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plan when those facilities and services are temporarily not
available. Contingency arrangements are therefore temporary
in nature, remain in effect only until the services and facilities
of the regional air navigation plan are reactivated and,
accordingly, do not constitute amendments to the regionaI plan
requiring processing in accordance with the "Procedure for the
Amendment of Approved Regional Plans". Instead, in cases
where the contingency plan would tcmpornrily deviate from
the approved regiorral air navigation plan, such deviations are
approved, as necessary, by the President of the lCAO Council
on behalf of the Council.
3. Responsibility for developing,
promulgating and implementing
contingency plans
3.1 The State(s) responsible for providing air traffic
services and related supporting services in p'xticular portions
of airspace is (are) also responsible, in the event of disruption
or potential disruption of these services, for instituting
measures to ensure the safety of international civil aviation
operations and, where possible, for making provisions for
alternative facilities and services. To that end the Slat+)
should develop, promulgate and implement appropriate contingency
plans. Such plans should be developed in consultation
with other States and airspace users concerned and with ICAO,
as appropriate, whenever the effects of the service disruption(s)
are likely to affect the serviccs 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 11 ATT D-1 27I1UD3
No. 42
Annex 11 -Air Traffic Services Attachment C
3.4 ICAO will initiate and coordinate appropriate
contingency action in the event of disruption of air traffic
serviccs 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, TCAO
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
wilI 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 partics concerned before the txcurrence of the evcnt
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
~ a f f i cse rvices 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 ensurc that adequate air traffic
services will continue to be provided to international civil
aviation operations in non-sovereign airspace. For thc
same reason, States providing air traff~cs erviccs in their
own airspacc or, by delegation, in the airspace of
(anlother State(s) should take appropriate action to
ensure that adequate air ~afkics crvices will continue to
be provided to international civil aviation operations
concerned, which do not involve landing or take-off in
the State(s) affected by indusbial action;
b) assessment of risk to civil air traffic due to military
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