REGIONAL SUPPLEMENTARY PROCEDURES

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES

1 RVSM PROCEDURES IN THE SINGAPORE FIR

1.1 IMPLEMENTATION OF REVISED FLOS (FLIGHT LEVEL ORIENTATION SCHEME) AND FLAS (FLIGHT LEVEL ALLOCATION SCHEME) IN THE WESTERN PACIFIC/SOUTH CHINA SEA AREA

1.1.1 In order to minimise flight level transition requirements for flights entering and leaving the Western Pacific / South China Sea area, the following flight level arrangements will be implemented simultaneously and permanently:

a single alternate FLOS (i.e. ‘east odd flight levels, west even flight levels’) in compliance with the Table “RVSM-FEET” of Appendix 3 of ICAO Annex 2 and in accordance with the FLOS in surrounding areas;
special high capacity arrangements for six unidirectional parallel routes (L642, M771, N892, L625, N884 and M767) that involve managed use of odd and even flight levels in the same direction of flight; and
an associated FLAS agreed between affected ACCs to facilitate ATC ‘No-PDC’ operations.

1.1.2 To harmonise with RVSM operations within Jakarta FIR, RVSM operations within the Singapore FIR shall be conducted between FL290 and FL410 (inclusive) in the following areas:

ATS Routes	Flight Level Assignment
A464 (S) Southbound	FL290, FL310, FL330, FL350, FL370, FL390, FL410
A576 (S) Southbound	FL290, FL310, FL330, FL350, FL370, FL390, FL410
B470	FL290, FL300, FL310, FL320, FL330, FL340, FL350, FL360, FL370, FL380, FL390, FL400 and FL410 except for flights beyond Jakarta where only odd levels shall be assigned.
B469 (S) Southbound	FL290, FL310, FL330, FL350, FL370, FL390 and FL410
N875/G464 (S) Southbound	FL290, FL330, FL370 and FL410
W36 (S) Southbound	FL290, FL330, FL370 and FL410
L644 (S) Southbound	FL290, FL330, FL370 and FL410
L762(W) Westbound	FL300, FL320, FL340, FL360, FL380 and FL400
R469 (W) Westbound	FL300, FL320, FL340, FL360, FL380 and FL400
W22 (W) Westbound	FL300, FL320, FL340, FL360, FL380 and FL400

1.1.3 Non RVSM-approved aircraft shall fly below RVSM airspace unless prior approval has been obtained from the ACC concerned for such aircraft to operate in RVSM airspace. In the assignment of cruising level in RVSM airspace, RVSM-approved aircraft shall be given priority over non RVSM-approved aircraft.

1.1.4 When an RVSM-approved aircraft reports that it is no longer RVSM-compliant before the transfer of control point, the transferring ACC shall immediately notify the receiving ACC of this fact and provide conventional vertical separation of 2,000ft between this aircraft and the other aircraft.

1.2 RVSM OPERATIONAL APPROVAL AND MONITORING

Operators must obtain airworthiness and operational approval from the State of Registry or State of the Operator, as appropriate, to conduct RVSM operations. The requirement for operators to qualify for RVSM operational approval can be found at:

http://www.caas.gov.sg/caasWeb2010/export/sites/caas/en/Regulations/Safety/Advisory_Circulars/
AC-AOC_series-AIR_Operators/AC_AOC-15_0.pdf

Each aircraft operating in RVSM airspace shall hold a valid RVSM approval. RVSM approval issued for one region will always be valid for RVSM operations in another region provided specific restrictions have not been imposed on the operator by the State of the Operator or State of Registry. The Monitoring Agency for Asia Region (MAAR) monitors operator compliance with State approvals requirements by performing periodic scrutiny checks using Traffic Sample Data and the RVSM approvals record (http://www.aerothai.co.th/maar/approvals.php)

Operators are required to participate in the RVSM aircraft monitoring program. This is an essential element of the RVSM implementation program in that it confirms that the aircraft altitude-keeping performance standard is being met. Monitoring accomplished for other regions can be used to fulfil the monitoring requirements for the Asia/Pacific Region. The information on height-keeping performance monitoring options can be found at:

http://www.aerothai.co.th/maar/monitoringsystems.php

1.3 ACAS II AND TRANSPONDER EQUIPAGE

1.3.1 Aircraft operating in RVSM airspace shall be equipped with an airborne collision avoidance system (ACAS II) and to operate the ACAS system in accordance with the relevant provisions of ICAO Annex 10, Volume IV, Chapter 4.

1.4 IN-FLIGHT PROCEDURES WITHIN RVSM AIRSPACE

1.4.1 Before entering RVSM airspace, the pilot should review the status of required equipment. The following equipment should be operating normally:

two primary altimetry systems;
one automatic altitude-keeping device; and
one altitude-alerting device.

1.4.2 The pilot must notify ATC whenever the aircraft:

is no longer RVSM compliant due to equipment failure; or
experiences loss of redundancy of altimetry systems; or
encounters turbulence that affects the capability to maintain flight level.

See pages ENR 1.8-8 to ENR 1.8-11 or Appendix 5 of FAA IG 91-RVSM for pilot and controller actions in contingency scenarios.

1.4.3 During cleared transition between levels, the aircraft should not overshoot or undershoot the assigned FL by more than 150ft (45m).

1.4.4 Except in an ADS or radar environment, pilots shall report reaching any altitude assigned within RVSM airspace.

1.4.5 Paragraphs 1.5, 1.6, 1.7 and 1.8 below contain procedures for in-flight contingencies that have been updated for RVSM operations. The contingency procedures in paragraphs 1.5 and 1.6 and the off-set procedures in paragraph 1.8 should be applied in Oceanic operations. The weather deviation procedures in paragraph 1.7 may be applied in all airspace in the region.

1.5 SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES IN OCEANIC AIRSPACE IN THE SINGAPORE FIR

1.5.1 The following general procedures apply to both subsonic and supersonic aircraft and are intended as guidance only. Although all possible contingencies cannot be covered, they provide for cases of inability to maintain assigned level due to:

weather;
aircraft performance;
pressurisation failure; and
problems associated with high-level supersonic flight.

1.5.2 The procedures are applicable primarily when rapid descent and/or turn-back or diversion to an alternate airport is required. The pilot’s judgement shall determine the sequence of actions to be taken, taking into account specific circumstances.

1.5.3 If an aircraft is unable to continue flight in accordance with its air traffic control clearance, a revised clearance shall, whenever possible, be obtained prior to initiating any action, using a distress or urgency signal as appropriate.

1.5.4 If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time and, until a revised clearance is received, the pilot shall:

if possible, deviate away from an organised track or route system;
establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: flight identification, flight level, aircraft position (including the ATS route designator or the track code) and intentions on the frequency in use, as well as on frequency 121.5MHz (or, as a back-up, the VHF inter-pilot air-to-air frequency 123.45MHz);
watch for conflicting traffic both visually and by reference to ACAS (if equipped); and
turn on all aircraft exterior lights (commensurate with appropriate operating limitations).

1.6 IN-FLIGHT CONTINGENCY PROCEDURES FOR SUBSONIC AIRCRAFT REQUIRING RAPID DESCENT, TURN-BACK OR DIVERSION IN OCEANIC AIRSPACE IN THE SINGAPORE FIR

Initial action

1.6.1 If unable to comply with the provisions of 1.5.3 to obtain a revised ATC clearance, the aircraft should leave its assigned route or track by turning 45 degrees right or left whenever this is possible. The direction of the turn should be determined by the position of the aircraft relative to any organised route or track system (for example, whether the aircraft is outside, at the edge of, or within the system). Other factors to consider are terrain clearance and the levels allocated to adjacent routes or tracks.

Subsequent action

1.6.2 An aircraft able to maintain its assigned level should acquire and maintain in either direction a track laterally separated by 15NM from its assigned route or track and once established on the offset track, climb or descend 500ft (150m).

1.6.3 An aircraft NOT able to maintain its assigned level should, whenever possible, minimise its rate of descent while turning to acquire and maintain in either direction a track laterally separated by 15NM from its assigned route or track. For subsequent level flight, a level should be selected which differs by 500ft (150m) from those normally used.

1.6.4 Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining the 15NM offset, expedite climb above or descend below levels where the majority of aircraft operate (e.g. to a level above FL400 or below FL290) and then maintain a level which differs by 500ft (150m) from those normally used. However, if the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should be flown at a level 500ft above or below levels normally used until a new ATC clearance is obtained.

1.6.5 If these contingency procedures are employed by a twin-engine aircraft as a result of an engine shutdown or a failure of an ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved and requesting expeditious handling.

1.7 WEATHER DEVIATION PROCEDURES IN THE SINGAPORE FIR

General procedures

1.7.1 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.

1.7.2 If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft shall follow the procedures detailed in paragraph 1.7.9.

1.7.3 The pilot shall advise ATC when weather deviation is no longer required, or when a weather deviation has been completed and the aircraft has returned to the centreline of its cleared route.

