INTERNATIONAL CIVIL AVIATION ORGANIZATION

ASSEMBLY - FOURTEENTH SESSION

TECHNICAL CO:tvlll:fiSSION

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Agenda Item l.±.: Consideration of problems conc~lrninp; Air Traffic Services

ii) ..

Consideration of problems associated \..rith the joint use of airspace by Stat~li'ircroft anctother aircraft -----

SUMMARY

The lack of effective civil/mi+itary coordination is discussed. ICAO developments since 1956, when the subject was first considered by the Assembly, are reviewed and a factual summary of the measures instituted by several States to ensure the effective coordination of their civil and military traffic is presented. The paper concludes with a proposal for action by the Assembly.

1. Introduction

1.1 The interwaction of civil and military requirements for use of the airspace has, for many years, presented problems in the international field regarding the safety and regularity of civil air traffic. Initially, when most civil and military opera­tions were completely separate, civil operations being conducted along prescribed airways or routes and military operations elsewhere, the problems encountered derived in the main from the number and size of the areas reserved by States exclmlivoly for military us~.

1.2 With the advent of high-speed civil aircraft operating in the higher layers of the airspace, where the Jllilitary had pre~Jiously enjoyed unlimit,ed freedom of action, the nature and scope of the problems undorHent a chanr,e. Due to their operating characteristicQ. and sensitivity to economic penalties \·Jhon not operated under optimum co.qdit-ions, such aircraft required a wider choice· of t'.i.!igh'b paths ·in· both' the horizontal· and'. vertical plane than that normally ai'forded by a net\vork of airways. In the face of this requirement and the need to cater for an ever increasing number of civil operations, successive Regional Air Navigation Meetings in formulating air traffic services plans for use of the airspace, found it necessary to depart more and more from the concept of segregating civil from military traffic which, although being advisable in certa1~n· cases, does not generally provide a fully satisfactory solution. Instead, to an e'~er increa~ing extent, they found it essential to premise ATS plans on the attainment of effective integration of civil and military requirements which would permit common use to be made of the airspace and the efforts of States for some years have been directed to this end. It may, therefore, be said that the problems encountered by the Organization in rece~t years are, in the main, attributable to inadequacies in the measures taken by States to ensure effective integration of civil and military traffic.

(44 pages)

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- 2 -2. Historicnl ---------~ .1 'rho· ur{';oncy of finding a .solution to the problem of' coordinating the movements of civil nnd tnil:ltnry a.ircrnft oporatinr, in the same airspaee first arose intornationally in tbe Etn·oponn-I-foditc'lrranean Hcc;ion. In 1951, ICAO eonvened a ".~:pacial H3eting on Co-orqination of Air 'l.'rnffic in Hcstern furope 11 (:Doc 7221-RAC/573) Hl1:tch pontulnted the equal r:i.e;hts flnd i1npurtnnce of military and civil aviation, in tino of p.ln~l', in mntters of a:Lrsp;-.tco 1wa;~n and rucorronended certain L!-:>asur:eo to mnoliornt'~ thtJ situation in tho Hocion. '.i'ho conclusions rcachod by that 1-feeting in r:t1ny ronpoctn snt tho pattnrn of ICflO nct:t.on for solution of .similar problems experioncod in ot}lor partn of tl10 \vorld.

2.2 Since. 1951 the subject has been under continuous study. Various problems related to the joint civil/military use of the airspace have been the object of recommendations by virtually all regional and certain world-wide ICACI meetings.

2.3 In 1956 the subject was cons:i.uered by the Tenth Session of the Assembly which adopted HesoJ,ution Al0-19 entitled 11Joint Civil/Military Use of Airspace and Air Navieation Facilities and Services" to the effect that all Contracting States be urged to encoura~e co-ordination between their various aeronautical activities in order that the common UEle of airspace and of certain facilities and Bervices be so arraneed that safety, regularity and efficiency of international civ:ll air navigation would be safeguarded. Tlds Resolution was reaffirmed by the Assembl;f at its Twelfth Session in 1959. ·

2.4 A swnmary of ICAO developments since 1956, when the eubjeot of civil/ militHry co-ordino.tion was i'irnt considered by the Assembly, is provided at Appendix A to thja paper.

3. Discussion

3.1 An apprainnl of the experience gained by States ~ith the joint civil/ military usc of a:lrspuce was made by the Air Navigation Commission 1.n 1959. The conclusions then reached, which lt/Qre referred by the Council to the Twelfth Seseion of the Aiisembly (Al2-~I.P/."33 refers), included inter al;i_a the follo~td.ng assessment of t.he problem, th<3 validity of which remains unchanged:

11Thr.tt whore clone co-ordinat:~.on '~{as not in effect, the follo•IJin~ civil operntionnl px·oblemr; ~t!hich ~t!cre arnonr;st those arising from the activities of military aircraft, needed priority of resoluti·on;

a) potential collision danr,ers;

b) redriction to narrow corridoro along which adequate navigational aido might not be available;

c) axtensive.detouro around prohibited areas;

that .while c) above irnr1oned an economic penalty on civil operations, the elt:m(mt of· m1fety w.·'n not tnvolvcd to ne,'"lrly the same extent as :i.n a) above, v1here civil and rn~litary fl.ighto were bein~ conc.ucted in the S!.\me air::;pacc without adequate co-ordination or as in b) abCive, \'lhcre, should an aircraft deviate from a corridor, interception nction mir,ht be taken."

