SAT 8 Meeting Report

i-1 Introduction

i-1.1 The first meeting of the SAT/8 Task Force (SAT/8-TF/1) was convened pursuant to SAT/8 Conclusion 2/5 b) in accordance with the terms of reference shown in Appendix A. The meeting took place at the Gran Hotel Velazquez, Madrid, Spain from 22 - 26 May 2000.

i-1.2 Mr. Angel Villa, Deputy Director of the Spanish Civil Aviation Administration (DGAC), opened the meeting with expressions of appreciation and welcome to all participants. The speaker emphasized the importance of this Task Force Meeting and the work at hand for the implementation over the SAT airspaces and Flight Information Regions (FIR) of new technologies based on Communications, Navigation and Surveillance/Air Traffic Management (CNS/ATM) derived systems. He also emphasized the need for continuing close relations and co-ordination among States providing services over the South Atlantic. The Director of ATS of Aena Air Navigation, Mr. Francisco Quereda and the Head of the International Management Division, Mr. Ignacio Iglesia also attended the opening of the meeting.

i-2 Attendance

i-2.1 The SAT/8-TF Meeting was attended by 37 participants from 6 ICAO contracting States (Brazil, Cape Verde, France, Portugal, Senegal and Spain) and 3 international organizations (ASECNA, ARINC and IATA).

I-2.2 A list of participants and contact addresses is at Appendix G.

i-3 Organization and conduct of the meeting

i-3.1 Mr. Francisco Castro Rodriguez, ATC Expert and ICAO Co-ordinator at the International Management Division of Aena Air Navigation and member of the Spanish Delegation was elected as Chairman and rapporteur of the meeting.

i-3.2 Mr. Dhiraj Ramdoyal, Regional Officer (RO/ATM) from the ICAO Regional Office in Dakar was the Secretary of the meeting. Mr. Jacques Vanier, RO/ATM from the ICAO European and North Atlantic Office and Mr. Jorge Fernandez, RO/ATM from the ICAO Lima Office assisted him.

i-4 Working languages

i-4.1 The meeting was conducted in English only.

i-5 Agenda

i-5.1 The meeting adopted the following agenda:

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1. ARINC carry out the safety risk assessment on behalf of Spain in order to ensure the safe implementation of RNP 10/ 50 NM lateral spacing and RVSM in the EUR/SAM corridor in accordance with guidance material provided by ICAO and will ensure that all technical and operational parameters will be taken into account during the evaluation process;
2. Brazil, Cape Verde, Senegal, Spain, IATA and IFALPA provide necessary traffic data to assist in the evaluation process;
3. the safety assessment take at least six months for completion; and
4. a Working -Group be established in order to follow up progress of the safety assessment being carried out by ARINC.

1. the SAT/9 Meeting be convened in Lima, Peru from 6 – 10 November 2000;and
2. theWorking-group meeting be held after the completion of the safety assessments being carried out by ARINC on behalf of Spain.

1.1 Under this Agenda Item the Task Force was informed by Spain, the monitoring agency established for ensuring the safe implementation of RNP 10 in a 50 NM lateral spacing environment and RVSM in the EUR/SAM corridor, that arrangements are being made for ARINC to carry out a safety assessment.

1.2 The Task Force noted that the risk analysis evaluation process will be in accordance with the guidance material provided by ICAO and will take into account experiences of other ICAO Regions to ensure that all parameters have been addressed when carrying out the safety assessment. The meeting was also apprised of the methodology to be used by ARINC in carrying out the safety risk assessment. The need to take into account any adverse meteorological conditions prevailing in the corridor as well as delays in the reception and processing of flight plans was emphasized.

1.3 The Task Force also recognized the need to expedite the evaluation process and pointed out that it is delaying the implementation of RNP 10/50 NM lateral spacing and RVSM in the EUR/SAM corridor. The meeting was informed work on the safety risk assessment process will start very shortly and it is expected to take about six months for completion. The need for the co-operation of all States and organizations concerned in providing necessary data was stressed.