1.7.4 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.

1.7.5 The pilot still retains the option of initiating the communications using the urgency call “PAN PAN” to alert all listening parties to a special handling condition, which may receive ATC priority for issuance of a clearance or assistance.

1.7.6 When controller-pilot communications are established, the pilot shall notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected. ATC will take one of the following actions:

if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or
if there is conflicting traffic in the horizontal dimension, ATC will separate aircraft by establishing vertical separation or, if unable to establish vertical separation, ATC shall:
1. advise the pilot unable to issue clearance for requested deviation
2. advise pilot of conflicting traffic
3. request pilot’s intentions
SAMPLE PHRASEOLOGY:
“Unable (requested deviation), traffic is (callsign, position, altitude, direction), advise intentions.”

1.7.7 The pilot will take the following actions:

advise ATC of intentions by the most expeditious means available,
comply with air traffic control clearance issued, or
execute the procedures detailed in 1.7.9 below, (ATC will issue essential traffic information to all affected aircraft.)
if necessary, establish voice communications with ATC to expedite dialogue on the situation.

Actions to be taken if a revised air traffic control clearance cannot be obtained

1.7.8 The pilot shall take the actions listed below under the provision that the pilot may deviate from rules of the air (e.g. the requirement to operate on route or track centreline unless otherwise directed by ATC), when it is absolutely necessary in the interests of safety to do so.

1.7.9 If a revised air traffic control clearance cannot be obtained and deviation from track is required to avoid weather, the pilot shall take the following actions:

if possible, deviate away from an organised track or route system;
establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: flight identification, flight level, aircraft position (including the ATS route designator or the track code) and intentions (including the magnitude of the deviation expected) on the frequency in use, as well as on frequency 121.5MHz (or, as a back-up, the VHF inter-pilot air-to-air frequency 123.45MHz).
watch for conflicting traffic both visually and by reference to ACAS (if equipped);
turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
for deviations of less than 10NM, aircraft should remain at the level assigned by ATC;
for deviations of greater than 10NM, when the aircraft is approximately 10NM from track, initiate a level change based on the following criteria:
Route centreline track Deviations greater than 10NM Level change
EAST
000-179 magnetic LEFT
RIGHT DESCEND 300ft
CLIMB 300ft
WEST
180-359 magnetic LEFT
RIGHT CLIMB 300ft
DESCEND 300ft
Note: Items b) and c) call for the pilot to broadcast aircraft position and pilot’s intentions, identify conflicting traffic and communicate air-to-air with nearby aircraft.
If the pilot determines that there is another aircraft at or near the same FL with which his aircraft might conflict, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.
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.
when returning to track, be at its assigned flight level when the aircraft is within approximately 10NM of centreline.

1.8 PROCEDURES TO MITIGATE WAKE TURBULENCE ENCOUNTERS AND DISTRACTING AIRCRAFT SYSTEM ALERTS IN THE OCEANIC AIRSPACE OF SINGAPORE FIR

1.8.1 The following special procedures are applicable to mitigate wake turbulence or distracting aircraft system alerts [e.g. ACAS, Ground Proximity Warning System (GPWS)] in Asia and Pacific airspace where RVSM is applied:

NOTE: In the contingency circumstances below, ATC will not issue clearances for lateral offsets and will not normally respond to actions taken by the pilots.

1.8.2 An aircraft that encounters wake vortex turbulence or experiences distracting aircraft system alerts shall notify ATC and request a flight level, track or speed change to avoid the condition. However, in situations where such a change is not possible or practicable, the pilot may initiate the following temporary lateral offset procedure with the intention of returning to centreline as soon as practicable:

the pilot should establish contact with other aircraft, if possible, on the appropriate VHF inter-pilot air-to-air frequency 123.45MHz, and
one (or both) aircraft may initiate lateral offset(s) not to exceed 2NM from the assigned track, provided that:
1. as soon as practicable to do so, the offsetting aircraft notify ATC that temporary lateral offset action has been taken and specify the reason for doing so (ATC will not normally respond); and
2. the offsetting aircraft notify ATC when re-established on assigned route(s) or track(s) (ATC will not normally respond).

1.9 FLIGHT PLANNING REQUIREMENTS

1.9.1 Unless special arrangement is made as detailed below, RVSM approval is required for aircraft to operate within designated RVSM airspace. The operator must determine that the appropriate State authority has approved the aircraft and will meet the RVSM requirements for the filed route of flight and any planned alternate routes. The letter “W” shall be inserted in item 10 (Equipment) of the ICAO standard flight plan to indicate that the aircraft is RVSM approved aircraft.

1.10 PROCEDURES FOR OPERATION OF NON-RVSM COMPLIANT AIRCRAFT IN RVSM AIRSPACE

1.10.1 It should be noted that RVSM approved aircraft will be given priority for level allocation over non- RVSM approved aircraft.

1.10.2 The vertical separation minimum between non-RVSM aircraft operating in the RVSM stratum and all other aircraft is 2,000ft.

1.10.3 Non-RVSM compliant aircraft operating in RVSM airspace should use the phraseology as contained in page ENR 1.8-12.

1.10.4 Non-RVSM compliant aircraft may be cleared to climb to and operate above FL290 or descend to and operate below FL410 provided that they:

do not climb or descend at less than the normal rate for the aircraft, and
do not level off at an intermediate level while passing through the RVSM stratum.

1.10.5 Non-RVSM compliant aircraft may not flight plan between FL290 and FL410 inclusive within RVSM airspace. After special coordination as detailed in paragraph 1.10.6 below, the following non-RVSM aircraft may flight plan at RVSM flight levels in the RVSM stratum:

is being initially delivered to the State of Registry or Operator (see paragraph 1.11 for additional details and information); or
was formally RVSM approved but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM requirements and/or obtain approval; or
is transporting a spare engine mounted under the wing; or
is being utilized for mercy or humanitarian purposes; or
State aircraft (those aircraft used in military, custom and police services shall be deemed State aircraft).

1.10.6 The assignment of cruising level to non-RVSM compliant aircraft listed in paragraph 1.10.5 (a) to (e) shall be subject to an ATC clearance. Aircraft operators shall include “STS/CATEGORY (FERRY/ HUMANITARIAN/ MILITARY/ CUSTOMS/POLICE)/NON-RVSM COMPLIANT” in field 18 of the ICAO flight plan.

1.10.7 Contact details for approval request are as follows:

Watch Manager, Singapore Air Traffic Control Centre:
TEL: (65) 65412668
AFS: WSJCZRZX
FAX: (65) 65457526

1.10.8 This approval process is intended exclusively for the purposes indicated above and not as a means to circumvent the normal RVSM approval process.

1.11 DELIVERY FLIGHTS FOR AIRCRAFT THAT ARE RVSM COMPLIANT ON DELIVERY

1.11.1 An aircraft that is RVSM compliant on delivery may operate in RVSM airspace provided that the crew is trained on RVSM policies and procedures applicable in the airspace and the responsible State issues the operator a letter of authorisation approving the operation. State notification to the APARMO should be in the form of a letter, e-mail or facsimile documenting the one-time flight. The planned date of the flight, flight identification, registration number and aircraft type/series should be included.

1.12 PROCEDURES FOR SUSPENSION OF RVSM

1.12.1 Air traffic services will consider suspending RVSM procedures within affected areas of the Singapore FIR when there are pilot reports of greater than moderate turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft will be 2,000ft.

1.13 GUIDANCE FOR PILOTS AND CONTROLLERS FOR ACTIONS IN THE EVENT OF AIRCRAFT SYSTEM MALFUNCTION OR TURBULENCE GREATER THAN MODERATE

1.13.1 See pages ENR 1.8-78 to ENR 1.8-1011 for guidance in these circumstances.

1.14 PROCEDURES FOR AIR-GROUND COMMUNICATION FAILURE

1.14.1 The air-ground communication failure procedures specified in page ENR 1.6-3 in conjunction with ICAO PANS-ATM DOC 4444 should be applied.



CONTINGENCY SCENARIOS

The following paragraphs summarize pilot actions to mitigate the potential for conflict with other aircraft in certain contingency situations. They should be reviewed in conjunction with the expanded contingency scenarios detailed below which contain additional technical and operational details.

* Scenario 1 : The pilot is

unsure of the vertical position of the aircraft due to the loss or degradation of all primary altimetry systems, or
unsure of the capability to maintain cleared flight level (CFL) due to turbulence or loss of all automatic altitude control systems.

The pilot should:	ATC can be expected to:
Maintain CFL while evaluating the situation;
Watch for conflicting traffic both visually and by reference to ACAS, if equipped;
If considered necessary, alert nearby aircraft by a) Making maximum use of exterior lights; b) Broadcasting position, FL, and intentions on 121.5MHz (as a back-up, the VHF inter-pilot air-to-air frequency 123.45MHz may be used).
Notify ATC of the situation and intented course of action. Possible courses of action include:	Obtain the pilot’s intentions and pass essential traffic information.
a) Maintaining the CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.	If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
b) Requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish adequate separation from other aircraft.	If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
c) Executing the contingency manoeuvre shown in paragraphs 1.5 and 1.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.	If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.
	Notify adjoining ATC facilities/sectors of the situation.