3.2 The Orp;an:i.za.tion hrw purF>uecl the queBtion as effectivel~r ar.; possible, concentrating on attempts to n.llay Uw potcntitll threat of mid-air collirdons by Hr~ins, where nccenr:w:r.y, tha [; e ffecti vo mcat;uren be taken for the eo-ordination of civil and militl-try air traffic und whore pootdble by proscribing sach mcanures. Amongst the vr1riouo anpects of tho problem taken up by the Orga:niz.1tion tho following are of particulat· oign'ificance:

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3.2.1 Violation< of· airspace restrictions: The .practicability of.devising standard procedures and signals to make known to an 'aircraft that it had or was about to ent~r a prohibited or restricted area and the ensuing action to be taken was explored and the conciusion reached that.since any system so far suggested might cause confusion and even danger, no attempt should be made to introduce standard procedures. It was recognized however that ,the introduction on a na.tional basis of such self-evident signals as might be applicable to inform a violating aircraft of the action it should ·take 1 even if such signals introduced an element of danger, was preferable to resortinr; to more extreme measures. The Organization 1 s findings wer.e reported to States top·ether with the request that· they promulgate to all concerned details of their applicable regula.t.ions in force; that they direct their efforts. towards en~uring that airsp:'lce is orgaJ:tised in a manner such ·as to facilitat~ the avo~dance by auc~aft of restricted airspace, e.eo by providing a:trt~~B.ys of adequate width and that a pol~cy of installing navigation aids to achieve this "t-JOuld be more fruitful than. relying· upon signal~ing procedures.

3.2,2 Reporting on near ... misses: ·States were urged' to institut.e a system of reporting near-misses between aircraft in flight which would provide a basis for the systematic analysis of all near-mi'Sses reported; the determination of contributory causes and the recommending of remedial action by the appropriate authority such as implementa-t:j..on of necessary rules or procedures. ·

3.2.3 ·Identification of areas over which the flight of aircraft .:is restricted:. The need for guidance rnater.ial particularly ,to assist any State which had not yet established an identification system for prohibited,'restricted or dange;r areas but required to institute thesE: was recognized and appropriate information on the subject was promulgated in the ICAO Aeronautical Information Services Manual.

3.2.4 Control of all traffic within controlled airspace.: States 111ere recommended to require all operations conducted witldn controlled airspace, above 6,000 metres (20,000 feet) or lower at the discretion of ~he State concerned, to be performed under instrument flight rules irrespective of weather conditions. Progrer:>sive stages for the attainment of this objective were also recommended to States.

3.2.5 Joint ~-~v:!:JLmilitary studies and education programmes: States of the. South East Asia and Middle Bast Regions were invited to undertake joint civil/military air traffic control studies of all critical air traftic co-or.uination areas under their jurisdiction and to .institute major pro~rammes of educatitn aimed at all air trhffic services staff and all civil and military air~pace users.

,3.2.6 Establtshment and activaUon of prohibited and danr;er areas: States of the African-Indian Ocean, Niddle E~st and European-Ned:i..terranean Regiom; were urged not £o establish prohibited and-danger areas without due regard to the need to avoid _prejudicing safe and economical operation of civil aircraft, and to·r;ive warning of the establishment of aYJ.y such areas a reasonable time in advance of their activation.

3.2.7 Nilitary air exercises: The suggestion was put to the States of the Middle East Region that when planning military. exercises they' should invite their-respective civil aviation authorities and ope~ators to participate in discussions ·regarding matters which might affect civil interests. It wan further sur;gested that the longes't possible advance no'tice, but not less than thirty days, .Oif. any military air exercise be given to all concerned.

I

3.2.8 Cro§sing of controlled airspace by Stat~ aircraft: States of the European-Mediterranean Region were urged to study·the prov~sion of suitable equipment, including radar, to enable aircraft unable to comply'with ICAO procedures to cross controlled airspace in acc9rdance.with agr~ed safety standar9s and to eliminate the possibility of uncontrolled' traffic' inadvertently penetrating controlled airspace.

3.3 Flight over the high seas

3.3.1 In addition to the foregoing, the attention of th~.Organization has recently been drawn to the serious problem caused by the crossing .of airways, especially over the htgh seas, by- State .aircraft of a nationality different from that

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' . of the State to which ICAO has entrusted· the provision of air traffic services in

, that airspace, without co-ordinating with the responsible air traffic control unit.

3.3.2 So far as this problem relutes to a .State aircraft crossing an airway over the territory of another State the issue is clear, since the Convention. specifically stipulates that every State has complete and exclusive sovereignty over· the airspace above its territory and that no st~te aircraft of a Contracting State shall fly over the territory of another State or land thereon without authorization. The issue! however, is perhaps not equally clear in respect of flight over the high seas.

3.3.3 Article 12 of the Convention prescribes inter alia that 110ver the high seas, the rules in force shall be those estabU.shed under thi.s Convention." In this regt;.rd the Council resolved, in adopting Annex 2 - Rules of the Air in 1948, that it constituted Rules relating to the' fli.ght and manoeuvre of aircraft 111ithin the meaning of Article 12 of the Convention. Over the"high seas, therefore, tho rules set forth in Annex 2 apply without exception wittdn the _limits of the Convent:L.on itself.~ It is

-to be noted howeve:r that the Convention :i.s applicable only to civil aircraft und is not applicable to State aircraft. Thus :i.t follows that State aircrlil.ft a:r•e not obliged to conform with the rules in Annox 2 whon flying over the high aeaa. Notwithstanding this, the Convention does prescribo thut "The Contr·!lcting States und~rtake, when issuing roe;ulationo .for their State nircruft, that they will have due reg1ard for tho titd'ety of nuvi"c;ntion of civil aircraft".

3.3.4 The applicability of the Hulen of the Air over the hi1.5h oens, however, is not the only element to be consitlered. · It· ia equdly nocecwury to consider the applioabili ty, over the high ~er1s, oi' Annex 11 - Air ~rruf fie Survic:eti, which pertaine to the establiohmont of i:ho uirfl}11lco ore;f.mtzatipn and tho air tr!i:t'fic cservic<~~ U!Hts and procedures necesanry to promote u safe 1 ordo:t•ly und expedi t:i.ous flow of air traffic.' Pursuant to Annex 11, ·the airnpa.ce ovo:t· ·tho hir;h s0uo, no leiJs thnn elnowhere, has bean organized into :fl1.ght inform~tt:i.on l.'Ot~:ionrs, control {\reus, etc·. 1 and assigned, in accordance w:l.th rer,ional uir nav:i:•;at:ton ugrocmonto, to doai{Snllted Contracting Statee who have accepted the ret:~pons1 .. bUity of providing air traffic services ove;r the high seas. In th:i.s oonnexion the Council has indicated that ·a Contracting State accepting such responoibility muy upply. the Sto.nd.ards OI:ld Recommended Practices of Annex ll in a manner consic:.tent. 111ith that udo11tod for. RirsprJ.ce over its territories. Ho· .. mvor, tho Conn.eil 1 n inrl:l.cation ol-onld not bo con.,:trnod to rolnt.:J to ,<:ita to aircraft ivh1cb, an rnuntionor1 prov:i.onr.J.y, fall outside tbe p:covioions of the Convention.