1.4 The meeting was informed that the safety risk assessment will take into account the projected traffic growth in the EUR/SAM corridor for the next 10 years and will also give due considerations to crossing track operations. The meeting noted the request by South Africa for the creation of two ATS routes from Cape Town and Johannesburg to Atlanta and agreed that the traffic density would be considered in the evaluation process. Based on the foregoing the Task Force concluded that:

1.5 The meeting noted with appreciation the air traffic data collection and analysis carried out by Spain and urged States and organizations concerned to assist in providing all necessary information in accordance with the methodology established by SAT/8 Conclusion 1/1 b) and c).

1.6 The meeting noted that, as compared to 1999, a two weeks survey (1^st weeks of January and April) carried out by Canarias Area Control Center (ACC) indicated that there had been an increase in traffic of 12.8% in year 2000. It was also pointed out that at least 10.3% of aircraft were assigned non-preferential flight levels. As compared to similar periods of 1999, it was also noted that there has been a major shift of traffic from ATS route UR1 to ATS route UB602 which resulted in an increase of 37% along UB602. Based on the foregoing the meeting concluded that:

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2.1 Under this agenda item the Task Force was apprised of action taken by the Secretariat as a follow-up to the approval by the ICAO Council of those segments of the EUR/SAM routing network which were developed within the framework of the SAT group and related co-ordination meetings. It was noted that those portions of the route segments within the AFI Region would be included in the AFI ANP through an editorial amendment.

2.2 The meeting noted that due to airspace restrictions by the military authorities in Spain, some route segments would be implemented at variance with the ANP within the Canarias TMA and a "note 3" should be added to the implementation status of these routes. It was however pointed out that action is being taken in order to review the duration at which prohibited area GCD79 remains effective and it might eventually be made available during specific period(s).

2.3 The meeting noted the draft proposal for the amendment of the Regional Supplementary Procedures (Doc 7030) for the implementation of RNP10/50 NM lateral spacing and provisions regarding in-flight contingencies in the EUR/SAM corridor. The meeting accordingly reviewed these provisions and instructed the Secretariat to initiate the amendment proposal as soon as possible. Provisions regarding wake vortex turbulence were also included in these provisions. Based on the foregoing the meeting concluded that:

2. The Task Force noted the progress of implementation of the CAFSAT network. It was pointed out that some States need to contact the service provider as soon as possible in order to ensure that they meet their commitments for the reservation of the IBS service before 1 June 2000.
3. The meeting was informed of:

• Canarias node is fully tested and is ready to operate;
• Dakar and Cape Verde are in the process of implementation and the system will be operational in June and July 2000 respectively; and
• Brazil and Morocco are in "Call for Tender" process.

1. States should consider the proposal for a maintenance strategy during SAT/9 meeting.

1. States finalize the proposal for the introduction of the ASN and BSSN concepts at the SAT/9 meeting; and
2. a maintenance strategy be considered by the SAT/9 meeting.

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5.1 Under this agenda item the Task Force was of the view that enough guidance materials have been developed for assisting States in carrying out the operational approval of aircraft intending to operate in an RNP10 environment. The meeting referred to the FAA Circular 8400.12 which could be used and pointed out that it was in accordance with the guidance material prepared by ICAO. Based on the foregoing the meeting was of the view that there is no need to develop any document for assisting States in carrying out operational approvals and concluded that:

6.1 Under this Agenda item the Task Force noted that the ADS/CPDLC facility at Canarias ACC was operational and recalled that any new system being developed in the EUR/SAM corridor be in accordance with the provisions of SAT/8 conclusion 4/2 which specifies that:

2. The meeting also noted a proposal by Spain for the extension of the ADS/CPDLC capability in the EUR/SAM corridor through the CAFSAT network and it was agreed that this matter be discussed within the framework of the SAT/9 meeting.

