prior to publication
of this information in their respective AIPs.
68. In order to ensure that quality (accuracy, resolution
and integrity) and traceability requirements for the WGS-84-
related geographical coordinate data are met, States must
take measures to develop and introduce a quality system
programme. This programme containing procedures, processes
and resources should be in conformity with the
International Organization for Standardization (ISO) 9000
series of quality assurance standards.
AERONAUTICAL CHARTS
Aeronautical charting programme
(FASID Table AIS 6)
69. States, individually or collectively, should include
in their AIP, derived from their aeronautical chart production
programmes, at least the following types of charts:
a) Aerodrome Obstacle Chart — ICAO Type A;
b) Aerodrome Obstacle Chart — ICAO Type C;
c) Precision Approach Terrain Chart — ICAO;
d) En-route Chart — ICAO;
e) Area Chart — ICAO;

AIS/MAP
VIII-7
f) Standard Departure Chart — Instrument (SID) — ICAO;
g) Standard Arrival Chart — Instrument (STAR) — ICAO;
h) Aerodrome/Heliport Chart — ICAO;
i) Instrument Approach Chart — ICAO;
j) Visual Approach Chart;
k) World Aeronautical Chart — ICAO 1:1 000 000.
Note.— In the production of Aerodrome Obstacle
Charts — ICAO Type A, Aerodrome Obstacle Charts —
ICAO Type C, Instrument Approach Charts — ICAO,
Aerodrome/Heliport Charts — ICAO and Precision
Approach Charts — ICAO, States shall take into account
ICAO Annex 4 requirements and Table AOP 1.
70. The detailed aeronautical chart requirements are set
out in Table AIS 6.
Production responsibility for sheets of the
World Aeronautical Charts — ICAO 1:1 000 000
[ASIA/PAC/3, Rec. 13/19]
(FASID Table AIS 7)
71. States that have not yet produced the World
Aeronautical Chart — ICAO 1:1 000 000, in accordance with
the sheet distribution shown in Table AIS 7, should take the
necessary measures to ensure the preparation of the sheets
for which they are responsible, either through individual
effort or with the collaboration of other States or specialized
cartographic agencies.
72. The production responsibility for sheets of the
World Aeronautical Chart — ICAO 1:1 000 000 are set out
in Table AIS 7 and illustrated on Chart AIS 2.
73. Where the agency producing the charts is not under
the control of the aviation administration, States should
ensure good liaison between them, and accord the necessary
priority in their national chart production programmes to the
production of the required aeronautical charts.
Aeronautical chart production
74. States that have not yet produced the aeronautical
charts specified hereunder should produce them as soon as
possible.
a) Aerodrome Obstacle Chart — ICAO Type A;
b) Aerodrome Obstacle Chart — ICAO Type C;
c) Precision Approach Terrain Chart — ICAO;
d) En-route Chart — ICAO;
e) Instrument Approach Chart — ICAO;
f) Aerodrome/Heliport Chart — ICAO;
g) World Aeronautical Chart — ICAO 1:1 000 000.
75. When information on specific aeronautical charts
is amended, all related charts affected by the changes should
be amended and published.
76. State authorities should ensure that the appropriate
topographical information is made available to the AIS/MAP
so that requirements for the production of aero-nautical charts
can be fulfilled.
AUTOMATION IN AIS
77. Automation in AIS should be introduced with the
objective of improving the overall speed, accuracy, efficiency,
and cost-effectiveness of AIS in the region.
78. AIS automation should offer a service to meet the
individual requirements of the various categories of users.
This goes beyond the provision of pre-processed data and the
PIB types traditionally provided manually or by early
automated systems. For reasons of cost-effectiveness, such a
service should strike a balance between the degree of
complexity of the system required and the sophistication of
the products provided.
79. The development of automation within AIS should
be based on an integrated ASIA/PAC regional automated AIS
system concept, in order to obtain a general standardization
of procedures, products and services to users and to avoid
potential divergencies, incompatibilities and duplication of
effort.
80. The implementation of such a system should permit
a cost-effective evolution of the regional system, taking
account of the present and future technical possibilities and
should be governed by the following principles:

VIII-8
a) participating national automated AIS systems should
closely cooperate in adopting the different elements that
will make up the integrated ASIA/PAC regional
automated AIS system, taking into account their current
and planned degree of development;
b) States that have not yet done so should initially automate
NOTAM service within their own AIS while taking into
account the users’ requirements;
c) certain national automated AIS systems should cooperate
with other not-yet-automated AIS systems, carrying out
agreed functions to improve the efficiency and the quality
of processing of basic aeronautical information and of its
distribution both within an agreed area of the system and
externally;
d) optimum use should be made of available communication
and public networks as well as of new
communication technology for the distribution, exchange
and retrieval of aeronautical information, particularly
NOTAM;
e) the ICAO NOTAM Format containing the necessary
qualifiers to facilitate the sorting and retrieval of
NOTAM information in accordance with users’ requirements
should be used exclusively;
ASIA/PAC BASIC ANP
f) a system interrogation capability that takes account of the
different categories of systems users should exist;
g) common “user friendly” query procedures for the
interrogation of AIS or NOTAM databases should be
used. These procedures should be in accordance with the
different levels of user requirements;
h) States must establish quality systems and procedures
which will ensure that the available aeronautical information
is of appropriate quality (accuracy, resolution,
integrity) and timeliness;
i) a State that decides not to automate its AIS may arrange,
in the interest of improved efficiency, on the basis of
bilateral or multilateral agreements between States or
other non-governmental organizations, for the provision
of automated services on its behalf. The arrangement must
take into account the non-transferable responsibility of a
State for the provision of aeronautical information as well
as other technical and administrative aspects associated
with such agreement.
81. The development of the integrated ASIA/PAC
regional automated AIS system should take into account
provisions of Annex 15 for the use of WGS-84, the adopted
common geodetic reference system, when aeronautical
geographical coordinates are provided.

VIII-A1
Attachment
CONCEPT FOR AN INTEGRATED AUTOMATED
AIS SYSTEM FOR THE ASIA/PAC REGIONS
SYSTEM CONFIGURATION
1. The system should be based on the facilities of
participating States with the following structure:
a) national automated AIS systems of States providing
national service;
b) multi-national automated AIS systems of States
providing, on the basis of bilateral and multilateral
agreements, service to other State(s) in addition to
national service; and
c) non-automated AIS.
AREA TO BE SERVED
2. The system should have the potential capacity of
holding aeronautical information to fulfil the operational
requirements for AIS pre-flight briefing service for flights
from point of origin to final destination.
arrangements or by computer interrogation. A national automated
AIS system should collect appropriate aeronautical
information from national sources, process it, produce it in
the form of a NOTAM, store it in the a national automated
AIS system database and make it available within the State,
the integrated regional system and worldwide in accordance
with predetermined arrangements.
5. Conversely, the required aeronautical information
relative to other States should be received in the NOTAM
Format for direct input into the database or for further
processing, if required, so that specific requirements for
international aeronautical information can also be carried out
by the national system.
6. The national automated AIS system should be able
to provide service to users in another participating State that
does not have an automated AIS system as well as any other
State for which the service is provided in accordance with
pre-arranged agreements. States not having an automated AIS
system but participating in the regional system would have
the option, resulting from bilateral agreement, to be linked
with a national automated AIS system via an intelligent or
non-intelligent remote terminal.
SYSTEM SERVICE
3. The system overall should provide a service that is
capable of satisfying the users’ operational requirements, as
detailed in 17 to 25 below.
SYSTEM FUNCTIONS
7. A number of system functions should be performed
at regional and national levels.
National service
4. The primary role of a national automated AIS system
should be to provide aeronautical information to users in a
given State either in accordance with predetermined
COMMUNICATION
8. The aeronautical fixed service should satisfy the
communication requirements at an international level.