3 • .3.) In c·lffoc't, vJbilrrt. no ')tn.tG 11ru1 r.~ovoroie;nty over tho hi:);h sons, pnrsuant to tho ob,ioctivo~:; of thn. Convontio11 for safoty, ref!~.llnr:tty n.nd efficiency of air navif,a.tion, Hir trt~f.fic norvico:J ar('l provided over the hir.;h seas, similaT to those provided ovor t,ho torri'torioo of Contractinr; Stn.tos.

J .J .6 Tho need fo;~ effoctivo civil/military co-ordination if. thorofare not limit · .. 1 to traffic ope:co:tine over the tGrritorios of Contra.oting States. It is oquall,y important in tho intarc:Jots of safety for the. dirl-3otion of militA.ry traffic over the high seas to be co-ol'dina.ted -vrith tho authorities which have been c,hargod by ICAO t-Jith tha ro:spon~ibility of provid:lne air tra.f'fic service::; thorein. To this end a.nd pursunnt to Article 3 (d) of the Co.nvontion, it is comddered noco~sary to invite the e.ttention of Contracting States to the 11ced, vJhen iss·ling. regulntidns for their State aircraft concorninr.:; flight over tho high ooas, t:> require s·lch aircrA.ft to comply vrith the 11Hulos of the Air" i.n Annex 2 unless meRsures nre taken to ensure that oth~r aircraft uro not rmdnngored, ouch measures preferably being determined in coordination with the authority respons:l,ble for air trnffic services over the aroa of the high seas in question.

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3.4 States' practices re civil/military co-ordination

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3.4.1 Hhile the lack of effective civiJ./military co-ordination remt:tins a cause for serious concern, the efforts of Contracting States to date have brought about some improvement in the overall situation.

3.1t.2 In. the European-Mediterranean Region the problem, by virtue of the particular circumstances obtaining in the Region, did not lend itself to solution on a strictly national basis. Accordingly the Council of NATO in 1955 created a "Committee for European Airspace Coordination" (CEAC) at·which each of the States concerned is represented by a civil and a military representative. Generally CEAC deals only with questions pertaining to the civil/military aspect of air navigation and in cases where definite conclusions are reached concerning ICAO plans for facilities and services, these conclusions are submitted by the appropriate authorities of the States concerned to .ICAO for normal processing.

3.4.3 One of the significant results achieved_ by Cli~AC is the co-ordination of military air exercises with civil operations within the area of the States concerned. Previously, due to inadequate co-ordination, certain large-scale milih.ry air exercises, covering controlled and uncontrolled airspace over the territo:t.'ies of, two or more States, created serious difficulties for civil oporatfons. Civil/military co-ordination in this respect has now advanced to the point where not only each individual exerc ioe, of national. or international character; is co..;ordina ted in detail through the medium of ad hoc working groups, but schedules of all large-scale exercises are submitted at the beginning of each year, thus making long-range planning possible. It has been possible to provide for direct co-ordination between the military staff conducting at). exercise and the civil A.ir traffic services and operators concerned, at the operationa~ level·, before and during an exercise.

3•4•4- . It is also significant to note that th13 general practice amongst States participating in CEAC has been to establish, on a national basis, so-called 11air co-ordinating commit~ees" which are generally composed of civil and military reoresentatives and which deal with matters of natiot).al interest only.

3.4.5 Recog~izi~g that throughout the world various States had instituted measures to ensure the affective co-ordination of their civil and ~ilitary traffio, which might serve as useful guidance to other States, the Organization invited all Contracting.States to provide it with information regarding any national policies and. practices which they had instituted on the subject. A summary of the information received from States in reply to the Organization's request is presented at Appendix B to th~s paper.

. 3 .4.6 As Hill be seen from the information presented in Appendix B a number of &'tates have established some form of machinery, such as Joint Boards or Corrunittees on which both c;ivil and military interests are represented, to adjudicate the diverse and conflicting requirements of the total air traffic and recommend such action as may be necessary to ensure the safety anc1 efficiency of operation. However, oven: where appropria-l:,e machinery ha's beeh institutod, .a .tnn:jor· prbblem uhich confronts States is how best to ensure that the principle of co-ordination and collab.ore.tion between civil and military, as agreed at the executive level, is reflected in day-to-day practice vTith its ever-changing ope·rational requirementf:l. Undoubtedly, resolution o.f this problem requires both time and experience. In a.ddition, there remains an urgent need for those States vThich have not yet done so, to institute effective machinery to ensure the co-ordination of their civil and military traffic. ·

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3.4.7 To assist States in establishing appropriate machinery, and otherwise to assist States in resolving various diffioul ties which may be encounte:red, it might be considered desirable for ICAO to develop guidance material taking into account the various policies, practices arid means already employed by States to ensure the satisfactory co-ordination of their civil and military requirements. The availability of such information would, H is believed, be of assistance to many States.