6.3 The meeting discussed the potential benefits for the introduction of ADS/CPDLC capabilities in the Region and was apprised of operational trials taking place in the NAT Region related to the ADS functionality of the FANS 1/A equipped aircraft. The meeting was also informed that data link trials using HF would be initiated in the fall of 2000. In this connection, it was noted that although the Standards and Recommended Practices (ICAO) (Doc 7333) (SARPS) existed, they had never been validated for use for the provision of ATS. The meeting recalled that the FANS 1/A package is not ATN compliant.

6.4 It was pointed out that the implementation of ADS/CPDLC was in accordance with the objectives of the AFI and SAM CNS/ATM Implementation Plans. It was however emphasized that, at this stage, aircraft equipage was limited to aircraft participating in the operational trials only and the cost-benefit considerations should be taken into account prior to full implementation and commitment. The meeting was informed that this functionality is now available on some aircraft as a standard kit.

6.5 The meeting noted the experiences of France for the introduction of ADS/CPDLC in the fields of ADS/CPDLC and the potential benefits of the VIVO system which has been developed by the French Civil Aviation and which has been operationally tested and proven Eurocat-X in the Pacific region. The meeting was of the view that the system be presented to the SAT/9 meeting for consideration.

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7.3 The Task Force thanked Mr Francisco Castro Rodriguez for his Chairmanship of the Task Force, active participation, leadership and contributions to the work of the SAT Group and previous SAT meetings.

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Taking into account of the evolutionary implementation of CNS/ATM systems in the EUR/SAM corridor, the Task Force should explore ways and means of achieving further enhancements in airspace capacity in the area and in particular take necessary steps to ensure the smooth implementation of RNP 10/50 NM lateral spacing and RVSM.

Rapporteur:

Spain has been appointed as Rapporteur of the Task Force

Composition:

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As a result of the approval by the ICAO Council of the routes/ route segments, within the Recife FIR developed within the framework of informal South Atlantic (SAT) co-ordination meetings and recommended by the CAR/SAM/3 RAN Meeting, consequential amendments to the AFI ANP for the inclusion of those routes/ route segments are being made. The editorial amendments to the AFI ANP (27^th Edition) to be carried out by HQ are as follows:

Amend the requirements in the table ATS 1 : Basic ATS route network in the lower and upper airspace (cf. Pages 2-1-15, 2-1-16, 2-1-18, 2-1-19, 2-1-31, 2-1-32, 2-1-33) and relevant charts ATS 2 and 3 as shown hereunder :

a) Regional Supplementary Procedures:

b) Proposed Amendment:

1. Delete existing provisions under Chapter 5, paragraphs 5.1, 5.2 and 5.3.
2. Add the following requirements for "Special procedures for in-flight contingencies" under Chapter 4 ( as shown in Appendix 1).
3. Renumber existing Chapter 4 to read Chapter 5 (Air Traffic Control Clearances) and amend Paragraphs 4.1, 4.1.1 and 4.1.2 to read 5.1, 5.1.1 and 5.1.2 accordingly.
4. Add the following requirement for Lateral Separation, Longitudinal and Vertical separation under Chapter 6 (6.1, 6.2 and 6.3 accordingly) (as shown in Appendix 2).
5. Renumber existing paragraphs 6 to 13 to read 7 to 14 accordingly.

3. Originated by:

d) Originator’s reason for amendment:

e) Intended date of implementation:

f) Proposal circulated to the following States and organizations:

g) Secretariat’s comments:

1. This proposal has been developed within the framework of informal SAT co-ordination meetings and is in accordance with the AFI and SAM CNS/ATM implementation plans (AFI/7 Recommendation 5/11).
2. Implementation of the proposed 50 NM lateral track spacing route structure and RVSM will be carried out only after conclusive results of safety assessments.
3. Implementation of RVSM in the EUR/SAM corridor would enable aircraft operating to/from European RVSM airspace to continue its flight under RVSM, thereby enhancing the efficiency of flight operations.
4. Following the successful implementation of RVSM in the NAT and Pacific Regions and in co-ordination with the European Region, RVSM is being introduced on designated airspaces within the EUR/SAM corridor.
5. The first phase of the implementation of RVSM in the EUR/SAM corridor will coincide with European implementation and will be gradually extended to other routes within the EUR/SAM organized track system based on experiences gained.
6. Spain, has accepted to establish a monitoring agency in order to assist with the safe implementation of RNP 10 operations and RVSM.