Scenario 2: There is a failure or loss of accuracy of one primary altimetry system (e.g. greater than 200ft difference between primary altimeters).

The pilot should:
Cross check standby altimeter, confirm the accuracy of a primary altimeter system and notify ATC of the loss of redundancy. If unable to confirm primary altimeter system accuracy, follow pilot actions listed in the preceding scenario.



EXPANDED EQUIPMENT FAILURE AND TURBULENCE ENCOUNTER SCENARIOS

Operators may consider this material for use in training programs.

* Scenario 1: All automatic altitude control systems failed (e.g. Automatic Altitude Hold).

The pilot should:	ATC can be expected to:
Initially, Maintain CFL Evaluate the aircraft’s capability to maintain altitude through manual control Subsequently, Watch for conflicting traffic both visually and by reference to ACAS, if equipped.
If considered necessary, alert nearby aircraft by: a) Making maximum use of exterior lights; b) Broadcasting position, FL, and intentions on 121.5MHz (as a back-up, the VHF inter-pilot air-to-air frequency 123.45MHz may be used).
Notify ATC of the failure and intended course of action. Possible courses of action include:
a) Maintaining the CFL and route, provided that the aircraft can maintain level.	If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
b) Requesting ATC clearance to climb above or descend below RVSM airspace if the aircraft cannot maintain CFL and ATC cannot establish lateral, longitudinal or conventional vertical separation.	If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
c) Executing the contingency manoeuvre shown in paragraphs 1.5 and 1.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.	If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation.
	Notify adjoining ATC facilities/sectors of the situation

* Scenario 2: Loss of redundancy in primary altimetry systems

The pilot should:	ATC can be expected to:
If the remaining altimetry system is functioning normally, couple that system to the automatic altitude control system, notify ATC of the loss of redundancy and maintain vigilance of altitude keeping.	Acknowledge the situation and continue to monitor progress.

Scenario 3: All primary altimetry systems are considered unreliable or failed.

The pilot should:	ATC can be expected to:
Maintain CFL by reference to the standby altimeter (if the aircraft is so equipped).
Alert nearby aircraft by: a) Making maximum use of exterior lights; b) Broadcasting position, FL, and intentions on 121.5MHz (as a back-up, the VHF inter-pilot air-to-air frequency 123.45MHz may be used).
Consider declaring an emergency. Notify ATC of the failure and intended course of action.	Obtain pilot’s intentions and pass essential traffic information.
Possible courses of action include:
a) Maintaining CFL and route provided that ATC can provide lateral, longitudinal or conventional vertical separation.	If the pilot intends to continue in RVSM airspace, assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
b) Requesting ATC clearance to climb above or descend below RVSM airspace if ATC cannot establish adequate separation from other aircraft.	If the pilot requests clearance to exit RVSM airspace, accommodate expeditiously, if possible.
c) Executing the contingency manoeuvre shown in paragraphs 1.5 and 1.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained.	If adequate separation cannot be established and it is not possible to comply with the pilot’s request for clearance to exit RVSM airspace, advise the pilot of essential traffic information, notify other aircraft in the vicinity and continue to monitor the situation. Notify adjoining ATC facilities/sectors of the situation.

Scenario 4: The primary altimeters diverge by more than 200ft (60m).

The pilot should:
Attempt to determine the defective system through established trouble-shooting procedures and/or comparing the primary altimeter displace to the standby altimeter (as corrected by the correction cards, if required).
If the defective system can be determined, couple the functioning altimeter system to the altitude-keeping device.
If the defective system cannot be determined, follow the guidance in Scenario 3 for failure or unreliable altimeter indications of all primary altimeters.

Scenario 5: Turbulence (greater than moderate) which the pilot believes will impact the aircraft’s capability to maintain flight level.

The pilot should:	ATC can be expected to:
Watch for conflicting traffic both visually and by reference to ACAS, if equipped.
If considered necessary, alert nearby aircraft by: a) Making maximum use of exterior lights; b) Broadcasting position, FL, and intentions on 121.5MHz (as a back-up, the VHF inter-pilot air-to-air frequency 123.45MHz may be used).
Notify ATC of intended course of action as soon as possible.
Possible courses of action include:
a) Maintaining CFL and route, provided ATC can provide lateral, longitudinal or conventional vertical separation.	Assess traffic situation to determine if the aircraft can be accommodated through the provision of lateral, longitudinal, or conventional vertical separation, and if so, apply the appropriate minimum.
b) Requesting flight level change, if necessary	If unable to provide adequate separation, advise the pilot of essential traffic information and request pilot’s intentions.
c) Executing the contingency manoeuvre shown in paragraphs 1.5 and 1.6 to offset from the assigned track and FL, if ATC clearance cannot be obtained and the aircraft cannot maintain CFL.	Notify other aircraft in the vicinity and monitor the situation.
	Notify adjoining ATC facilities/sectors of the situation.



CONTROLLER / PILOT PHRASEOLOGY

Phrases	Purpose
(callsign) CONFIRM RVSM APPROVED	Used by the controller to ascertain the RVSM approval status of an aircraft.
NEGATIVE RVSM*	Used by the pilot to report non-RVSM approval status: a) On the initial call on any frequency within the RVSM airspace (controllers shall provide a readback with this same phrase); and b) In all requests for flight level changes pertaining to flight levels within the RVSM airspace; and c) In all readback of flight level clearances pertaining to flight levels within the RVSM airspace. Additionally, except for State aircraft, pilots shall include this RTF phrase to read back flight level clearances involving the vertical transit through FL290 or FL410.
AFFIRM RVSM*	Used by the pilot to report RVSM approval status.
NEGATIVE RVSM STATE AIRCRAFT*	Used by the pilot of a non-RVSM approved State aircraft to report non-RVSM approval status in response to the RTF phrase (callsign) CONFIRM RVSM APPROVED.
(callsign) UNABLE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN [or DESCEND TO, or CLIMB TO] FLIGHT LEVEL (number)	Used to deny ATC clearance into the RVSM airspace.
UNABLE RVSM DUE TURBULENCE*	Used by the pilot to report when severe turbulence affects the aircraft’s capability to maintain the height- keeping requirements for RVSM.
UNABLE RVSM DUE EQUIPMENT*	Used by the pilot to report that the aircraft’s equipment has degraded below the MASPS (Minimum Aircraft Systems Performance Specification) required for flight within the RVSM airspace.
READY TO RESUME RVSM*	Used by the pilot to report the ability to resume operations within the RVSM airspace after an equipment or weather-related contingency.
REPORT ABLE TO RESUME RVSM	Used by the controller to confirm that an aircraft has regained its RVSM approval status or to confirm that the pilot is ready to resume RVSM operations.

* indicates a pilot transmission

2 MACH NUMBER TECHNIQUE (MNT) AND AREA NAVIGATION (RNAV)

2.1 INTRODUCTION

2.1.1 RNAV is a method which permits aircraft navigation along any desired flight path within the coverage of the associated navigation aids, or within the limits of the capability of self-contained aids, or a combination of these methods. RNAV equipment is considered to be that equipment which operates by automatically determining aircraft position from one, or a combination of the following sensors with the means to establish and follow a desired path: VOR/DME, DME/DME, INS, LORAN C, GNSS.

2.1.2 Only aircraft equipped with RNAV systems would be able to operate on the RNAV routes in the revised South China Sea ATS route structure which forms part of the Singapore FIR. Aircraft that are not RNAV compliant will only be cleared to operate on non-RNAV routes.

2.1.3 The requirements for conduct of RNAV operations are stated in ICAO Doc 9613 (Manual on Required Navigation Performance) and FAA AC 90-45 (Approval of Area Navigation Systems for use in the US National Airspace System).

2.1.4 Minimum longitudinal separation of 10 minutes between RNAV equipped aircraft based on Mach Number Technique is applied on ATS routes A464, A576, B470, G334, L625, L642, L644, L649, L762, M646, M751, M753, M758, M761, M767, M768, M771, M772, M774, N875, N884, N891 and N892 in accordance with DOC 7030/4. MNPS criteria is not required. If item 10 of the flight plan does not include any of the following equipment designators “G”, “I” or “R”, operators shall insert “NAV/NON-RNAV” in item 18 of the flight plan.

2.1.5 Operators of aircraft to which the Mach Number Technique and RNAV procedures will be applied must ensure that the equipment carried on their aircraft have been calibrated in accordance with the applicable airworthiness practices.

2.1.6 An 80NM RNAV distance-based longitudinal separation minima, with Mach Number Technique being applied, is permanently implemented on ATS routes within the oceanic portion of the Singapore FIR.