VIII-A2
Optimum use should be made of available communication
networks for the distribution, exchange and retrieval of
aeronautical information, particularly NOTAM.
9. The selection of the means for the retrieval of data at
a national level should be at the discretion of the individual
State and should be largely dependent on the availability and
cost of the various services, communication links available
and user requirements.
SYSTEM RELIABILITY
AND REDUNDANCY
10. The system configuration should assure adequate
reliability and redundancy.
FALLBACK PROCEDURES
11. In the case of a system failure, the service within
the related service area should be continued in accordance
with the pre-arranged and established procedure for each
service area, which should also cover the necessary communications
arrangements.
RESPONSE TIME
12. With the features provided by the system, the use of
modern computer techniques and means of communication,
short response times should be assured.
ASIA/PAC BASIC ANP
the activities required of States and should monitor the
overall situation for the purpose of detecting in advance
divergencies in developments that could lead to
incompatibilities.
SYSTEM MANAGEMENT
16. The strategic operation of the system should be
closely monitored by States to permit speedy reaction to
problems encountered and to shortcomings identified. An
appropriate form of system management should be developed
by the planning and implementation regional group.
USER REQUIREMENTS IN AN
AUTOMATED AIS SYSTEM
17. The latest pre-flight information bulletin (PIB) of
the specific type needed (i.e. route, area or aerodrome) should
be available.
18. Information on specific items for given areas
required by flight planning services, air traffic services
(ATS), AIS or other users, should be provided.
19. A list of NOTAM entered into the system after a
specific date-time group, to facilitate briefing, should be
obtainable.
20. Immediate notification capability of items of urgent
operational significance should be provided.
PLANNING AND IMPLEMENTATION
13. The planning and implementation of the system
should be guided and adjusted by considerations related to
efficiency, cost-effectiveness and experience.
14. Relevant bilateral or multilateral agreements should
aim at minimizing costs through work and equipment savings
beneficial to all participants.
15. A planning and implementation regional group
should coordinate the general development of the system and
TYPE OF INFORMATION
TO BE PROVIDED
21. The system should provide NOTAM covering the
area of service.
22. The system should additionally provide the
following PIBs and lists:
a) route type bulletin containing NOTAM relevant to
aerodrome of departure, the planned route based on flight
information regions (FIRs) crossed, aerodrome of
destination, and alternate aerodromes;

AIS/MAP
b) area type bulletin containing NOTAM relevant to FIR or
State;
c) aerodrome type bulletin containing NOTAM concerning
any aerodrome or group of aerodromes;
d) immediate notification items;
e) checklists of NOTAM by State, FIR and aerodrome; and
f) list of NOTAM for a specific period or NOTAM entered
into the system after a specific date-time group.
23. The updating of PIBs should be covered by system
products listed in 22 d), e) and f), or by request for a new
PIB.
24. The system features described in 28 to 37 below
should permit PIBs to be tailored to the needs of users and
should provide flexible options for information content
ranging from full system data coverage to data of urgent
operational significance.
25. PIBs should be provided in a standard format and
ascending sequence of information.
MULTI-ACCESS TERMINALS
26. AIS terminals should ultimately be capable of
providing OPMET information relating to pre-flight bulletins.
27. AIS terminals should ultimately be capable of being
used for the filing of a flight plan.
SYSTEM FEATURES
NOTAM
28. The NOTAM, in standard ICAO NOTAM Format,
should constitute the basic data exchange source in the
system.
29. The NOTAM should be prepared only once, at the
entry into the system.
30. The system should provide for automatic exchange
of the NOTAM between national automated AIS systems.
Common set of qualifiers (Item Q)
VIII-A3
31. A common set of qualifiers, forming an integral
part of the NOTAM Format (Item Q) should be used to
assure compatibility in data exchange and to permit the
production of standard system output products.
Decoded NOTAM text
32. The NOTAM text (Item E) of the NOTAM Format
should be prepared by using the significations/uniform
abbreviated phraseology assigned to the ICAO NOTAM
Code, complemented by ICAO abbreviations, indicators,
identifiers, designators, call signs, frequencies, figures and
plain language.
NOTAM selection criteria
33. The NOTAM Code contained in the PANS-ABC
(Doc 8400) is the most comprehensive description of
information requiring NOTAM promulgation and should,
therefore, constitute criteria for:
a) the storage and retrieval of information;
b) the decision as to whether a particular item is of
operational significance;
c) the decision as to the relevance of particular items for
various types of flight operations; and
d) the selection of items of operational significance that
require immediate notification.
34. Consequently, the NOTAM Code should constitute
the basis for the determination of the qualifiers for TRAFFIC,
PURPOSE and SCOPE.
Geographical reference qualifier
35. Sufficient flexibility and tailoring of information
for the first stage of automation in AIS is achieved by the use
of the geographical reference qualifier. This qualifier consists
of latitude and longitude to one minute resolution and
referenced to the World Geodetic System — 1984 (WGS-84)
geodetic datum accurate to one minute resolution, and a
three-digit distance figure giving radius of influence in
nautical miles.