Add the following requirements for "Special procedures for in-flight contingencies" under Chapter 4:

4. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES

1. The following procedures are intended for guidance only and will be applicable within the EUR/SAM corridor. Although all possible contingencies cannot be covered, they provide for the more frequent cases of:

1. inability to maintain assigned level due to weather, aircraft performance, pressurization failure and problems associated with high level supersonic flight;
2. loss of, or significant reduction in, the navigation capability when operating in parts of the airspace where high accuracy of navigation is a prerequisite to the safe conduct of flight operations; and
3. en-route diversion across the prevailing EUR/SAM traffic flow.

1. General procedures
1. The following general procedures apply to both subsonic and supersonic aircraft:

4.2.1.1 If an aircraft is unable to continue flight in accordance with its air traffic control clearance, and/or an aircraft is unable to maintain the navigation performance accuracy specified for the airspace, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using radio telephony distress or urgency signal as appropriate. Subsequent air traffic control action with respect to that aircraft shall be based on the intentions of the pilot and the over-all traffic situation.

4.2.1.2 If prior clearance cannot be obtained, an air traffic control clearance shall be obtained as the earliest possible time and, in the meantime, the aircraft shall:

1. broadcast its position and intentions, on the frequency in use, as well as on frequency 121.5 Mhz, at suitable intervals stating: flight identification (operator call sign), flight level, ATS route designator, and extent of deviation expected until air traffic control clearance is received.
2. make maximum use of aircraft lights to make the aircraft visible;
3. watch for conflicting traffic both visually and by reference to ACAS (if equipped);
4. switch on the SSR transponder at all times; and
5. initiate such action as necessary to ensure safety of the aircraft.

4.3.1 Initial action

4.3.1.1 If unable to comply with the provisions of 4.2, to obtain air traffic control clearance, the aircraft should leave its assigned route or track by turning 90° to the right or left whenever this is possible. The direction of the turn should, where possible, be determined by the position of the aircraft relative to any organized route or track system (e.g whether the aircraft is outside, at the edge of, or within the system). Other factors which may affect the direction of the turn are the direction to an alternative airport, terrain clearance and the flight levels allocated to adjacent routes.

4.3.2 Subsequent action (RVSM airspace)

4.3.2.1 In an RVSM airspace, an aircraft able to maintain its flight level should:

1. Turn to acquire and maintain in either direction a track laterally separated by 25 NM from its assigned route or track in a multi-track system spaced at 50 NM or otherwise, at a distance which is mid-point from the adjacent parallel route structure; and
2. If above FL410, climb or descend 300 m (1000 ft); or
3. If below FL410, climb or descend 150 m (500ft); or
4. If at FL410, climb 300m (1000ft) or descend 150m (500 ft).

4.3.2.2 An aircraft not able to maintain its level flight should:

1. Initially minimize its descent rate to the extent that it is operationally feasible;
2. Turn while descending to acquire and maintain in either direction a track laterally separated by 25 NM from its assigned route or track in a multi-track system spaced at 50 NM or otherwise, at a distance which is mid-point from the adjacent parallel route structure; and
3. For the subsequent level flight, a level should be selected which difers from those normally used by 300 m (1000ft) in above FL410 or by 150 m (500 ft) if below FL410.

4.4.1 Turn-back procedures

If a supersonic aircraft is unable to continue flight to its destination and a reversal of track is necessary, it should:

1. when operating on an outer track or multi-track system, turn away from the adjacent track;
2. when operating on a random track or on an inner track of a multi-track system, turn either left or right as follows:

1. if the turn is to be made to the right, the aircraft should attain a position 25NM to the left of the assigned track and then turn to the right into its reciprocal heading, at the greatest practical rate of descent;
2. if the turn is to be made to the left, the aircraft should attain a position 25 NM to the right of the assigned track and then turn to the left into its reciprocal heading, at the greatest practical rate of descent;

1. while executing the turn-back, the aircraft should lose height so that it will be at least 1850 m ( 6000 ft) below the level at which turn-back was started, by the time the turn-back is completed;
2. when turn-back is completed, heading should be adjusted to maintain a lateral displacement of 25 NM from the original track in the reverse direction, if possible maintaining the flight level attained on completion of the turn.

