曝光台 注意防骗
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4930 SOUTH 1920 EAST AT 0012 WINDAR 671 FLIGHT
LEVEL 350 NORTHWEST BOUND OUT”
2.4.2 Before a change in flight level, the broadcast
(referred to in 2.3 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)
2.4.3 Except as provided in 2.4.4, the broadcast at the
time of a change in flight level (referred to in 2.3 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)
2.4.4 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
2.5 Acknowledgement
of the broadcasts
The broadcasts should not be acknowledged unless a potential
collision risk is perceived.
3. Related operating procedures
3.1 Changes of cruising level
3.1.1 Cruising level changes should not be made within
the designated airspace, unless considered necessary by pilots
to avoid traffic conflicts, for weather avoidance or for other
valid operational reasons.
* For the broadcast referred to in 2.3 a) in the case of an aircraft taking
off from an aerodrome located within the lateral limits of the
designated airspace.
** For broadcasts made when the aircraft is not near an ATS significant
point, the position should be given as accurately as possible and in any
case to the nearest 30 minutes of latitude and longitude.
Attachment C Annex 11 — Air Traffic Services
ATT C-3 1/11/01
3.1.2 When cruising level changes are unavoidable, all
available aircraft lighting which would improve the visual
detection of the aircraft should be displayed while changing
levels.
3.2 Collision avoidance
If, on receipt of a traffic information broadcast from another
aircraft, a pilot decides that immediate action is necessary to
avoid an imminent collision risk, and this cannot be achieved
in accordance with the right-of-way provisions of Annex 2, the
pilot should:
a) unless an alternative manoeuvre appears more appropriate,
immediately descend 150 m (500 ft), or 300 m (1 000 ft)
if above FL 290 in an area where a vertical separation
minimum of 600 m (2 000 ft) is applied;
b) display all available aircraft lighting which would
improve the visual detection of the aircraft;
c) as soon as possible, reply to the broadcast advising
action being taken;
d) notify the action taken on the appropriate ATS frequency;
and
e) as soon as practicable, resume normal flight level,
notifying the action on the appropriate ATS frequency.
3.3 Normal position reporting procedures
Normal position reporting procedures should be continued at
all times, regardless of any action taken to initiate or
acknowledge a traffic information broadcast.
27/11/03
No. 42
ANNEX 11 ATT D-1 27/11/03
No. 42
ATTACHMENT D. MATERIAL RELATING TO CONTINGENCY PLANNING
(see 2.28)
1. Introduction
1.1 Guidelines for contingency measures for application
in the event of disruptions of air traffic services and related
supporting services were first approved by the Council on
27 June 1984 in response to Assembly Resolution A23-12,
following a study by the Air Navigation Commission and
consultation with States and international organizations concerned,
as required by the Resolution. The guidelines were
subsequently amended and amplified in the light of experience
gained with the application of contingency measures in various
parts of the world and in differing circumstances.
1.2 The purpose of the guidelines is to assist in providing
for the safe and orderly flow of international air traffic in the
event of disruptions of air traffic services and related
supporting services and in preserving the availability of major
world air routes within the air transportation system in such
circumstances.
1.3 The guidelines have been developed in recognition of
the fact that circumstances before and during events causing
disruptions of services to international civil aviation vary
widely and that contingency measures, including access to
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