VIII-A4
36. The provision of more flexible and referred data
retrievals can be satisfied by the application of a geographical
reference system which may be required for the expansion of
the overall system in order to meet future requirements. These
requirements may derive from the introduction of RNAV
operations, the expansion of automation within the ATS and
users’ systems.
37. Consequently, in the evolution of the regional
system, the geographical reference system based on
LAT/LONG coordinates of WGS-84 must be used as a
standard.
ASIA/PAC BASIC ANP
SYSTEM QUERY PROCEDURES
38. The system should provide a common set of query
procedures.
39. The common set of query procedures should make
the best use of the database management system in use in
order to give rapid response to simple and short requests.
40. The query procedures should also provide userfriendly
access to the system without assistance of AIS
personnel to obtain the required information.

A-1
Appendix
SUMMARY OF AMENDMENTS TO THE BASIC ANP
Approved by the President on behalf of the Council
January 1998 — January 2006
BORPC Amendment of Part I — BORPC (A16/8.4 —
05-065)
AOP Amendment of Part III — AOP (APAC 00/3)
CNS
ATS
Amendment of the requirements in the Appendix
as they relate to the Republic of Korea
(APAC 02/2)
Addition to requirements in the Appendix as they
relate to the Republic of Korea (APAC 03/5)
Amendment of the requirements in the Appendix
as they relate to Japan (APAC 04/9)
Amendment of Part IV — CNS (APAC 00/3 and
03/8)
Amendment of the requirements for the Adelaide,
Brisbane, Darwin, Melbourne, Perth and Sydney
FIRs as they apply to Charts ATS 1 and ATS 2
(APAC 96/8)
Amendment of the requirements for the Honiara
FIR as they relate to Chart ATS 3C (APAC 98/7)
Amendment of the requirements for the Auckland
FIR as they relate to Chart ATS 1, ATS 2 and
ATS 3C (APAC 98/8)
Amendment of Part V — ATS (APAC 00/3)
Amendment of the requirements for the Oakland
Oceanic/Anchorage Oceanic FIRs as they apply
to Charts ATS 1, ATS 2 and ATS 3B
(APAC 03/3)
ATS
Amendment of the requirements for the Oakland
Oceanic FIR as they apply to Charts ATS 1,
ATS 2 and ATS 3B (APAC 03/11)
Amendment of the requirements for the Tokyo,
Naha and Fukuoka FIR s as they apply to
Charts ATS 1, ATS 2 and ATS 3A (APAC 05/1)
Amendment of the requirements for the Ujung
Pandang and Jakarta FIRs and the deletion of the
Bali and Biak FIRs as they apply to Charts ATS 1
and ATS 3D (APAC 05/10)
Amendment of routes A210, B203 and G348
(APAC 93/8)
Amendment of routes B332, B347, B467, B355
and B/UB467 (APAC 97/5)
Amendment of routes A216, A337, A339, A597,
B586, G339, R204, R584, R595 and R596
(APAC 97/9)
Amendment of route R332 (APAC 97/16)
Addition of route M750 (APAC 97/12)
Amendment of routes A329, B597, G585 and
R220 (APAC 97/10)
Addition of routes P766 and P880 (APAC 98/5)
Amendment of routes A467, A473, B579, G424
and R209 (APAC 98/2)
Amendment of routes A457, A464, B335,
B466,G334,G579, G582, G584, R208, R325 and
R467 (APAC 97/6)