Note: For other multi-track systems where the route spacing is greater than 50 NM, the mid-point distance would be used instead on 25 NM.

4.5.1 General

4.5.1.1 The following procedures are intended to provide guidance. All possible circumstances cannot be covered. The pilot’s judgement shall ultimately determine the sequence of actions taken and ATC shall render all possible assistance.

4.5.1.2 If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, air traffic clearance shall be obtained at the earliest possible time. In the mean time, the aircraft shall broadcast its position including the ATS route designator and intentions on the frequency in use as well as on the frequency 121.5 MHZ and , when available, send its position by data link at suitable intervals until ATC clearance is received.

4.5.1.3 The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has not been completed and the aircraft has returned to the centre line of its cleared route.

4.5.2 Obtaining priority from ATC

4.5.2.1 When the pilot initiates communications with ATC, rapid response may be obtained by stating "WEATHER DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response.

4.5.2.2 The pilot still retains the option of initiating the communications using the urgency call "PAN PAN" three times to alert all listening parties to a special handling condition which will receive ATC priority for issuance of a clearance or assistance.

4.5.3 Actions to be taken when controller-pilot communications are established

4.5.3.1 The pilot notifies ATC and requests clearance to deviate from track, advising when possible the extent of the deviation expected.

4.5.3.2 ATC takes one of the following actions:

1. if there is no conflicting traffic in the horizontal plane, ATC will issue clearance to deviate from track; or
2. if there is conflicting traffic in the horizontal plane, ATC separates aircraft by establishing appropriate separation; or
3. if there is conflicting traffic in the horizontal plane and ATC is unable to establish appropriate separation, ATC shall:

1. advise the pilot that standard separation cannot be applied;
2. provide essential traffic information for all affected aircraft; and
3. if possible, suggest an alternative course of action taking into account the traffic situation.

4.5.3.3 The pilot will take the following action:

1. comply with air traffic control clearance issues; or
2. follow a level suggested by ATC when approximately 10 NM from track, along with the procedures detailed in 4.2.1.2 a),b) and c above;
3. execute the procedures detailed in 4.5.4.1 below. The pilot shall immediately inform ATC of intentions and ATC will issue essential traffic information to all affected aircraft.

4.5.4 Actions to be taken if controller-pilot communications are not established or revised air traffic control clearance is not available.

4.5.4.1 If contact cannot be established or revised air traffic control clearance in not available and deviation from track is required to avoid weather, the Pilot will take the following action:

Comply with air the provisions of 4.2.1.2 a) to d);

1) if possible, deviate away from the organized track or route system;

2) for deviation of less than 10 NM, aircraft should remain at a level assigned by ATC;

4. when turning to track, be at its assigned level, when the track is within approximately 10 NM of centre line; and
5. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.

Note: When operating in a parallel route system, pilots need to exercise caution if weather deviation requires the aircraft to enter the protected airspace of the adjacent track. In particular, pilots need to be alert for same direction traffic on an adjacent track at the same level which may also be deviating in the same general direction.

5. Special procedures to mitigate wake turbulence in the EUR/SAM corridor

Note: ATC will not issue clearances for lateral offsets.

1. An aircraft that encounters wake turbulence shall notify and request a revised clearance. However, in situations where a revised clearance is not possible or practicable, the pilot may initiate the following lateral offset procedure:

a) consider establishing contact with the other aircraft on …. MHz;

6.1 Lateral Separation

(Annex 11, attachment B and PANS RAC , Part 111 -7 and 9)

1. For flights within designated controlled oceanic routes or areas within the Canarias FIR (Southern Sector), Dakar Oceanic, Sal Oceanic and Recife FIRs, the minimum lateral separation that shall be:

1. The aircraft and the operator have been approved by the State of Registry or the State of the Operator, as appropriate, for RNP 10 operations;
2. The letter R is annotated in Item 10 (Equipment) of the flight plan to indicate that approriate RNP approvals have been obtained; and
3. A safety assessment of the airspace has been undertaken by States prior to implementation to establish that a target level of safety (TLS) of not less than 5 x 10^–9 fatal accidents per flight hour per dimension will be met, and a safety assessment will be undertaken periodically to verify that the safety level is being maintained.