4. Actiop by the Assembly

4.1 In recoRnition of the serious effect which the lack of effective co-ordination of civil and military operations can have on the safety, efficiency and regularity of air navigation, the Assembly is invited to:

a) determine the need to ·amend the continuing policy of the ·Assembly contain~d in Al4-WP/ 54 TE/ S Draft Resolution L, paragraph 2 in order to impress upon States the need for them to gi,re full effect

. to its terms;

b) invite the attention of States to the need, when issuing regulat1ons for their State nircraft concerning flight over the high seas, to require such aircraft to comply with the "Rules of the Airlt in Annex 2 unless measures are taken to ensure that other aircraft are not endangered, such m•3asures preferably being determine1d in co-ordination with the authority responsible for the ·provision of air traffic services over the area of the high seas in question;i

c) invite the Council to develop ICAO guidance material taking into account the various policies, practices and means already employed by States to .. promote the satisfactory co-ordination of their civil_. and military requirements.

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APPENDIX A

SUMMARY OF ICAO DZV!i:LOPMlNTS ON THE SUBJECT OF CIVIL/MILITARY CO-ORDINA'riON SINCE 1956

WHEN THE MATTER WAS FIRST CONSip~RED BY THE ASSEMBLY

1957 Air Navigation Commission

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On 20 March 1957 the Air Navigation Commission examined a Secretariat study of certain technical problems related to incidents involving attacks on civil aircraft inadv.ertently deviating' from ·fixed tracks ~nd violating restricted or prohibited airspace. This study had been made as. a result of Council action on a Resolution of the United Nations Assembly, 1955. The ANC concluded that no attempt should be made at that time to introduce standard world-wide signals to be used as a warning to civil aircraft in case of infringement .of restricted ·airsp~ce, owing to the confusion or even danger that might arise with the. use of.any of the systems so far'suggested, but that States' .efforts should be directed towards ensuring that airsoac·e violations did not occur, through the effective promulgation ;fall relevant-regulations al'ld the instal~ation of radio navigation aids. These conclusions were subsequently endorsed by the Council. The study of other technical problems related · to the above question,. e.g. the need for a clearer definition of danger, prohibited and restricted areas and tne possible establishment of procedures which would give advance notification of civil flights: in t.he vicinity of such areas .to States controlling the airspace, vrere pursued by the ANC throughout the year.

On 10 June 1957, the Air Navigation Commission considered a Secretariat study which explored conditions governing the coordination of civil and military -requirements for air traffic services and analysed dif:ficul ties experien9ed in attempts to solve the pro~lem. The AEC concluded that it was not in a position, at the ·time, to examine the questions of su'Qstance and requested. the Secretariat to submit at an appropriate time information on the experience gained by States with the joint\civil/military use of airspace.

EUM RAe Committee

The Fifth Special Meeting of the EUM RAC Committee (Lisbon - October 1957) discussed the problem at some length. In its report on the subject the Meeting emphasized the vital need for civil/military cooperation and coordination and agreed that to ensure continuous review of the complex preblema invol¥•d in the waole eubject, appropriate machinery ahoula be employed. It suggested that the Fourth EUM Regional Air Navigation Meeting should recommend the establishment of suitable machinery within ICAO to provide for the dissemination of information relevant to the solution of the problems discussed at the Meeting and for the necessary coordination within th& various countries concerned.

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195~ F'ourth BU!vl R.;.N Neeting

The Fourth EUM Regional Air Navigation Neeting (Geneva, Jan.-Feb. 1953) 'Was of the opinion that it was essential that only one ai::- traffic control authority should be responsible for the provision of air traffic control service to all traffic within any given block of airspace. Recognizing the hieh density of military traffic which operated in the upper airspac·e it stressed tho importance of extremely close co-ordination and co-opera­tion betvmen civil and military authorities which it opined mieht be attained by the cstablish!Tlent of joint military/civil control centres for the UF;.cr o.irs;.)ace, by the attachment of civil personnel to military traffic control units or vice versa, or by a combination of these methods. A system of predetermined routes in controlled airspace 1:as recommended to mee.t the needs of hath civil and military users of the airspace.) and methods applicable to the use of predetermined routes in controlled airsr-ace, with ~articular emphasis on the need for civil/military liaison>were r)rescribed.

In addition to the foregoing, the mooting recommended that prohibited anJ d~m~er areas should not be esta1:-:lished Hithout due regard to the ability of airc:."' ft to remain Hithin the e~tablished airways.

~0/SAR Divisions .

The RAC/SAtt Divisions (Montreal, Oct.-Nov. 195J) recommended that uithin controlled hirspace, irrespective of weather conditions, the objective should bo to require all operations above an altitude of 6,000 metres · (20,000 feet), or loHer as specified by the ~3Late concerned, to be . p-:;rformed under instrument flight rules. It further recommend.ed 1,ro~ressive stae;ss for the attainment of this ob.ioctivo. 'l'he Division realbed that the required objective could not bo o.tcainod without the full co-operation of militar.r authorities. H i·JaS auare that the Convention did not apnly to military aircraft but it i-J: .. s also acutely aware that in connexion i·.rith air traffic control and collisicm risks, military traffic could not be entirely ser.;reen.tcd from civil traffic and thus that the efficacy of any measure of control \muld bo greatly reduced i.Jithonc the full rn.rtici;;n.tion of milikry au:t.horitic::;. Tho Division ther:;fore reiterated the need for Stn.tes to j_m,1Jnment the terms of Assembly Resolution Al0-19 and recommended "that in view of 1!1e high cbnsi.ty of military traffic that v1ill continue to fly in the u:1r:er uirsrace and of the importance of extre.mely close co-ordination and co-operation beh1een civil and military authorities, the aim be that operations of all aircraft flying in the u~;per airspace, including military aircraft, be propE)rly co-ordinated with the ar!)ropriate air traffic control authorities."

The Division also discussed the question of reporting of air traffic incidents to provide a basis for the systematic analysis of near-accidents and the determination of contributory couses,.and in this recard re-affirnm a recommendation by the Second Air Navigation Conference asking States to institute a system of reporting naar-misses.

The relevant :cecommendations of the RAC/SAR Divisions vrere subseeuently approved by the Council.