A-2 ASIA/PAC BASIC ANP
ATS Amendment of routes A218, B328, B330, B334,
B458, B331 and B480 (APAC 99/1)
Amendment of routes B333, A455, G225 and
R458 (APAC 99/8)
Amendment of routes G204, G330 and G455
(APAC 99/7)
Amendment of routes A204, A339, B337,G583,
R217, R220 and R583 (APAC 98/15)
Amendment of route A586 (APAC 00/2)
Amendment of route A581 (APAC 99/11)
Amendment of routes G334, G461, B588, R218
and R597 (APAC 00/1)
Amendment of routes B330, B480, B483, G489,
G491 and G494 (as applicable to the ASIA/PAC
region from amendment EUR/NAT 00/2)
Amendment of routes A459, A466, B345, B457,
G452, G598, G669, R328, R331, R462 and
UL425 (APAC 99/4)
Amendment of routes A1, A202, A205, A461,
A470, A583, A590, B222, B584, G220, G334,
G453, G466, G467, G580, G584, R208, R223,
L625, L628, L642, M754, M765, M771, N500,
N884 and N892 (APAC 01/2)
Amendment of the FIR as it applies to the
Republic of Korea and amendment of routes
A582, A586, A595, B212, B467, B576, G203,
G339, G589 and G597 (APAC 02/2)
Amendment of routes G211 and A341
(APAC 04/3)
Amendment of route UM551 (APAC 04/7)
Amendment of routes L644 and M772 in and the
deletion of column 3 (cruising levels)
(APAC 04/11)
Addition of route B345 (APAC 05/3)
ATS Addition of route P761 (APAC 05/4)
MET
SAR
Addition of the routes L504, M522, M635, M774,
N645, P648 and amendment of routes A211,
M768 and N875(APAC 05/5)
Amendment of routes A202 and R339 and
deletion of routes A203, R333 and R335
(APAC 05/18)
Addition of routes A468, B339 and G218 and
amendment of routes A335, A588, B206, B451
and G341 (APAC 05/19)
Amendment of routes B456 and B589
(APAC 05/20)
Deletion of route G589 (APAC 05/21)
Addition of route B346 (APAC 05/24)
Amendment of Part VI — MET as it applies to
SIGMET and AIRMET information (APAC 97/15)
Amendment of Part VI — MET as it applies to
the World Area Forecast System (WAFS)
(APAC 98/3)
Amendment of Part VI — MET (APAC 00/3 and
04/06)
Amendment of Part VI — MET as it applies to
regional procedures (APAC 02/4)
Amendment of the requirements to the search and
rescue services by extending the boundary of
Auckland SRR to coincide with the FIR boundary
on Chart SAR 1 and to amend the eastern
boundary of Nadi SSR accordingly (APAC 98/8)
Amendment of Part VII — SAR (APAC 00/3)
Amendment of the designation of search and
rescue as it applies to the Republic of Korea and
Chart SAR 1 (APAC 02/2)
AIS/MAP Amendment of Part VIII — AIS/MAP
(APAC 00/3)
– END –

A-1
Appendix
SUMMARY OF AMENDMENTS TO THE BASIC ANP
Approved by the President on behalf of the Council
July 2005 — August 2010
AOP Amendment of the requirements for
Thailand as they apply to the Appendix to
Part III (AOP) (APAC 06/5)
Amendment of the requirements for the
Philippines as they apply to the Appendix to
Part III (AOP) (APAC 07/7)
Amendment of the requirements for Japan as
they apply to the Appendix to Part III (AOP)
(APAC 08/07)
Amendment of the requirements for Sri
Lanka as they apply to Appendix to Part III
(AOP) (APAC 08/10)
Amendment of the requirements for French
Polynesia as they apply to Appendix to Part
III (AOP) (APAC 08/16)
Amendment of the requirements for
Malaysia as they apply to Appendix to Part
III (AOP) (APAC 08/20)
Amendment of the requirements for the
Republic of Korea as they apply to
Appendix to Part III (AOP) (APAC 08/26)
Amendment of the requirements for Viet
Nam as they apply to Appendix to Part III
(AOP) (APAC 08/32)
Amendment of the requirements for India as
they apply to Appendix to Part III (AOP)
(APAC 09/19)
ATS
Amendment of the requirements for
Afghanistan as they apply to Appendix to
Part III (AOP) (APAC 10/3)
Deletion of the route R466 for the Russian
Federation (APAC 04/10)
Addition of the route M512 for the Maldives
and Sri Lanka (APAC 05/6)
Addition of the routes R575, R589 and
M755 for Cambodia, Lao People’s
Democratic Republic, Thailand and Viet
Nam (APAC 05/8)
Addition of the requirements concerning the
boundaries for the Sanya FIR ,the
amendment of the definitions of the
Guangzhou, Hanoi, Ho-Chi-Minh and Hong
Kong FIR’s and the amendment of the
requirements to the Guangzhou FIR
(APAC 05/16)
Addition of the following routes A325,
A347, A454, A455, A472, A589, A791,
B211, G210, G216, G333, G451, R218,
R458, R594, L301, L333, L505, L507, L515,
L645, L759, L760, M300, M638, M770,
M773, M890, N519, N563, N571, N877,
N893, N895, P518, P570, P574, P628, P646,
P762, amendment of routes A1, A465, A474,
B210, B579, G208, G462, G465, R203,
R460, R461, R462, R468, deletion of routes
A217, A330, A349, A459, B457, R219,
R328, R593, UM501 and amendment of
names on Chart ATS 3A and D as per the