2.2 MACH NUMBER IN A FLIGHT PLAN

2.2.1 Aircraft are required to include their true Mach Number in item 15 of the ICAO flight plan as follows:

True airspeed and level preceding the entry point.
True Mach Number and level at entry point.

Example: Item 15 of a flight plan for a flight from Kuala Lumpur to Kota Kinabalu:
0460F330 M758 VPK/M072F330 M758

2.2.2 Westbound departure flights from Singapore Changi Airport proceeding beyond Indonesia, Malaysia and Thailand shall include Mach Number in item 18 of the flight plan.

2.3 ATC CLEARANCE

2.3.1 The ATC clearance shall include the filed Mach Number which is to be maintained, whether climbing, descending or on level flight.

Example: An ATC clearance for a flight from Kuala Lumpur to Kuching, issued by Lumpur ATC to aircraft:

MAS 518 CLEARED TO KUCHING VIA AIRWAY MIKE 761, MAINTAIN FL290, AT VPK MAINTAIN SPEED OF MACH POINT SEVEN TWO TILL AGOBA. SSR CODE A2215.

2.4 MAINTENANCE/CHANGE OF MACH NUMBER

2.4.1 Aircraft will be cleared to maintain their Mach numbers from the point of entry to the exit point. Pilots shall adhere strictly to the last assigned Mach number and notify ATC of any variation to the cleared (filed) Mach number. Application of longitudinal separation between aircraft when the Mach Number Technique is used is based on the assumption that the assigned Mach number will be maintained at all times. In the event that for operational reasons it is not feasible to do so, the pilot must inform ATC at the time initial clearance or when subsequent clearances are issued or requested.

2.4.2 The current true Mach number shall be included in routine position reports.

2.4.3 When reporting a change in Mach number, pilots should use the following phraseology:

Example
SINGAPORE RADAR, THIS IS MAS 524, SPEED NOW REDUCED (INCREASED) TO MACH POINT SEVEN ZERO

2.5 LONGITUDINAL SEPARATION ON ATS ROUTES M758 AND M761

2.5.1 Longitudinal Separation Minimum

The minimum longitudinal separation between RNAV equipped aircraft on ATS routes M758 and M761 is 10 minutes based on MNT.

2.5.2 Separation of aircraft when the following aircraft is faster

When the following aircraft is faster, for each 600m in distance between the entry and exit points of the area where the Mach Number Technique is used, 1 minute is added for each 0.01 difference in Mach number between the two aircraft concerned to compensate for the fact that the second aircraft is overtaking the first aircraft according to the table in Appendix A (see page ENR 1.8-16).

2.5.3 Separation of aircraft when the preceding aircraft is faster

When the preceding aircraft is maintaining a greater Mach number than the following aircraft, the following separation shall be applied:

9 minutes if the preceding aircraft is Mach 0.02 faster than the following aircraft;
8 minutes if the preceding aircraft is Mach 0.03 faster than the following aircraft;
7 minutes if the preceding aircraft is Mach 0.04 faster than the following aircraft;
6 minutes if the preceding aircraft is Mach 0.05 faster than the following aircraft; and
5 minutes if the preceding aircraft is Mach 0.06 faster than the following aircraft.

2.6 LONGITUDINAL SEPARATION ON ATS ROUTES A464, A576, B470, G579, L625, L642, L644, L649, L762, M646, M751, M753, M767, M768, M771, M772, N875, N884, N891 AND N892

2.6.1 Requirements

The Mach Number Technique is applied on approved ATS routes between RNAV equipped aircraft.

2.6.2 Separation of aircraft with the same Mach number

10 minutes longitudinal separation shall be applied between aircraft with the same Mach number.

2.6.3 Separation of aircraft when the following aircraft is faster

The same buffer as stated in para 2.5.2 shall be applied.

2.6.4 Separation of aircraft when the preceding aircraft is faster

The separation minima specified in para 2.5.3 shall apply.

2.6.5 15 minutes longitudinal separation minimum

15 minutes longitudinal separation minimum shall be applied on these ATS routes between aircraft which cannot comply with RNAV procedures mentioned in para 2.6.1.

Note: The longitudinal separation minimum for aircraft operating between Singapore and Jakarta airports on airways B470 and G579 is 10 minutes irrespective of whether they are RNAV-equipped.

APPENDIX A

Table

APPLICATION OF MACH NUMBER TECHNIQUE WHEN THE FOLLOWING
AIRCRAFT IS THE FASTER
(BASED ON 10 MINUTES LONGITUDINAL SEPARATION)

DIFFERENCE IN MACH	DISTANCE TO FLY AND SEPARATION (IN MINUTES) REQUIRED AT ENTRY POINT
DIFFERENCE IN MACH	001-600 (NM)	601-1200 (NM)	1201-1800 (NM)	1801-2400 (NM)	2401-3000 (NM)
0.01	11	12	13	14	15
0.02	12	14	16	18	20
0.03	13	16	19	22	25
0.04	14	18	22	26	30
0.05	15	20	25	30	35
0.06	16	22	28	34	40
0.07	17	24	31	38	45
0.08	18	26	34	42	50
0.09	19	28	37	46	55
0.10	20	30	40	50	60

3 RNP 10 NAVIGATION REQUIREMENTS

3.1 INTRODUCTION

ATC will apply 50NM lateral separation minima to aircraft which are approved for RNP 10 operations on the following segments of RNAV routes which fall within the Singapore FIR:

L625	- BTN TOMAN and AKMON
L642	- BTN ESPOB and MERSING
L649	- BTN DAKIX and LAXOR
M635	- BTN VTK and SURGA
M767	- BTN TEGID and TOMAN
M771	- BTN MERSING and DUDIS
M774	- BTN OBDOS and KADAR
N884	- BTN MERSING and LAXOR
N892	- BTN MELAS and MERSING

3.1.2 A Performance-Based Longitudinal Separation Minima of 50NM may be applied between RNP 10 approved aircraft on RNAV routes L642, M635, M767, M771, M774 and N884 which either LOGON to CPDLC or are within VHF radio range as the primary means of communication. Such direct controller-pilot communication (DCPC) shall be maintained at all times when applying these separation minima

3.1.3 RCP240 and RSP180 performance specifications shall be required for the application of the Performance- Based Longitudinal Separation Minima in accordance with ICAO Doc 4444 PANS-ATM paragraph 5.4.2.9.2.

3.1.4 Otherwise, 80NM RNAV or 10 minutes (or less) Mach Number Technique (MNT) separation minima may be applied between aircraft in situation where DCPC could not be maintained or when RCP240 / RSP180 performance requirement could not be complied.

3.1.5 ATC will apply 60NM lateral separation minima to aircraft which are approved for RNP 10 operations on RNAV routes:

L644	- BTN DUDIS and KIKOR
M772	- BTN ASISU and LAXOR

3.1.6 Pilots shall inform ATC of any deterioration or failure of the navigation systems below the navigation requirements for RNP 10. ATC shall then provide alternative separation and / or alternative routing.

3.1.7 Pilots of aircraft meeting RNP 10 navigation requirements must indicate /R at Item 10 of the ICAO Flight Plan.

3.2 OPERATIONS BY AIRCRAFT NOT MEETING RNP 10 REQUIREMENTS

3.2.1 An aircraft that is unable to meet the minimum navigational requirements for RNP 10 must file flight plan at FL280 or below. Operations above FL280 for these aircraft will be subject to ATC approval, in accordance with the provisions of paragraph 3.2.3.

3.2.2 Pilots of such aircraft wishing to operate on ATS routes specified in paragraph 3.1.1, at or above FL290, must indicate their level requirements at Item 18 of the ICAO Flight Plan as RMK/REQ FL (insert level). Approval to operate at the preferred level will be subject to ATC co-ordination and clearance. Flights that are not approved will be required to operate at FL280 or below or via alternative routes.

3.2.3 ATC units receiving a request for a non-RNP 10 approved aircraft to operate on ATS routes specified in paragraph 3.1.1, at or above FL290, will co-ordinate with adjacent ATC units affected by the flight. In deciding whether or not to approve the flight, each ATC unit will take into consideration:

traffic density;
communications, including the non-availability of normal communications facilities;
weather conditions en-route; and
any other factors pertinent at the time.

3.3 SAFETY ASSESSMENT CRITERIA

3.3.1 The safety criteria associated with the introduction of the reduced lateral separation minima of 60NM will be in accordance with the requirements for RNP 10 navigation performance, i.e. aircraft navigation performance shall be such that the standard deviation of lateral track errors shall be less than 8.7km (4.7NM).

3.4 MONITORING OF AIRCRAFT NAVIGATION PERFORMANCE

3.4.1 Monitoring of aircraft navigation performance is a joint responsibility between operators, States of Registry or States of Operators (as applicable), regulatory authorities and the ATS providers. The detection and reporting of non-conformance with the navigation requirements against the following parameters will rely primarily on radar monitoring by ATC units:

Lateral Deviations

a deviation of 15NM or more from track centreline based on radar observations;

Longitudinal Deviations

where time separation is applied by ATC - when the reported separation based on ATC verified pilot estimates varies by 3 minutes or more from the expected separation at the reporting point; or
where a distance based standard is applied by ATC based on ADS, radar observation or RNAV distance reports - when the distance varies by 10NM or more from the expected distance.