6.1.2 The following criteria is used in the operational assessment of airspace system safety:

1. the proportion of the total flight time spent by aircraft 25 NM (46 KM) or more off the cleared track shall be less than 7.0 x 10^-4; and
2. the proportion of the total flight time spent by aircraft between 40 and 60 (74 and 111 KM) off the cleared track shall be less than 4.1 x 10 ^–5.

P-RAC, Part III 8 and 9

1. Minimum longitudinal separation shall be in accordance with the provisions of the PANS –RAC, Part 111, paragraph 8 or further reduced in accordance with paragraph 9 of the same Part, where the conditions specified in the relevant PANS-RAC provisions are met.
2. In the EUR/SAM corridor (Canarias (Southern Sector), Dakar Oceanic, Recife and SAL Oceaninc FIRs, the minimum longitudinal separation minima between RNAV equipped aircraft approved to RNP 10 or better shall be 50 NM derived on RNAV.

6.3.1 Method of Application

1. Aircraft used to conduct flights within the designated volume of airspace the Canarias, Dakar Oceanic, Recife and Sal Oceanic FIRs where reduced vertical separation minimum (EUR/SAM RVSM airspace) is applied (see para. 6.3.2) shall require an RVSM approval either from the State in which the operator is based or from the State in which the aircraft is registered. To obtain such an RVSM approval, operators shall satisfy the said State:

1. that the aircraft for which the RVSM approval is sought have the vertical navigation performance capability required for RVSM operations through compliance with the criteria of the RVSM minimum aircraft systems performance specifications (MASPS):
2. that they have instituted procedures in respect of continued airworthiness (maintenance and repair) practices and programmes; and
3. that they have instituted flight crew procedures for operations in the EUR/SAM RVSM airspace specified in Para. 6.3.2.

6.3.1.2 The above characteristics of the total vertical error (TVE) distribution for the aeroplane population were used as the basis for the development of height-keeping performance requirements in the form of a minimum aircraft system performance specification (MASPS) to support the introduction of RVSM operations in accordance with agreed global safety standards. The MASPS were designed to ensure that:

1) the mean altimetry system error (ASE) of the group shall not exceed 25 m (80 ft) in magnitude;

6.3.1.3 The State of Registry of the operator, as appropriate, shall verify that the height-keeping performance capability of approved aircraft meet the requirement specified in 6.3.1.2

6.3.1.4 Adequate monitoring of flight operations in the EUR/SAM RVSM airspace shall be conducted in order to assist in the assessment of continuing compliance of aircraft with the height-keeping performance capabilities specified in 6.3.1.1 above.

5. Monitoring shall be conducted in accordance with appropriate guidance material issued by ICAO.

6.3.2 Area of applicability

1. RVSM shall be applicable in parts of the following volume of airspace between FL290 and FL410 inclusive, in the Flight Information Regions (FIRs) of: Canarias (Southern Sector), Dakar Oceanic, Sal Oceanic and Recife FIRs (Oceanic portions).

The Eastern and Southern limits of the area are as follows:

6.3.2.2 Except for areas where transition areas have been established, aircraft not meeting the requirements of 6.3.1.2 shall not be allowed to operate in EUR/SAM RVSM airspace.

6.3.3 Establishment of 300 m (1 000 ft) vertical separation minimum (VSM) transition areas

(A2, Appendix 3; A6, Parts I and 11, 7.2.3; All, 3.3.4; P-RAC, Part III - 3.1)

6.3.3.1 In order to allow for the transition of flights to and from EUR/SAM RVSM airspace, the ATS authorities responsible for Canarias, Dakar Oceanic, Sal Oceanic and Recife FIRs may establish designated RVSM transition areas. A 300 m (1,000 ft) vertical separation minimum can be applied between RVSM approved aircraft within these transition areas.