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1958 Qouncil TcOnt'd)

·~

On 24 November 1958 the Council noted a report by the Air Navigation Commission on the results of further studies by ICAO regarding the technical problems related to inadvertent violations of restricted cd.rsn<lce by civil aircraft. In this report the ANC re-affirmed the conclu.sions reached in March 1957 that the best solut:i.on to the problems was the

·improvement of air navigation facilities so as to ensure that the. chances of infringing restricted airspace were remote.

The Annual Report of the Council to the Assembly for 1958 contained the following statement on. the subject: "The. record of mid-a:ir collisions demonstrates the vital need fa~ closer liaison between· civil and military authorities in the use of airspace. The high altitude potential of many civil aircraft now coming irito service ~ggravates the problem, since civil aircraft are now beginning to fly at levels previously regarded as being almost exclusively within the preserves of the military. ICAO and its member States have been keenly O.vTare of this important problem for several years, and extensive efforts have been made toward its solution, partie·· ularly in areas of heavy air traffic density."

. Joint MID/SEA RAN Meeting

The Joint Middle East South Zast Asia ,Regional Air Navigation ~·ketinv (Rome, Jan.-Feb. 1959) discussed the impact of railita.l'Y aviation on tho safety, regularity and efficiency of international. civil aviation c.nd emphasized the need fo:r extremely close co-ordination and co-oDe~·o. tion in the field of ATS between .the civil and military authorities of all States. It expressed the opinion that in so far as military security permitted,

·States should: i) es·tablish and maintain liaison be'tveen each other to I .

enf.>ure at all levels the_co-ordination of decisions rolatine; to civH c.nd military.prohlems of air traffic control; ii) not take any individual action >vhich \:ould modify recommended 8.irvmys and airv.rays, 1-.rithout previously connulting neighbouring States; iii) maintain, t,.,b,·;re ;;;·lplico.ble, permanent liaison between civil and military authorities in all aroa control and flight information centres, in or0.er to encure the clnily co-ordination of civil and military o.ir traffic. To this end it made the following recommendation:

a) that effective liaison betv1een civil and military air traffic cervices ·be established, wherever necessary, to ensure that movom--nt'of all aircraft are fully co-ordinated at all times;

b) that interception of civil aircraft for ~urpose of identification should be avoided, if however an interception does at o.n:y time take place, it should be conducted,in accordance with standardized procedures acceptable to civil aviation.

' The above-mentioned recommendation was approved by the Council on 14 May 1959. !

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1959 Council -(cont'd)

On 1? February 1959, the President of the Couricil referred to the Air Navigation Commission for consideration and report a resolution· on the subject passed by IATA at its Fourteenth A,nnual General Meeting (New Delhi- October 1958). The IATA Resolution urged States .and ICAO to use every available means to provide a system or systems of positive airspace control over national territory and over the high seas which 1rmuld ensure that both military and civil aviation could perform their tasks under a single air traffic control authority in the,respective air traffic control areas.

Air Navigation Commission

On ? and 12 May 1959 the ANC considered a summary of efforts made to solve the problem of assimilating both civil and military traffic into the available airspace and an analysis of the applicability of available systems of co-ordination to varying regional conditions. The ANC also examined the IATA resolution on the subject.

The ANC reported to Council that although some progress had boen effected, there continued to exist in some regions, a lack of co-ordination that compromised the safety of civil operations.. Thus, the Organization's policy on the matter (Al0-19) was not being effectively implemented .• It agreed tba t where close co-ordination was not ir. ef'fect the following civil operational problems needed· priority of resolution:

a) potential collision dangers;

b) restriction to narrow corridors alonp, which adequate navigational aids might not be available;

c) extensive detours around prohibited areas.

The ANC agreed with IATA, that there wa_s still an urgent need for more positive n:ction to alleviate a dangerous situatio::1; it could however, at the time not endorse IATA's view that "a single air traffic authority in the respective air traffic control areas" was the sole solution to the problem. ·

The ANC requested the Secretary General to pursuo the question as effectively as possible, initially by attempting to allay the potential threat of mid-air collisions by urging where necessary that effective measures be taken for the co-ordination of civil and military air traffic and; if possible, to suggest such measures. It also recommended to Council·· that it express recognition of the continuing need. for (:tates to take action in terms of Resolution Al0-19, irr.plementation of which bad not to date been satisfactory and that it inform the Assembly of the action which the ANC had requested the Secretary General to take to alle·­viate this urgent problem.

12.22 -(ccint'd)

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Council

Al4- l.JP I 53 TE/4 13/4/62

The Council on 15 Hay 1959 noted the conclusions reached by the AHC on the subject as detailed above and agreed to the action recommended therein. A letter was sent to all Contracting :3t8tes on 3 July 1959 reminding them of the continuing necessity for implementation of Resolution Al0-19.

A working paper (Al2-HP/53) \.Jas prepared for presentation to the Twelfth Secsion of the Assembly which set forth the conclusions of the Commission on the subject and signified that the Council had expressed recognition of the continuing need for States to take action in terms of Resolution Al0-19 and that it wished

a) to invite the attention of the A'ssembly to Chapter 1-13 of the Annual Report to the Assembly 1958 -· Doc 7960, Al2-P/l - which pointed out the continuing existence of the civil/military liaison problem; and

b) to inform the Assembly of the steps v.rhich the Commission had. requested the Secretary General to take, noting that this would include informing all Contracting .States of Council's recognition of the continuing need .for implementation of Resolution JAl0-19.

The Technical Commission of the Twelfth Sassion of the ICAO Assembly (San Diego, June-July 1959) considered the subjoct. It noted that \.Jhilst t:1ere had been observable improvement in the co-ordination of the joint ·civil and military use of airspace in some areas since the adoption of' Resolution Al0-19, there remained a continuing need for better co-ol)Ci~<:::tjon and co-ordination. It noted also that this need had. intensified since the Tenth Session of the Assembly because o~ the increased use being made of the upper airspace by civil avi~tion.