3.4.2 ATC will advise the pilot-in-command when such deviations are observed and implement the required investigation procedures.

3.4.3 The ATC authority will investigate the causes of such deviations in conjunction with the aircraft operator and the State of Registry, or the State of the Operator, as applicable.

3.5 SEPARATION MINIMA

3.5.1 Lateral Separation Minima

A lateral separation minima of 60NM will be applied between aircraft equipped in accordance with RNP 10 navigation requirements, operating at FL290 or above, on ATS routes L644 and M772 (see paragraph 3.1.2). 50NM lateral separation minima will be applied between aircraft which are approved for RNP10 operations on ATS routes L625, L642, L649, M635, M767, M771, M774, N884 and N892 (see paragraph 3.1.1).
When an aircraft not meeting the RNP 10 navigation requirements is approved to operate at or above FL290, on the ATS routes shown in paragraphs 3.1.1 and 3.1.2, vertical separation shall be applied with aircraft operating on adjacent routes.

3.5.2 Longitudinal Separation

3.5.2.1 80NM RNAV or 10 minutes (or less) Mach Number Technique (MNT) separation minima may be applied between aircraft.

3.5.2.2 50NM longitudinal separation may be applied between RNP10 approved aircraft on ATS routes L642, L762, M635, M767, M771, M774 and N884 which either LOGON to CPDLC or are within VHF radio range.

3.6 OPERATORS’ PROCEDURES

3.6.1 The operator shall ensure in-flight procedures, crew manuals and training programmes are established in accordance with RNP 10 navigation requirements.

3.7 CONTINGENCY PROCEDURES (including WEATHER DEVIATION)

3.7.1 Contingency procedures, including weather deviation, shall be in accordance with the provisions contained in AIP Singapore pages ENR 1.8-23 to ENR 1.8-5.

4 NO-PRE-DEPARTURE CO-ORDINATION (NO PDC) PROCEDURES

4.1 INTRODUCTION

4.1.1 No Pre-Departure Co-ordination (No PDC) procedures apply to flights departing from airports within the Bali, Bangkok, Hanoi, Ho Chi Minh, Hong Kong, Jakarta, Kota Kinabalu (including Brunei), Kuala Lumpur, Manila, Phnom Penh, Sanya, Singapore, Taipei and Vientiane FIRs operating on RNAV and ATS routes over the South China Sea.

4.1.2 No Pre-Departure Co-ordination (No PDC) levels and FPL route shall be omitted in content of ATC clearance for departures from Singapore Changi Airport on ATS routes A457, B466 and B469/M751 to destinations in Peninsular Malaysia and Thailand, as well as to Medan Polonia.

4.2 NO PDC FLIGHT LEVEL ALLOCATION

4.2.1 Flight Level Allocation Scheme (FLAS) for Western Pacific / South China Sea Area:

ATS Route	No-PDC Flight Levels (Other levels available with prior approval)	Remarks
G334	Eastbound - FL250, FL270 Westbound - FL260, FL280
G580	Eastbound - FL270, FL290, FL330 Westbound - FL280, FL300, FL340
L517	FL280, FL300, FL340	Uni-directional
L625	FL310, FL320, FL350, FL360, FL390, FL400	Uni-directional
L642	FL310, FL320, FL350, FL360, FL390, FL400	Uni-directional
L644	Southbound - FL330, FL410
B469 / M751	FL280, FL300, FL320, FL340, FL360, FL380, FL400	For flights to/from airports within Bangkok FIR
M753	Northbound - FL260, FL300, FL380 Southbound - FL270, FL330
M754	Northbound - FL300, FL340, FL380 Southbound - FL290, FL330, FL370, FL410
M758	Eastbound - FL270, FL290, FL330 Westbound - FL280, FL300, FL340
M761	Eastbound - FL270, FL290, FL330 Westbound - FL280, FL300, FL340
M767	FL310, FL320, FL350, FL360, FL390, FL400	Uni-directional
M768	Eastbound - FL270, FL330, FL410 Westbound - FL300, FL380
M771	FL310, FL320, FL350, FL360, FL390, FL400	Uni-directional
M772	Northbound - FL300, FL380
N875	Eastbound - FL290, FL330, FL370 Westbound - FL300, FL340, FL380
N884	FL310, FL320, FL350, FL360, FL390, FL400	Uni-directional
N891	Northbound - FL260, FL300, FL380 Southbound - FL330
N892	FL310, FL320, FL350, FL360, FL390, FL400	Uni-directional

4.2.2 FLAS for Large Scale Weather Deviations (LSWD) in Western Pacific / South China Sea Area as applicable by Singapore ACC:

	L642	M771	N892	L625	N884	M767
Flight Level Allocation (LSWD)	ATS Route and Direction of Flight
	SW	NE	SW	NE	NE	SW
410
400	400		400			400
390		390		390	390
380
370
360	360		360			360
350		350		350	350
340
330
320	320		320			320
310		310		310	310
300
290

4.2.3 Aircraft requesting FL280, FL300 and FL320 on ATS route L759, L515/M770, N571, N571/N877, P628 and P574 will be cleared to FL280. Succeeding aircraft on the same route will be cleared to FL280 with 10 minutes longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.

4.2.4 For aircraft on N571 or N571/ N877, the first aircraft from Singapore or Kuala Lumpur to be over GUNIP can expect its requested flight level.

4.2.5 For aircraft on M770, the first aircraft from Singapore or Kuala Lumpur to be over the Kuala Lumpur / Bangkok FIR boundary can expect its requested flight level.

4.2.6 For aircraft on L759, the first aircraft from Singapore or Kuala Lumpur to be over the Kuala Lumpur / Bangkok FIR boundary can expect its requested flight level.

4.2.7 For aircraft on P628, the first aircraft from Singapore or Kuala Lumpur to be over VPL can expect its requested flight level.

4.2.8 For aircraft going beyond Medan on ATS route L762, FL280 and FL300 may be assigned. Succeeding aircraft on the same route will be cleared to FL280 or FL300 with 10 minutes longitudinal separation provided there is no closing speed with the preceding aircraft. Additional longitudinal separation as appropriate shall be provided by ATC for the faster aircraft following a slower aircraft on the same route.

5 STRATEGIC LATERAL OFFSET PROCEDURES

5.1 INTRODUCTION

5.1.1 Studies and safety analyses conducted by the ICAO Separation and Airspace Safety Panel (SASP) have shown that the application of a strategic lateral offset by aircraft from route centre line would result in an overall increase in safety of operations in remote and oceanic airspace.

5.2 STRATEGIC LATERAL OFFSETS IN EN-ROUTE AIRSPACE

5.2.1 Offsets may be applied outside surveillance cover in en-route airspace within the Singapore FIR.

5.2.2 Offsets may only be applied by aircraft with automatic offset tracking capability.

5.2.3 The following requirements may apply to the use of the offset:

The decision to apply a strategic lateral offset is the responsibility of the flight crew;
The offset shall be established at a distance of one or two nautical miles to the right of the centre line relative to the direction of flight. Offsets are not to exceed two nautical miles right of centre line;
The strategic lateral offset procedure has been designed to include offsets to mitigate the effects of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, offsets to the right of the centreline relative to the direction of flight in tenths of a nautical mile up to a maximum of 3.7km (2nm) shall be used.
Pilots may contact other aircraft on the air to air frequency, 123.45MHz, as necessary, to coordinate the best wake turbulence offset option. As noted below, it is not necessary to notify air traffic control of approved offsets;
In airspace where the use of lateral offsets has been authorized, ATC clearance is not required for this procedure and pilots are not required to inform ATC that an offset is being applied;
Position reports are based on the current ATC clearance and not the exact coordinates of the offset position.
An example of a position report made by a pilot when passing reporting point TODAM while being offset from track is:
“Singapore Radio, Singapore 871, position TODAM 0930 Flight Level 380, estimate.....etc”.

6 CHANGI FLOW MANAGEMENT PROCEDURES

6.1 INTRODUCTION

6.1.1 The objectives of the procedures are to improve the efficiency of Singapore’s air traffic service by minimising radar vectoring as well as improving airspace capacity.

6.1.2 The procedures require the holding of Changi arrivals over established holding areas.

6.2 ENTRY AND EXIT GATES

6.2.1 ‘Entry gates’ and ‘Exit gates’ are established to ensure segregation between arriving and departing aircraft operating at Singapore Changi Airport. These gates (waypoints) are incorporated in the RNAV SIDs/STARs which have been implemented to support the flow management procedures. The ‘entry’ and ‘exit’ gates are shown below:

Entry Gate		Coordinates
BOBAG		010230N 1032954E
PASPU		015915N 1040618E
REMES		004342N 1035735E
LAVAX		010950N 1042714E

6.3 ARRIVING AIRCRAFT TO SINGAPORE CHANGI AIRPORT

6.3.1 STANDARD INSTRUMENT ARRIVAL (STAR)
IFR flight should expect a Standard Instrument Arrival (STAR). Changi arrivals via ATS route A464 shall flight plan ARAMA STAR route. LELIB STAR would be issued to pilots when traffic permits. ATC may also clear arrivals to join the LEBAR STAR when air traffic permits to facilitate arrivals joining downwind to the west of Singapore Changi Airport.