6.3.3.2 An RVSM transition area shall have a vertical extent of FL 290 to FL 410 inclusive, be contained within horizontal dimensions determined by the provider States, be overlapping with or contained within EUR/SAM RVSM airspace and should have direct pilot/controller communications..

6.3.4 Contents of flight plans

(A2 - 3.3; P-RAC, Part II - 8.1 and Appendix 2)

6.3.4.1 For flights conducted wholly or partly in the volume of airspace specified in 6.3.2.1 EUR/SAM RVSM airspace, the approval status of the aircraft shall be indicated in Item 10 of the flight plan by using the letter W to indicate that the aircraft is RVSM approved. Furthermore, the aircraft registration shall be indicated in Item 18 of the flight plan.

A11-3.4; PANS-RAC Part 111 -7, 8 and 9

6.4.1 Where circumstances permitting, separation minima lower than those specified in 6.1 and 6.2 and will be applied in accordance with the PANS-RAC, appropriate information should be published in Aeronautical Information Publications so that users of the airspace are fully aware of the portions of the airspace where reduced separation minima will be applied and of the navigation aids on the use of which those minima are based.

Mr. Julio César de Souza Pereira Telephone: (5521) 814-6274

Dirección de Electrónica y Protección al Vuelo Fax: (5521) 220-0565

Av. General Justo 160 e-mail: julioval@uol.com.br

Centro – Río de Janeiro

Mr. Dalmo José Braga Paim Telephone: (5581) 461-8180

Dirección de Electrónica y Protección al Vuelo Fax: (5581) 461-8152

Mr. José Emanuel Rodrígues Telephone: (238) 411372

ASA, E.P. Fax: (238) 411323

La Sal

Mr. Patrice Desvallees Telephone: (331) 58094913

DGAC/DNA1 Fax: (331) 58094915

50, rue Henri Farman 75720 e-mail: desvallees_patrice@dna.dgac.fr

Paris Cedex 15

Mr. Jean-Cristoph Rouja Telephone: (331) 40841260

AIRSYS ATM Fax: (331) 40841349

19, Rue de la Fontaine e-mail: jean-christophe-rouja@fr.airsysatm.thomson-csf.com