It considered that Resolution Al0-19 could still be regarded as a satis­factory expression of needs in the matter and that a further eJ::'reo.sion in the form of a revised Resolution would not materially assist implemen­tation. The efforts of the Organization to achieve adeq_uate implementation had been and would continue to be necessarily limited in scope and success. Effective implementation of Resolution Al0-19 would come about, only i~ determined efforts to remedy the situation were made b:r Contracting States, individually within their own territories and by co-operation, as necessary, with other Contracting States.

Accordingly, the Te.chnical Commission of the Twelfth Assembly reaffirmed Resolution fil0-19 as an expression of the principles involved and drew attention to the urgent need for measures to be instituted that would ensure that the airspace could be used safely and efficiently, jointly by civil and military interests.(Doc 8008, Al2/TE/l- Pages 4-5 refer).

Pursuant to a decision of the ANC taken on 4 November 1959, a letter was sent to all Contracting States on 27 January 1960 inviting attention to the relevant statement of the Technical Commission at the Twelfth Assembly and requesting that the provisions of Resolution Al0-19 be applied within the territory of each State and by co-operation, as necessary, with other Contracting States.

l . .ll~ -.t.:·I.~, ... -~::3 TJ~~;'';~ 13/4/62

... J;: ·-

Third AFI HAN Meeting

The 'fhird African-Indian Ocean Re0;ional Air Navigation Heetin,q (Rome, Jan. -Fob. 1')60) expre::wed vie,.Js similar to those of the Joint MID/[iEA HJ\N Meetinr; (1959). It framed Recommendation 20/1 on the subject uhich reiterated m.t!J--lJara.graphs a) and b) of Recommendation 9/1 of the Joint HID/SEA IU~N Meetinr.:; and included a further sub-paragraph c) "that prohibited and danger areas should not be established ~rithout due regard to the need not to prejudice safe and economical operation of aircraft, and that \·rarning of the establishment of same be given in reasonable time in advance of their activation'.'. This recommendation was approved by the Council at the Third Meeting oi its Fortieth Session o:n 6 June 1960 •

. Limited Em-1 RA!LJ:1eetinl! 1960

The Limit.ed European--Mediterranean Regional .J~.ir Navigation. Meeting (Paris, Feb.-March 1960) considered the particular problem existing within the EUM Rer,ion caused by the close proximity o:f military and civH aviation ~rithin the same airspace. It noted that in •::ertain high density areas this clooe :;roximity resulted in involuntary but unavoidable cases where uncontrolled traffic penetrated into controlled airspace and vice versa and concluded that hazards created by such cases could not be eliminated by the application of a common system of assigning cruising levels within and outside controlled airspace becausEl of 1 the serious penalties imposed either on military.aviation or on the civil operators and the air traffic services. It was therefore agreHd that a solution to this particular nroblem would have to be found by th3 consideration of· m~asures other than those envisaged for the arlplication of a uniform system of cruising levels. For example:

a) crossing of controlled airspace under radar control;

b) more complete co-ordination between civil and mUitary authorities with respect to operating 1t1ithin the same airspace and for the penetration of controlled airspace by military 13.ircraft.

In view of the considerable importance attached to this matter the Meeting framed Recommendation 1/11 11 That States be encouraced to study, as a matter of ~rgency, the provision of suitable equipment, including radar, in order to provide aircraft unable to comply with ICAO procedures, with the possibility of crossing controlled airspace in accordance with agreed safety standards and to eliminate the possi'::Jility of uncontrolled traffic inadvertently penetrating controlled, airspace". The Air Naviga-. · tion Commission on 17 Hay 1960, under authority delegated by the Council, apnroved this recOJildlendation and reauested the Secretary General to · invite States to make any information of general interest on the subject available to ICAO.

1960 ('C'Ont' d)

- 13 -

Council

AlL,-viP /53 TE/4 13/4/62

The Annual Report of the Council to the Assembly for 1960 (Doc 8140 Al4-P/l) included mention of the fact that the co-ordination of civil and military traffic remained an important problem, but that compromise solutions were being achieved in various areas of the \oTOrld through the creation of Joint Committees. ·

Limited EUM RAN M9?eting 1961

The Limited EUM RAN Meeting (Paris, Jan. 1961) noted that in some parts of the Region, ~ problem had arisen. with regard to crossing of controlled airspace by aircraft to which ICAO provisions did not apply and that the situation occurred both in sovereign airspace and over the high seas. The· Meeting was unable to resolve the problem especially as far as it concerned those situations occurring over the high seas and therefore framed the following recommendation: "That the ICAO Council as a matter or urgency consider the serious problem caused by the crossing of air111ays, especially over the high seas, by State aircraft of a different nationality from that of the State to Hhich, by regional agreement, the provision of air traffic services in that part of the airspace has been entrusted." The Council on 6 March 1961, noted the above recommendation and agreed to refer it to the ANC for initial consideration and report.

·In addition to the foregoing developments of a formal character, the following conclusions reached by informal meetings of States; held under the auspices of ICAO for the purpose of coordinating their efforts in implementing regional plans, are worth noting:

·1960 SEA.ATS/COfvl Informal Meeting

The South East Asia 1\'l'S/COM Informal Meeting (Bangkok, April 1960) was of the opinion that agreement on coordination arrangements would be greatly facilitated if the following conditions were satisfied:

- A proper understanding by all parties concerned of ~ilitary and civil air safety standards, bearing in mind that particularly in respect of jet aircraft, both are using much the same flight levels;

- A proper understanding by the civil authorities of the particular problems associated with military aviation, bearing in mind that military aircraft are major users of·the over-all system;

A proper understandincr by military interests as·to the manner in which controlled airspace can be used to facilitate and provide greater real freedom for military movements.

To this end it concluded that States should arrange to undertake a joint military/civil specialist ATC study of all critical air traffic coordination areas under their jurisdiction and that this ~tudy should start with basic . requirements rather than attempt to modify or to patch current arrangements. In addition States should undertake a major programme of education aimed · at all air traffic services staff and all (civil and military) airspace users.