6.3.2 ENTRY GATE TIME
To regulate the flow of traffic into the Approach airspace, ATC will issue, when necessary, a time restriction at an entry gate associated with the inbound route of the flight into Singapore Changi Airport.

6.3.3 DESCENT PROFILE
Pilots shall plan their descent profile in accordance to the published STAR procedures.

6.3.4 SPEED CONTROL
Speed control restrictions are incorporated into the STARs toenhance predictability and planning of air traffic in the Approach airspace. Pilots shall adhere to the speed control restrictions published in the STAR procedures unless otherwise advised. ATC may issue further speed adjustment during the different phases of the flight if traffic situation warrants.

6.4 APPROACH AIRSPACE HOLDING PROCEDURES

6.4.1 ENTRY PROCEDURE
The entry into the holding patterns shall be in accordance with the three-sector entry procedure as prescribed in ICAO Doc 8168 - OPS/611 Edition 1993.

6.4.2 RATE OF TURN
All turns are to be made at a bank angle of 25° or at a rate of 3° per second, whichever requires the lesser bank.

6.4.3 DESCENT PROCEDURE
When instructed to join a holding pattern, pilots shall reach their assigned altitudes prior to arriving at the holding point. This will allow appropriate traffic sequencing and the reduction of step-descents in the holding pattern.

DETAILS OF APPROACH AIRSPACE HOLDING AREAS

Holding Fix / ID / Co-ordinates	Inbound Track °M	Direction of Turn	MAX HLDG Speed (IAS)	Time (MIN)	MNM-MAX HLDG Level	Controlling Unit and Frequency
1	2	3	4	5	6	7
NYLON 013657N 1040624E	203°	Left	220 knots	1	FL140 3,000ft	Singapore Approach 124.05MHz (PRI) 132.15MHz (SRY)
LAVAX 010950N 1042714E	269°	Left	220 knots	1	FL140 7,000ft	Singapore Approac 124.05MHz (PRI) 132.15MHz (SRY)
REMES 004342N 1035735E	348°	Right	220 knots	1	FL140 6,000ft	Singapore Approach 124.6MHz (PRI) 132.15MHz (SRY)
BOBAG 010230N 1032954E	083°	Right	220 knots	1	FL140 6,000ft	Singapore Approac 124.6MHz (PRI) 132.15MHz (SRY)

6.4.5 ALTERNATE HOLDING AREAS
In the event of inclement weather or capacity constraints rendering a specific holding area unusable, arrivals may be cleared to an alternate holding area for re-sequencing. To ensure smooth transition to alternate holding area, all arrivals bound for Singapore Changi Airport shall have their FMS programmed with all the four promulgated holding areas (paragraph 6.4.4)

6.5 EXPECTED TIME TO LEAVE HOLDING AREA

6.5.1 If arrival delay is processed by means of holding, pilots will be informed of the expected time to leave the respective holding area.

6.5.2 The expected time to leave is issued to serve as an early notification of the probable holding duration as well as for unforeseen circumstance such as radio failure (see page ENR 1.6-4). Subsequently, a specified time to leave the holding area will be issued to pilots to resume the flight according to the assigned RNAV STARs.

6.6 DEPARTING AIRCRAFT FROM SINGAPORE CHANGI AIRPORT

6.6.1 DEPARTURE SPEED CONTROL

Departing aircraft shall not exceed IAS 230 knots below 4,000 feet AMSL or at the waypoints specified in the SID and not exceed IAS 250 knots below 10,000 feet AMSL. Pilots shall also comply with speed control restrictions according to published SIDs.

7 AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST (ADS-B) OUT EXCLUSIVE AIRSPACE WITHIN PARTS OF THE SINGAPORE FIR

7.1 ADS-B BASED SURVEILLANCE AIRSPACE AND AIRCRAFT OPERATOR APPROVAL

7.1.1 Aircraft that operates on ATS routes L642, L644, M753, M771, M904, N891, N892, Q801, Q802, Q803 and T611 within airspace bounded by 073605N 1090045E, 040713N 1063543E, 041717N 1061247E (MABLI), 044841N 1052247E (DOLOX), 045223N 1041442E (ENREP), 045000N 1034400E, thence north along the Singapore FIR boundary to 070000N 1080000E at or above FL290 must carry serviceable ADS-B transmitting equipment that has been certified as meeting EASA AMC 20-24, or FAA AC No. 20-165A - Airworthiness Approval of ADS-B, or meets the equipment configuration standards in Appendix XI of Civil Aviation Order 20.18 of the Civil Aviation Safety Authority of Australia.

7.1.2 Aircraft that does not comply with the requirements stipulated in paragraph 7.1.1 will not be accorded priority n the delineated airspace and flight level assignments would be subjected to air traffic conditions.

7.1.3 If an aircraft carries ADS-B transmitting equipment but does not comply with the requirements stipulated in paragraph 7.1.1, the aircraft must not fly in the delineated airspace unless the equipment is deactivated or set to transmit only a value of zero for the Navigation Uncertainty Category (NUCp) or Navigation Integrity Category (NIC).

7.1.4 Flights operating in the delineated airspace are to contact Singapore Radar on 134.35MHz (primary frequency) and 133.6MHz (secondary frequency).

7.2 FLIGHT PLANNING REQUIREMENTS

7.2.1 Aircraft operators complying with the requirements stipulated in paragraph 7.1.1 are to indicate the appropriate ADS-B designator in Item 10 of the ICAO flight plan:

B1	ADS-B with dedicated 1090 MHz ADS-B “out” capability
B2	ADS-B with dedicated 1090 MHz ADS-B “out” and “in” capability

7.2.2 Aircraft operators are to include the aircraft address (24 Bit Code) in hexadecimal format in Item 18 of the ICAO flight plan as per the following example:

CODE/7C432B

7.2.3 Aircraft Identification (ACID) not exceeding 7 characters must be accurately indicated in Item 7 of the ICAO flight plan and replicated exactly when set in the aircraft avionics (for transmission as Flight ID) as follows:

either

a)	The three-letter ICAO designator of the aircraft operator followed by the flight number (e.g. SIA123, MAS123, GIA123), when radiotelephony callsign consists of the associated ICAO telephony designator for the aircraft operator followed by the flight number (e.g. SINGAPORE 123, MALAYSIAN 123, INDONESIA 123).

or

b)	The aircraft registration (e.g. N555AB, 9VABC) when the radiotelephony callsign consists of the aircraft registration.

Important: ACID entered should not have any leading zeros unless it is part of the flight number as indicated in Item 7 of the ICAO flight plan. Hyphens, dashes or spaces are NOT to be used.

7.3 STATE AIRCRAFT

7.3.1 The conditions stipulated apply to STATE aircraft intending to operate within the delineated airspace.

7.4 INFLIGHT CONTINGENCIES

7.4.1 The pilot-in-command, upon awareness of an onboard ADS-B equipment failure, must inform ATC as soon as possible. ATC would then provide the necessary clearance to ensure separation with other flights operating in the delineated airspace.

7.5 ATC-PILOT PHRASEOLOGIES

7.5.1 Aircraft operators and pilots are to note the following phraseologies when operating in the delineated airspace:

Circumstances

Phraseologies

To request the capability of the ADS-B equipment

a)	ADVISE ADS-B CAPABILITY
*b)	ADS-B TRANSMITTER (data link)
*c)	ADS-B RECEIVER (data link)
*d)	NEGATIVE ADS-B
*	Denotes pilot transmission

To request reselection of aircraft identification

RE-ENTER ADS-B AIRCRAFT IDENTIFICATION

To request the operation of the IDENT feature

TRANSMIT ADS-B IDENT

To request transmission of pressure-altitude

TRANSMIT ADS-B ALTITUDE

To request termination of transponder and / or ADS-B transmitter operation

a) STOP SQUAWK [TRANSMIT ADS-B ONLY]
b) STOP ADS-B TRANSMISSION [SQUAWK (code) ONLY]

To request termination of pressure-altitude transmission because of faulty operation

STOP ADS-B ALTITUDE TRANSMISSION [WRONG INDICATION, or reason]

Confirmation of ADS-B operations

ADS-B TRANSMISSION NOT RECEIVED, CONFIRM ADS-B OPERATIONAL

To inform an aircraft that its ADS-B transmitter appears to be inoperative or malfunctioning

ADS-B TRANSMITTER APPEARS TO BE INOPERATIVE / MALFUNCTION

ATS ADS-B surveillance system ground equipment un-serviceability

ADS-B OUT OF SERVICE (appropriate information as necessary)

8 AIR TRAFFIC MANAGEMENT CONTINGENCY PLAN

8.1 INTRODUCTION

8.1.1 The Air Traffic Management (ATM) Contingency Plan for Singapore FIR has been developed to fulfil the requirements of the ICAO Standards and Recommended Practices contained in Annex 11 and the Regional Supplementary Procedures (Doc 7030). In the event of partial or total disruption to the provision of Air Traffic Services (ATS) and / or the related support services in the Singapore Flight Information Region (FIR), the ATM Contingency Plan referred to in this section shall be activated to ensure the continued safety of air navigation of aircraft operating through the Singapore FIR.