A-2 ASIA/PAC BASIC ANP
11th meeting of the Asia and Pacific Air
Navigation Planning and Implementation
Group (APANPIRG/11) (APAC 05/17)
ATS
(APAC 08/15)
Amendment of the following route M770 for
Thailand (APAC 08/22)
ATS
Deletion of the route A223 and amendment
of the route M750 for Japan (APAC 05/23)
Amendment of the following route L508
(APAC 06/2)
Addition of the following routes A91, M520
and amendment of routes B339, G218 and
deletion of route A335 for Mongolia (APAC
06/3)
Addition of the following routes B204, B205
and M644 for Cambodia, Malaysia and
Thailand (APAC 06/4)
Amendment of the Melbourne and Brisbane
FIR’s as applicable to Charts ATS 1, ATS 2
and ATS3D (APAC 07/1)
Addition of the following routes L509 and
M875 for India (APAC 07/3)
Deletion of the route A205 and amendment
of the route G580 for Brunei Darussalam
and Malaysia (APAC 07/4)
Addition of the following route L510 for
Malaysia and India (APAC 07/5)
Deletion and addition of the following
routes B212 and L512 for Japan and then
Republic of Korea (APAC 07/12)
Addition of the following routes L896, L897
and N564 for Australia, India, Indonesia and
Sri Lanka (APAC 07/13)
Addition and deletion of the following
routes M501 and R596 for the Philippines
and the United States (APAC 08/13)
Amendment of the following route N884 for
Japan and the Philippines (APAC 08/14)
Amendment of the following routes B208
and G343 for China and Mongolia
(APAC 08/23)
Amendment of the following route B223 for
Japan and the Russian Federation
(APAC 08/24)
Addition of the following route B932 for
Japan, the Russian Federation and the
United States (APAC 08/28)
Addition of the routes L774, L894, M641,
N509, N628, N633, N640, P627, P751,
P756, L516, L899, M766 and deletion of the
following routes A209, A214, A327, A451,
A452, A463, A594, B335, B340, B344,
G462 and R456 for Australia, India,
Indonesia, Malaysia, Maldives, Sri Lanka
and Thailand (APAC 09/5)
Addition of the following route G338 for
China and Mongolia (APAC 09/6)
Amendment of the following route M771 for
Vietnam (APAC 09/8)
Amendment of the following route G470 for
China (APAC 09/9)
Amendment of route A204 and deletion of
route B483 for Japan (APAC 09/10)
Addition of the following route M626 and
the amendment of routes B463, R468 and
L301 for Myanmar and Thailand
(APAC 09/11)
Amendment of the requirements concerning
the boundaries for the Manila FIR and the
Ujung Pandang FIR as applicable to Charts
ATS 1, ATS 2 and the amendment of route
A450 as they apply to Indonesia, the
Philippines and the United States
(APAC 09/12)
Amendment of the following routes A1 and
P901 for China and Hong Kong, China
ATS
Amendment of the route L510 and deletion
of FIR Bangkok and FIR Phonm Penh on

Appendix
A-E-3
Chart ATS 3D as requested by Malaysia
(APAC 09/14)
Amendment of routes G473, R345, R588
and deletion of route R589 for Cambodia,
Lao PDR, Philippines, Thailand and Viet
Nam (APAC 09/15)
Addition of the route R596 and amendment
of route R200 for China (APAC 09/16)
Addition of the route M504 as originated by
Pakistan (APAC 10/7)
Amendment of the following routes M875 as
originated by India and Pakistan
(APAC 10/13)
Addition of the routes B214, B468 and
amendment of routes B329, G221 as
originated by Cambodia, Viet Nam and Lao
PDR (APAC 10/14)
Addition of the route L626 and deletion of
route A473 as originated by India and Nepal
(APAC 10/15)
Amendment of the text to Part VI (MET) as
originated by the Asia/Pacific Air
Navigation Planning and Implementation
Regional Group (APANPIRG) and the Fifth
meeting of the World Area Forecast System
Operational Study Group (WAFSOPSG)
(APAC 09/22)
Amendment of the text to Part VI (MET) as
originated by the Electronic Bulletin (EB
2008/038)(APAC 10/05)
*Please note that the following ATS routes
for Afghanistan have been removed from the
MID BASIC ANP, Table ATS 1 and
transferred to the ASIA/PAC BASIC ANP
Table ATS 1 (A/UA219, A/UA466, B466,
G/UG202, G/UG206, G/UG668, G/UG792,
G/UG796, UL333, L/UL750, M/UM881,
UN644 and P/UP500)
Addition of the routes B460, M502 and
amendment of route B218 as originated by
Thailand (APAC 10/16)
Amendment of the following route R457 as
originated by India (APAC 10/17)
MET
Amendment of the text to Part VI (MET) as
originated by the Asia Pacific Air
Navigation Planning and Implementation
Regional Group (ANANPIRG)
(APAC 08/02)
Amendment of the text to Part VI (MET) as
originated by the CNS/MET SG/12 Meeting
to ANPANPIRG (APAC 08/29)
Amendment of the text to Part VI (MET) as
originated by the World Area Forecast
System Operations Group (WAFSOPG/4)
(APAC 09/02)
– END –