Al4-\·:P /53 TF://1. 13/lt/6~

- 1/+ -

MID ATS/CO:t-1 Informal Meeting

.The Middle East A'fS/COM Informal Meeting (Tehran, June 1960) recognized ·that the.followinp; matters merited attention:

a) That States s}J.ould arrange· to undertake a joint milj.tary/civil specialist ATC study of all critical air traffic co-·ordination areas under their jurisdiction and that this study should start with basic requiriJments rather t,han attempt to modify or to patch current arrangemf?nts.

b) That States should undertake a major programme'of education aimed at all Air Traffic Control :service Staff and all (Civil and Military} airspace users.

c)

d)

~)

f)

g)

' When military exercises are planned, the· civil avuLtion authorities and civil operators should be invited to participate in discussions with the military authorities concerning details which may affect civil operators.

That the loneest possible notice of military air exercises should be given with a minimum of thirty days.

That States should endeavour to ensure that military aircraft are operated in accordance ,with the Rules of the Air as contained in Annex 2.

That military aircraft should not cross an airway unless they have been given prior clearance by the ACC ~oncerned. If, however, such clearance cannot be obtained due to communication difficulties, aircraft should cross only at right angles and ni; intermediate altitudes.

When military aitcrnft wish to join an air\..ray th•ay should follow the normal procedures which apply to civil air trnffio. ·

AUSTRALIA

- 15 -

APP~NDIX B

S11MlY1AHY OF N.fl.TIONAI.. POLIC!i~S AND PRACTICgs

CONCEH.NING THf~ COORDINATION OF CIVIL AND MILITARY TRAFFIC

(derived from information received from States in reply to Letter AN 13/16-61/137 of 25 July 1961)

Al4-vlP/53 TE/4 13/4/62

Close coordination has been established between civil and military authorities through the medium of an Air Coordinating Committee comprising representatives of the Departments of Navy, .Air, Civil Aviation, Army and Supply. The function of the Air Coordinating Committee is to resolve joint aviation problems, by mutual agreement and submit recomrnendations accordingly to the respective Departments. To best serve the objectives ('1' both civil and mil itar;v aviation, the Committee is guided in it!; dd.iberations by ~d.x ba<>ic principles, 11.::.r:e 1 ;.~ ~

l. Safety: The need to prevent collisions between aircraft and between aircraft and obstructions; and to provide assistance to aircraft in distress.

2.·ExPedition:. The need to expedite and maintain an orderly 'flow of air traffic and to facilitate the activities of all airspace users.

3. Flexibility: The need to evolve a system having characteris­tics which enable the handling of all types of aircraft and all classes of operation and defence experimentation.

4• National Security: The need to meet the requirements of the Armed Services and Supply t'f.o.uthori ties in relation to the security of the nation.

5. Economz: The need to consider economic factors such as cost of equipment in relation to services provided and the impact of operating restrictions on the economy of commercial and military aviation and defence experimentation.

6. Standards and Practices: In so far as Australian conditions permit, the standards and recommended practi1ces and related procedures of the International Civil Aviation Organization should be adopted. ·

A consolidation of current inter-departmental agreements in relation to the designation and use of the navigab~e airspace, use of aerodromes, rules of the air, and the provision of air traffic and fire services are developed by the·Air Coordinating Corn!'nittee.

Al4-:WP/53 TE/4 13/l~/62

AUSTRALIA - (cont'd)

AUSTRIA

- 16 ..

To assist the Air Coordinating Committee, a number c.f Regional Sub­Committees have been established throughout the Country with member­ship similar to that of the Central Committee. The Sub-Committees are responsible for resolving joint problems within the areas under their jurisdiction and for drawing up local agreements using the Joint Aviation Standards and Procedures as a basis. Recommendations concerning changes to the Joint Aviation Standards and Procedures (including permanent or long term changes to designated airspaces), inter-regional matters and significant problems tha.t cannot be resoived on a Regional basis, are referred to the Central Committee for consideration and the necessary follow up action.

The Austrian Aviation Law provides for extensive cooperation between civil and military aeronautical authorities, especialiy with regard to the designation of the controlled airspace, the establishment of restricted, training and test areas and the regulations governing the rules of the air. To this end a Co-ordination Committee has been set ·up. In order to comply with the various aspec:ts to be considered in the different fields of aviation four subordinate panels (air traffic services, flight operations and aerodrome:s, aircraft and air ttaffic control engineering, meteorology) have be•E)n established. The Panel meetings which are at.·::.ended by appropriate experts discuss the problems in detail, and the proposed solution is then submitted to the Co-ordination Committee for approval. This kind of coopera­tion has so far proved efficient to mutual satisfaction.

The fact that pursuant to Austr.ia 1 s Aviation Law the provision of air traffic services for the el').t:U:·e airspace over .Jl.ustrian terri tory is the sole responsibility of the civil authority, is considered the most essential point in ensuring safety and regularity of air' traffic. Only those areas designated by mutual agreement between civil and military authorities and established by ordinance are excqr'ved from this provision. In practice this means that both civil and military flights conducted within the controlled airspace are supervised ahd controlled by the civilauthority designated for providing air traffic services. Consequently, only the provision of aerodrome control service on military aerodromes and in their vicinity and approach control service within eA~ected areas is left to the military authorities.

A further decisive contribution to the safety of air traffic is the applicability of the rules of the air to both eivil and military aircraft.. The special regulations for military operations contained in the relevant ordinance provide only_for those facilitations · which are required for military purposes but·do not endanger the safety of civil traffic. For instance, military aircraft are , permi ttect to con~htct IFR flights out.s±de thp controlled airspace, but only wit.hin those areas specifically determined for this purpose. Furthermore, military aircraft may be operated in accordance with visual flight rules within the upper control area, provided that continuous radio telephony communication with the area control centre is maintained. ~Then reaching the flight level determined by the area control centre military aircraft are requ~red. to report their position and the estimated time of passing tl::,e next reporting point.