8.1.2 However, this contingency plan does not address arrangements for aircraft arriving and departing at Singapore airports. Aircraft departing or landing at Changi operating within 60NM from Singapore will be subjected to contingency procedures stated in ENR 1.8 paragraphs 1.5, 1.6, 1.7 and 1.8.

8.1.3 This ATM Contingency Plan provides:

the contingency routes structure using existing published airways to enable transit through the Singapore FIR; and
the associated Air Traffic Control (ATC) procedures to support the contingency plan.

8.1.4 As and where dictated by circumstances, aircraft planning to operate through Singapore FIR that have not yet departed may be temporarily suspended until a full assessment of the prevailing conditions has been determined and sufficient air traffic services restored.

8.1.5 Long-haul international aircraft and special operations (e.g. Search and Rescue (SAR), State aircraft, humanitarian flights, etc.) shall be afforded priority for levels at FL290 and above. Aircraft operators that operate domestic and regional flights should plan on the basis that FL290 and above may not be available.

8.1.6 Aircraft operators may elect to avoid the Singapore FIR by using ATS routes outside of Singapore FIR.

8.2 REDUCED ATS AND PROVISION OF FLIGHT INFORMATION SERVICES (FIS)

8.2.1 During the period where the contingency arrangements are in place, ATS including ATC services may not be available, a NOTAM will be issued providing the relevant information. The contingency plan provides for limited flight information and alerting services to be provided by Singapore ACC.

8.2.2 FIS and flight monitoring will be provided by the designated ATS authorities for the adjacent FIRs on the contingency routes that enter their respective FIRs.

8.2.3 During the early stages of a contingency event, ATC may be overloaded and tactical action may be taken to re-clear aircraft on alternative routes not included in this Plan.

8.2.4 In the event that ATS cannot be provided in the Singapore FIR, a NOTAM shall be issued indicating the following:

time and date on the commencement of the contingency measures;
airspace available for aircraft operations and airspace to be avoided;
details of the facilities and services available or not available and any limits on ATS provision, including an expected date of restoration of services if available;
information on the provisions made for alternative services;
applicable ATS routes, AIP-published contingency routes, or tactically defined contingency routes;
any special procedures to be complied by neighbouring ATS units not covered by this Plan;
any special procedures to be complied by pilots; and
any other details that aircraft operators may find useful with respect to the disruption and actions taken.

8.2.5 In the event that the Singapore International NOTAM Office is unable to issue the NOTAM, the alternate International NOTAM Office will take action to issue the contingency NOTAM upon notification by CAAS.

8.3 AIRCRAFT SEPARATION AND SPACING

8.3.1 Aircraft separation criteria, where applicable, will be in accordance with the ICAO Procedures for Air Navigation Services - Air Traffic Management (PANS-ATM, Doc 4444) and the Regional Supplementary Procedures (Doc 7030).

8.3.2 The longitudinal separation / spacing will be 15 minutes. However, this may be reduced to 10 minutes in conjunction with application of the Mach number technique where authorized by CAAS and the agreed ATS coordination with the adjacent ATS authority.

8.3.3 The contingency route structure provides for lateral separation / spacing of 100NM. In cases where the lateral spacing of contingency routes is less than 100NM, a minimum vertical separation of 1000 feet will be applicable.

8.4 PRIORITY FOR FLIGHT LEVELS

8.4.1 Where possible, aircraft on long-haul international flights shall be afforded priority for cruising levels assigned in accordance with the flight level allocation scheme as specified in paragraph 8.10.

8.5 AIRSPACE CLASSIFICATIONS

8.5.1 Depending on the degree of disruption, airspace classifications may be changed to reflect the reduced level of services. Changes to airspace classification will be notified via NOTAM.

8.6 AIRCRAFT POSITION REPORTING

8.6.1 Beyond VHF coverage, Automatic Dependent Surveillance - Contract (ADS-C) shall replace any requirement for voice position reporting to ATC for suitably equipped aircraft and in this case Controller-Pilot Data Link Communications (CPDLC) or HF will be the secondary means of communication. When CPDLC has been authorised for use by the relevant ATC authority, this will become the primary means of communication while HF will act as the secondary means of communication. If means of communication (i.e. ADS-C, CPDLC, HF, VHF) are not available, aircraft operators shall comply with the communications procedures as stated in paragraph 8.9.

8.6.2 In the event that communication with the appropriate ATS authority could not be established, aircraft operators may apply Traffic Information Broadcast by Aircraft (TIBA) procedures in the Singapore FIR as outline in paragraph 8.11 on 121.5MHz.

8.7 EXCLUSIONS

8.7.1 VFR flights shall not operate in the Singapore FIR during contingency operations, except for State aircraft, Medevac flights, and any other aircraft as authorised by CAAS.

8.8 PILOT AND OPERATOR PROCEDURES

8.8.1 Filing of flight plans

8.8.1.1 Flight planning requirements detailed in AIP Singapore continue to apply during contingency operations, except where modified by the contingency ATS routes and flight level allocation scheme specified by ATC and / or in NOTAM.

8.8.1.2 Airspace users are expected to familiarize themselves with the Contingency Plan of the Singapore FIR and the activation times. For aircraft intending to operate in areas during periods when the Contingency Plan is activated, the operators shall plan the flight to conform to the requirements of Contingency Plan.

8.8.1.3 The flight planning requirements during contingency periods will be in accordance to ICAO Annex 2 Chapter 3 and DOC 4444 Chapter 4 and Appendix 2. Additional information, will, however, be required, to indicate that the aircraft will operate in airspace where the Contingency Plan is active.

8.8.2 Overflight approval

8.8.2.1 Airspace users must obtain overflight approval from CAAS prior to operating aircraft through the Singapore FIR. During the period of activation of this Contingency Plan, the adjacent ATS authority will provide normal ATC clearances for aircraft to enter Singapore FIR. The adjacent ATS authority is not responsible for coordination or provision of overflight clearances for Singapore FIR. The airspace users must ensure any required overflight approval has been obtained.

8.8.3 Pilot operating procedures

8.8.3.1 Pilots will continue to make or broadcast routine position reports in line with normal ATC procedures.

8.8.3.2 Pilots of aircraft operating in the Singapore FIR during contingency operations shall comply with the following procedures:

all aircraft proceeding along the ATS routes established in this Contingency Plan will comply with the instrument flight rules (IFR) and will be assigned a flight level in accordance with the flight level allocation scheme applicable to the route(s) being flown as specified in paragraph 8.10;
aircraft are to flight plan using the Contingency Routes specified in paragraph 8.10, according to their airport of origin and destination;
aircraft are to operate as close as possible to the centre line of the assigned contingency route;
a continuous communications watch shall be maintained on the specified contingency frequency as specified in paragraph 8.10;
aircraft position reports and other information as necessary shall be broadcast in accordance with TIBA procedures defined in paragraph 8.11;
aircraft navigation and anti-collision lights shall be displayed;
except in cases of emergency or for reasons of flight safety, pilots are to maintain the last assigned flight level, MACH number and SSR transponder code during their entire flight within Singapore FIR. If no transponder code has been assigned, aircraft shall squawk Code 2000.
aircraft are to reach the flight level last assigned by the responsible ACC at least 10 minutes before entering the Singapore FIR or as otherwise instructed by the ATC unit acting in accordance with the Operational Contingency Arrangement;
pilots are to contact the next adjacent ACC as soon as possible, and in any event not less than ten (10) minutes before the estimated time of arrival over the relevant exit point from the Singapore FIR;
pilots are to strictly adhere to the ICAO Traffic Information Broadcasts by Aircraft (TIBA) procedures, reproduced in paragraph 8.11, on the specified VHF and HF frequencies listed in paragraph 8.10. When necessitated by emergency conditions or flight safety requirements, pilots are to transmit blind on these frequencies, their current circumstances and the commencement and completion of any climb and descent or deviation from the cleared contingency route;
whenever emergencies and / or flight safety reasons make it impossible to maintain the flight level assigned for transit of Singapore FIR, pilots are to comply with the special procedures for in-flight contingencies set out in ENR 1.8 paragraph 1.5. If the deviation brings the aircraft out of Singapore FIR, pilots are to immediately inform the ACC unit responsible for that airspace. Pilots are to broadcast details of any level change including aircraft identification, aircraft position and route, vacated flight level, intended flight level; flight level passed and cruising flight level on 121.5MHz;
pilots are to maintain own longitudinal separation of 15 minutes from preceding aircraft at the same cruising level. However, this may be reduced to 10 minutes in conjunction with application of the Mach number technique where authorized by CAAS and the agreed ATS coordination with the adjacent ATS authority; and
not all operational circumstances can be addressed by this Contingency Plan and pilots are to maintain a high level of alertness when operating in the contingency airspace and take appropriate action to ensure safety of aircraft.

