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are likely to affect the services in adjacent airspace.
3.2 The responsibility for appropriate contingency action
in respect of airspace over the high seas continues to rest with
the State(s) normally responsible for providing the services
until, and unless, that responsibility is temporarily reassigned
by ICAO to (an)other State(s).
3.3 Similarly, the responsibility for appropriate contingency
action in respect of airspace where the responsibility for
providing the services has been delegated by another State
continues to rest with the State providing the services until,
and unless, the delegating State terminates temporarily the
delegation. Upon termination, the delegating State assumes
responsibility for appropriate contingency action.
ANNEX I I 27/11/03
No. 42
Annex 11 - Air Traffic Services Artachment D
3.4 ICAO will initiate and coordinate appropriate
contingency action in the event of disruption of air traffic
services and related supporting services affecting international
civil aviation operations provided by a State wherein. for some
reason, the authorities cannot adequately discharge the
responsibility referred to in 3.1. In such circumstances, ICAO
will work in coordination with States responsible for airspace
adjacent to that affected by the disruption and in close
consultation with international organizations concerned. ICAO
will also initiate and coordinate appropriate contingency action
at the request of States.
4. Preparatory action
4.1 Time is essential in contingency planning if hazards to
air navigation are to be reasonably prevented. Timely introduction
of contingency arrangements requires decisive initiative
and action, which again presupposes that contingency plans
have, as far as practicable, been completed and agreed among
the parties concerned before the occurrence of the event
requiring contingency action, including the manner and timing
of promulgating such arrangements.
4.2 For the reasons given in 4.1, States should take
preparatory action, as appropriate, for facilitating timely introduction
of contingency arrangements. Such preparatory action
should include:
a) preparation of general contingency plans for introduction
in respect of generally foreseeable events such as industrial
action or labour unrest affecting the provision of air
traffic services and/or supporting services. In recognition
of the fact that the world aviation community is not party
to such disputes, States providing services in airspace
over the high seas or of undetermined sovereignty should
take appropriate action to ensure that adequate air traffic
services will continue to be provided to international civil
aviation operations in non-sovereign airspace. For the
same reason, States providing air traffic services in their
own airspace or, by delegation, in the airspace of
(an)other State(s) should take appropriate action to
ensure that adequate air traffic services will continue to
be provided to intemational civil aviation operations
concerned, which do not involve landing or take-off in
the State(s) affected by industrial action;
b) assessment of risk to civil air traffic due to military
conflict or acts of unlawful interference .with civil
aviation as well as a review of the likelihood and possible
consequences of natural disasters. Preparatory action
should include initial development of special contingency
plans in respect of natural disasters, military
conflicts or acts of unlawful interference with civil
aviation that are likely to affect the availability of
airspace for civil aircraft operations and/or the provision
of air traffic services and supporting services. It should
be recognized that avoidance of particular portions of
airspace on short notice will require special efforts by
States responsible for adjacent portions of airspace and
by intemational aircraft operators with regard to planning
of alternative routings and services, and the air traffic
services authorities of States should therefore, as far as
practicable, endeavour to anticipate the need for such
alternative actions;
C) monitoring of any developments that might lead to events
requiring contingency arrangements to be developed and
applied. States should consider designating persons1
administrative units to undertake such monitoring and,
when necessary, to initiate effective follow-up action; and
d) designation/establishment of a central agency which, in
the event of disruption of air traffic services and introduction
of contingency arrangements, would be able to
provide. 24 hours a day, up-to-date information on the
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