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units concerned on the progress of an aircraft from one
advisory area into an adjacent control area or terminal
control area, and vice versa, will help to relieve pilots from
repeating details of their flight plans already filed; also, use of
standard air traffic control phraseology, preceded by the word
“suggest” or “advise”, will facilitate the pilot’s understanding
of air traffic advisory service intelligence.
9.1.4.3.1 An air traffic services unit providing air traffic
advisory service shall:
9.1.4.3.1.1 Advise the aircraft to depart at the time
specified and to cruise at the levels indicated in the flight plan
if it does not foresee any conflict with other known traffic.
9-4 Air Traffic Management (PANS-ATM)
1/11/01
9.1.4.3.1.2 Suggest to aircraft a course of action by
which a potential hazard may be avoided, giving priority to an
aircraft already in advisory airspace over other aircraft
desiring to enter such advisory airspace.
9.1.4.3.1.3 Pass to aircraft traffic information comprising
the same information as that prescribed for area control
service.
9.1.4.3.2 The criteria used as a basis for action under
9.1.4.3.1.2 and 9.1.4.3.1.3 should be at least those laid down
for aircraft operating in controlled airspace and should take
into account the limitations inherent in the provision of air
traffic advisory service, navigation facilities and air-ground
communications prevailing in the Region.
9.2 ALERTING SERVICE
9.2.1 Aircraft
Note.— Whenever applied, the procedures for the
provision of air traffic control service or air traffic advisory
service take the place of the following procedures, except
when relevant procedures do not call for more than hourly
position reports, in which case the Operations normal
procedure applies.
9.2.1.1 When so required by the appropriate ATS
authority to facilitate the provision of alerting and search and
rescue services, an aircraft, prior to and when operating within
or into designated areas or along designated routes, shall
comply with the provisions detailed in Annex 2, Chapter 3,
concerning the submission, completion, changing and closing
of a flight plan.
9.2.1.2 In addition to the above, aircraft equipped with
suitable two-way radiocommunications shall report during the
period twenty to forty minutes following the time of last
contact, whatever the purpose of such contact, merely to
indicate that the flight is progressing according to plan, such
report to comprise identification of the aircraft and the words
“Operations normal” or the signal QRU.
9.2.1.3 The “Operations normal” message shall be
transmitted air-ground to an appropriate air traffic services unit
(e.g. normally to the aeronautical telecommunication station
serving the air traffic services unit in charge of the FIR in
which the aircraft is flying, otherwise to another aeronautical
telecommunication station to be retransmitted as required to
the air traffic services unit in charge of the FIR).
9.2.1.4 It may be advisable, in case of a SAR operation
of a substantial duration, to promulgate by NOTAM the lateral
and vertical limits of the area of SAR action, and to warn
aircraft not engaged in actual SAR operations and not
controlled by air traffic control to avoid such areas unless
otherwise authorized by the appropriate ATS unit.
9.2.2 Air traffic services units
9.2.2.1 When no report from an aircraft has been
received within a reasonable period of time (which may be a
specified interval prescribed on the basis of regional air
navigation agreements) after a scheduled or expected reporting
time, the ATS unit shall, within the stipulated period of thirty
minutes, endeavour to obtain such report in order to be in a
position to apply the provisions relevant to the “Uncertainty
Phase” (Annex 11, 5.2.1 refers) should circumstances warrant
such application.
9.2.2.2 When alerting service is required in respect of a
flight operated through more than one FIR or control area, and
when the position of the aircraft is in doubt, responsibility for
coordinating such service shall rest with the ATS unit of the
FIR or control area:
1) within which the aircraft was flying at the time of last
air-ground radio contact;
2) that the aircraft was about to enter when last airground
contact was established at or close to the
boundary of two FIRs or control areas;
3) within which the aircraft’s intermediate stop or final
destination point is located:
a) if the aircraft was not equipped with suitable twoway
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