8.8.4 Interception of civil aircraft

8.8.4.1 Aircraft operators must be familiar with international intercept procedures contained in ICAO Annex 2 - Rules of the Air, paragraph 3.8 and Appendix 2, Sections 2 and 3.

8.8.4.2 Pilots are to comply with instructions given by the pilot of the intercepting aircraft. In such circumstances, the pilot of the aircraft being intercepted shall broadcast information on the situation.

8.8.4.3 If circumstances leading to the closure of the Singapore FIR where no contingency routes are available, aircraft will be required to keep clear of Singapore FIR. As much warning as possible will be provided by the appropriate ATS authorities in the event of the complete closure of airspace.

8.8.4.4 Pilots shall continuously guard the VHF emergency frequency 121.5MHz and shall operate their transponder at all times during flight, regardless of whether the aircraft is within or outside airspace where secondary surveillance radar (SSR) is used for ATS purposes. Transponder should be set on the last discrete code assigned by ATC or select Code 2000 if no code was assigned.

8.9 COMMUNICATION PROCEDURES

8.9.1 Degradation of Communication - Pilot Radio Procedures

8.9.1.1 When operating within the contingency airspace, pilots should use normal radio communication procedures where ATS services are available. Where limited or no ATS is available, communications shall be conducted in accordance with the procedures in this Plan or as otherwise notified by NOTAM.

8.9.1.2 If communications are lost unexpectedly on the normal ATS frequencies, pilots shall try the next applicable frequency, e.g. if en-route contact is lost, pilots shall try the next appropriate frequency (the next normal handover frequency). Pilots should also consider attempting to contact ATC on the last frequency where two-way communication had been established. In the absence of communication with ATC, the pilot shall continue to make routine position reports on the assigned frequency, and also broadcast positions in accordance with the TIBA procedures in paragraph 8.11.

8.9.2 Communication frequencies

8.9.2.1 A list of frequencies to be used for the contingency routes and the ATS units providing FIS and air-ground communication monitoring for the Singapore FIR is detailed in paragraph 8.10.

8.10 CONTINGENCY ROUTES

8.10.1 Between Singapore and Manila FIR

8.10.1.1 The following table shows the Contingency Routes (CR) Structure, Flight Level Allocation Scheme (FLAS) and Transfer of Control and Communication (TOC) between Singapore and Manila FIR.

CR	ATS Route	Direction	FLAS	ACC	Transfer of Communication (TOC)	Remarks
CRS-3	N884 (N075400 E1122000 - LAXOR)	East	FL310 FL350	Manila ACC	At N075400 E1122000, contact Manila ACC: - ADS/CPDLC: Logon RPHI - HF: 5655 / 8942 - VHF : 118.9 (LAXOR)	Aircraft operators may choose to avoid the Singapore FIR by using alternate ATS routes in other FIRs.
CRM-3	N884 (LAXOR - CAB)	East	FL310 FL350 FL390	Naha ACC	At CAB, contact Tokyo Radio: - HF: 8903 / 4666 - VHF: 123.9 (LEBIX)	Aircraft operators may choose to avoid the Manila FIR by using alternate ATS routes in other FIRs.
CRM-4	M767 (JOM - TEGID)	West	FL320 FL360 FL400	Singapore ACC	At JOM, contact Singapore ATC: - ADS/CPDLC: Logon WSJC - HF: 5655 / 8942	Aircraft operators may choose to avoid the Manila FIR by using alternate ATS routes in other FIRs.
N/A	M772	N/A	N/A	N/A	Not applicable. M772 will be suspended. No flight planning is allowed.	N/A

8.10.2 Between Singapore and Ho Chi Minh FIR

8.10.2.1 To be developed

8.10.3 Between Singapore and Kota Kinabalu FIR

8.10.3.1 To be developed

8.10.4 Between Singapore and Kuala Lumpur FIR

8.10.4.1 To be developed

8.11 TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

8.11.1 Introduction and applicability of broadcasts

8.11.1.1 Traffic information broadcasts by aircraft are intended to permit reports and relevant supplementary information of an advisory nature to be transmitted by pilots on a designated VHF radiotelephone (RTF) frequency for the information of pilots of other aircraft in the vicinity.

8.11.1.2 TIBAs shall be introduced only when necessary and as a temporary measure.

8.11.1.3 The broadcast procedures shall be applied in designated airspace where:

there is a need to supplement collision hazard information provided by air traffic services outside controlled airspace; or
there is a temporary disruption of normal air traffic services.

8.11.1.4 Such airspaces shall be identified by the States responsible for provision of air traffic services within these airspaces, if necessary with the assistance of the appropriate ICAO Regional Office(s), and duly promulgated in aeronautical information publications or NOTAM, together with the VHF RTF frequency, the message formats and the procedures to be used. Where, in the case of paragraph 8.11.1.3 a., more than one State is involved, the airspace should be designated on the basis of regional air navigation agreements and promulgated in Doc 7030.

8.11.1.5 When establishing a designated airspace, dates for the review of its applicability at intervals not exceeding 12 months should be agreed by the appropriate ATS authority(ies).

8.11.2 Details of broadcasts

VHF RTF frequency to be used

8.11.2.1 The VHF RTF frequency to be used shall be determined and promulgated on a regional basis. However, in the case of temporary disruption occurring in controlled airspace, the States responsible may promulgate, as the VHF RTF frequency to be used within the limits of that airspace, a frequency used normally for the provision of air traffic control service within that airspace.

8.11.2.2 Where VHF is used for air-ground communications with ATS and an aircraft has only two serviceable VHF sets, one should be tuned to the appropriate ATS frequency and the other to the TIBA frequency.

Listening watch

8.11.2.3 A listening watch shall be maintained on the TIBA frequency 10 minutes before entering the designated airspace until leaving this airspace. For an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace, listening watch should start as soon as appropriate after take-off and be maintained until leaving the airspace.

Time of broadcasts

8.11.2.4 A broadcast shall be made:

10 minutes before entering the designated airspace or, for a pilot taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as appropriate after take-off;
10 minutes prior to crossing a reporting point;
10 minutes prior to crossing or joining an ATS route;
at 20-minute intervals between distant reporting points;
2 to 5 minutes, where possible, before a change in flight level;
at the time of a change in flight level; and
at any other time considered necessary by the pilot.

Forms of broadcast

8.11.2.5 The broadcasts other than those indicating changes in flight level, i.e. the broadcasts referred to in paragraph 8.11.2.4 a., b., c., d. and g., should be in the following form:

ALL STATIONS (necessary to identify a traffic information broadcast)

(call sign)

FLIGHT LEVEL (number) (or CLIMBING* TO FLIGHT LEVEL (number))

(direction)

(ATS route) (or DIRECT FROM (position) TO (position))

POSITION (position**) AT (time)

ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time)

(call sign)

FLIGHT LEVEL (number) (direction)

Fictitious example:

"ALL STATIONS WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND DIRECT FROM PUNTA SAGA TO PAMPA POSITION 5040 SOUTH 2010 EAST AT 2358 ESTIMATING CROSSING ROUTE LIMA THREE ONE AT 4930 SOUTH 1920 EAST AT 0012 WINDAR 671 FLIGHT LEVEL 350 NORTHWEST BOUND OUT"

8.11.2.6 Before a change in flight level, the broadcast (referred to in paragraph 8.11.2.4 e.) should be in the following form:

ALL STATIONS

(call sign)

(direction)

(ATS route) (or DIRECT FROM (position) TO (position))

LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time)

8.11.2.7 Except as provided in paragraph 8.11.2.8, the broadcast at the time of a change in flight level (referred to in paragraph 8.11.2.4 f.) should be in the following form:

ALL STATIONS

(call sign)

(direction)

(ATS route) (or DIRECT FROM (position) TO (position))

LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)
followed by:

ALL STATIONS

(call sign)

MAINTAINING FLIGHT LEVEL (number)

8.11.2.8 Broadcasts reporting a temporary flight level change to avoid an imminent collision risk should be in the following form:

ALL STATIONS

(call sign)

LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHT LEVEL (number)
followed as soon as practicable by:

ALL STATIONS

(call sign)

RETURNING TO FLIGHT LEVEL (number) NOW

Route centreline track	Deviations greater than 10NM	Level change
EAST 000-179 magnetic	LEFT RIGHT	DESCEND 300ft CLIMB 300ft
WEST 180-359 magnetic	LEFT RIGHT	CLIMB 300ft DESCEND 300ft