A-1
Appendix
SUMMARY OF AMENDMENTS TO THE BASIC ANP
Approved by the President on behalf of the Council
September 2010 – September 2011
AOP Amendment of the requirements for
Afghanistan as they apply to the Appendix
to Part III (AOP) (APAC 10/3)
Amendment of the requirements for
Bangladesh as they apply to the Appendix to
Part III (AOP) (APAC 11/6)
ATS
Amendment of the routes B327 and B757 for
the United States (APAC 10/18)
Addition of the route L517 for Malaysia and
Singapore (APAC 10/20)
Amendment of the routes G344 and R591
for Japan (APAC 10/22)
Addition of the routes N502 and P501 for
Indonesia, Malaysia and Singapore
(APAC 10/24)
Amendment of the route G348 for India and
Nepal (APAC 10/24)
MET
Amendment of the text to Part VI-
Meteorology (MET) (APAC 10/19)
Amendment of the text to Part VI-
Meteorology (MET) (APAC 11/3)
– END –

ICAO TECHNICAL PUBLICATIONS
The following summary gives the status, and also
describes in general terms the contents of the various
series of technical publications issued by the
International Civil Aviation Organization. It does not
include specialized publications that do not fall
specifically within one of the series, such as the
Aeronautical Chart Catalogue or the Meteorological
Tables for International Air Navigation.
International Standards and Recommended
Practices are adopted by the Council in accordance with
Articles 54, 37 and 90 of the Convention on
International Civil Aviation and are designated, for
convenience, as Annexes to the Convention. The
uniform application by Contracting States of the
specifications contained in the International Standards is
recognized as necessary for the safety or regularity of
international air navigation while the uniform
application of the specifications in the Recommended
Practices is regarded as desirable in the interest of
safety, regularity or efficiency of international air
navigation. Knowledge of any differences between the
national regulations or practices of a State and those
established by an International Standard is essential to
the safety or regularity of international air navigation. In
the event of non-compliance with an International
Standard, a State has, in fact, an obligation, under
Article 38 of the Convention, to notify the Council of
any differences. Knowledge of differences from
Recommended Practices may also be important for the
safety of air navigation and, although the Convention
does not impose any obligation with regard thereto, the
Council has invited Contracting States to notify such
differences in addition to those relating to International
Standards.
Procedures for Air Navigation Services (PANS)
are approved by the Council for worldwide application.
They contain, for the most part, operating procedures
regarded as not yet having attained a sufficient degree of
maturity for adoption as International Standards and
Recommended Practices, as well as material of a more
permanent character which is considered too detailed for
incorporation in an Annex, or is susceptible to frequent
amendment, for which the processes of the Convention
would be too cumbersome.
Regional Supplementary Procedures (SUPPS)
have a status similar to that of PANS in that they are
approved by the Council, but only for application in the
respective regions. They are prepared in consolidated
form, since certain of the procedures apply to
overlapping regions or are common to two or more
regions.
The following publications are prepared by authority
of the Secretary General in accordance with the
principles and policies approved by the Council.
Technical Manuals provide guidance and
information in amplification of the International
Standards, Recommended Practices and PANS, the
implementation of which they are designed to facilitate.
Air Navigation Plans detail requirements for
facilities and services for international air navigation in
the respective ICAO Air Navigation Regions. They are
prepared on the authority of the Secretary General on
the basis of recommendations of regional air navigation
meetings and of the Council action thereon. The plans
are amended periodically to reflect changes in
requirements and in the status of implementation of the
recommended facilities and services.
ICAO Circulars make available specialized
information of interest to Contracting States. This
includes studies on technical subjects.