92221 BAGNEUX Cedex

Paris

Mr. Steylaers Telephone: (331) 40841703

AIRSYS ATM Fax: (331) 40841741

19, Rue de la Fontaine e-mail: claude.steylaers@fr.airsysatm.thomson-csf.com

92221 BAGNEUX Cedex

Paris

Mr. Abílio Terra Fagundes Telephone: (351) 21 855-3518

NAV, EP Fax: (351) 21 847-9333

Rua C – Edificio 118 e-mail: abilio.terra@nav.pt

Aeroporto

1700-008 Lisbon

Mr. Madior Diack Telephone: (221) 820-0277

Fax: (221) 820-0600

e-mail: asecnago2@sentoo.sn

Mr. Papa Atoumane Fall Telephone: (221) 820-1041

Fax: (221) 820-0656

e-mail: asecnagoca@sentoo.sn

Mr. Juan Carlos Galán Telephone: (34) 91 597-5392

Ministerio Fomento Fax: (34) 91 597-8514

Dirección General de Aeronáutica Civil (DGAC) e-mail: jcgalan@mfom.es

Madrid, Spain

Mr. Guillermo Oliveros Telephone: (34) 91 411-5011

Ministerio de Fomento Fax: (34) 91 411-4703

Dirección General de Aeronáutica Civil (DGAC) e-mail: goliveros@isdefe.es

Madrid, Spain

Mr. Francisco Castro Telephone: (34) 91 321-3435

AENA/DNA Fax: (34) 91 321-3119

Mr. José María Cura Telephone: (34) 91 321-3163

AENA/DNA Fax: (34) 91 321-3181

Madrid, Spain e-mail: jmcura@aena.es

Mr. Francisco de la Plaza Telephone: (34) 91 321-3413

AENA/DNA Fax: (34) 91 321-3119

Mr. Juan de Mata Morales Telephone: (34) 91 321-3122

AENA/DNA Fax: (34) 91 321-3119

Mr. Sebastián Pérez Telephone: (34) 928 577002

AENA/DRNA Canarias Fax: (34) 928 577003

Ms. Margarita Pérez Telephone: (34) 91 321-0210

AENA/DNA Fax: (34) 91 321-3119

Ms. Elena Torrijos Telephone: (34) 91 321-3436

AENA/DNA Fax: (34) 91 321-3119

Madrid, Spain e-mail: etorrijos@aena.es

SPAIN (Cont.)

Mr. Antonio Arias Telephone: (34) 928 577-111

AENA/DRNA Canarias Fax: (34) 928 577-104

Mr. Ramón Pérez Telephone: (34) 928 577-057

AENA/DRNA Canarias Fax: (34) 928 577-052

Mr. Tomás Vidriales Telephone: (34) 928 577-057 (provisional)

AENA/DRNA Canarias Fax: (34) 928 577-052

Las Palmas, Canarias, Spain e-mail: gccc.tvidriales@aena.es

Mr. Rafael Luna Telephone: (34) 91 396-8100

INDRA Fax: (34) 91 656-5887

Madrid, Spain e-mail: rluna@indra.es

Mr. Gonzalo Gavín Telephone: (34) 91 396-8361

INDRA Fax: (34) 91 656-5887

Madrid, Spain e-mail: ggavin@indra.es

Mr. Isaac Domínguez Telephone: (34) 91 556-1418

INSA Fax: (34) 91 597-2181

Ms. Ana Belén Torres Telephone: (34) 91 556-1418

INSA Fax: (34) 91 597-2181

e-mail: abtorres@insa.org

Mr. Edward J. Lutz Telephone: (410) 266-4446

2551 Riva Rd. Fax: (410) 573-3106

Annapolis, MD e-mail: ejl@arinc.com

USA 21401

Mr. Michael Ramírez Telephone: (954) 349 0748

2551 Riva Rd. Fax: (954) 349 8762

Annapolis, MD e-mail: mramirez@arinc.com

USA 21401

Mr. Akakpo Ayikoe Joachim Telephone: (221) 820-0656

Dakar, Senegal Fax: (221) 820-0656

e-mail: asecnagoca@sentoo.sn

Mr. Angel Lucas Telephone: (1305) 266-7552

LATAM/CAR Regional Office Fax: (1305) 266-7718

Miami, USA e-mail: lucasa@iata.org

Mr. Jose F. Carvalho Telephone: (254-2) 710 100

AFI Regional Office Fax: (254-2) 723 978

P.O. Box 47979 e-mail: carvalhoj@iata.org

Nairobi, Kenya

Mr. Alberto Ruiz Telephone: (34) 91 587-4018

IBERIA Fax: (34) 91 587-4014

Mr. Juan Serrano Telephone: (34) 91 587-4018

IBERIA Fax: (34) 91 587-4014

Madrid, Spain e-mail: jiserrano@eresmas.com

Mr. Gabriel Baquero Telephone: (34) 91 587-4018

IBERIA (34) 91 587-4033

Madrid, Spain Fax: (34) 91 587-4014

Mr. Dhiraj Ramdoyal Telephone: (221) 839-9390

RO/ATM Fax: (221) 823-6926

WACAF Office e-mail: ramdoyal@telecomplus.sn

Dakar, Senegal

Mr. Jorge Fernández Telephone: (511) 575-1646

RO/ATM Fax: (511) 575-0974

SAM Office e-mail: jf@lima.icao.int

Lima, Peru

Mr. Jacques Vanier Telephone: (331) 46418524

RO/ATM Fax: (331) 46418500

EUR/NAT Office e-mail: icaoeurnat@paris.icao.int

Paris, France