AUSTRIA , (cont 'd)

CAMEROUN

- 17 -A14-HP/53 TE/4 13/lt/62

, Besides this, they are obliged to comply with tne visual flight rules -applied to flights within the controlled airspace supplemente.d by

some more stringent requirements (vertical distance from clouds of not less than 600 metres).'

An operational agreement between civil and military authorities is expected to be concluded to govern the temporary use of the upper control area by military formation flights •. Having 'tlue regard to the safety and regularity of civil air. traffic this agreement must meet the military requirements to the greatest extent possible. For this purpose development of regulations along the following line$ is intended: Submission of a flight plan by the appropriate military unit to the air traffic services unit at least 30 minutes prior to departure. Taking into account the foreseeable traffic density at that time the area control centre will then assign either of the airspace designated by the agreement and issue the air traffic control clearance. Additionally, it will be ·required that the air­craft strictly adhere to the boundaries of the assigned airspace, and that permanent contact is maintained to ensure communication between the area control centre and the aircraft to take place at any time by way of the military control unit •.

As regards the technical field joint problems involving civil and military interests have so far been co-ordinated satisfactorily. Close co-operation is also effected in the provision of meteorological services, so that full use is made of the meteorological facilities available to military and civil·authorities.

The Government of Brazil has sought· to remedy the situation concerning· the lack of coordination between civil and military air traffic control through one body on~y, namely· the Diretoria de Rotas Aereas. This· body ensures that the air methods and r~les are uniform for both aviations.

The. joint use of ~irspace does not give rise in Cameruuu ~~ ~·1Y problem affecting the safety of civil air traffic. Military air operations have not hampered civil air traffic on any aerodrome or in any particular area of this country.

In Canada, civil and military procedures are developed along common . lines through close coordination and are almost identical. The military have been most cooperative in recognizing the interests of civil traffic and will, whenever practicable, plan or adjust ~heir operations to avoid concentrations of civil traffic.

Air Traffic Control services are normally provided by the Civil ~uthority. Routine military flights operate on individual flights" plans and are fitted into the enroute and terminal traffic patterns in the' same manner and with the same priority as civil flights. They are afforded the same separation standards and air traffic services. At those locations where the military operates the terminal control units, separation standards may be reduced bet111een military flights, but civil flights receive standard separations.

Al4-WP/53 TE/4 13/l~/62

CANADA -rco~t'd)

CHILE -

- 18 -

For flights of one or more military aircraft requiring an airspace reservation, the military agency· desirin-g the reservat:lon will submit the details of the proposed operation to the control agencies concerned for approval. Each mission is normally assigned a military priority which indicates the nature of the mission and assists the control agencies in determining which mission has priority over the other in the case of conflicts. Co:nflictions are pointed out to the military · and they may either adjust their operations to avoid the conflict or accept the responsibility for the separation of the alrcraft in conflict. Control agencies handle equal priority·missions on a "first come, first served" basis. If it is anticipated that the' proposed reservations will have an adverse effect-on the flows of routine civil and military movements, the request may be disapproved and alternatives sugg@sted so as to reduce the effect. '

For special large-scale operations, the military ager.cies concerned normally provide, at the Headquarters level, a briefing on the proposed exercise with a request for approval in principle.. The details of the operation are then worked out at a planning conference which may be attended ·by .ilir Traffic Control Headqua;:-ters and/or field representatives. During these conferences, after due consideration has been given to the effect that the proposedoperation will have on the flows o~ routine civil and military movements, conflic'ts >Iithin the operation itself \..rill be resolved ready for submission to .Air Traffic Control units for final approval.

Airspace reservations and other extensive military activities are normally advertised in the form of a Class One NOTM1. Movements requiring Headquarters involvement- may also be adve.rtised in the form of an Air Navigation Order and/or a Class Two NOTAM. In moat ca?es other airspace users are advised of the proposed military activity at least 24 ho~rs· in advancs.

In the very near future, Canada will open a facility known as an Airspace Reservation Coordination Office (ARCO) wi'~h a view to providing a better service to all users of the airsp~ce.

All air traffic in Chile is controlled by the Director of Aeronautics, a body which comes under the Hinistry.of National Defence- Ch~lean Air Force. When, because of manoeuvres or other rr.ilitary exercises it is necessary to assign operatit:lg areas to military aircraft, adequate advance notice is given thereof by means of Class One NOTAMs, including such data as the· co-ordinates, levels, time and duration of the airspace reservation, etc.. These measures have been applied by Chile until now and. have. always given sa.tisfactor;r results.

CYPRUS

DOMINICAN REPUBLIC

- 19-

Al4-WP/53 TE/4

13/4/62

The following arrangements and proc,3dures are in opern.tion in Cyprus in regard to civil and military traffic:

l. (i) Aircraft of the Royal Air Force of the United Kingdom based in Cyprus ren~in under civil jurisdiction and comply with Air Traffic Advisory Service provided by the Nicosia Flight Information Centre, whilst flying along ADRs. Off-ADR traffic is monitored by the Military Authorities by arrange­ment 1·rith this Government and is at all times coordinated with the Civilian A.T.S.

( ii) In orde.r to achieve the closest possible coordination, a common frequency is used by both Civil and Military ArE!a ATS, thus providing continuous monitoring fac:i,lities to either party.

(iii) Civil and Military Controllers.thouzh operating from different desks are accomillodated in the same room. The

·provision of air traffic control within the 'tiJicosea FIR is the responsibility of this Government.

(iv) Under such conditions, it is not tmcomrnon at times fo~"i;he Civil Authorities to handle all speech with both military and civil aircraft.

(v) Individual routes and flight levels for military aircraft are cleared vrith the .civil element of ATS on all occasions except for exercises, when a block level clearance is ~~de over a prescribed area.

2. Foreign military flights in transit through Nicosia Flight Information Region are handled by the Flight Information Centre like all other aircraft.

Effective coordination has been ensured in the joint use of airspace by civil and military aircraft thanks to the good will and cooperation of the military authorities. This has been achieved by means of prior notifications of civil air.operations and of traffic free areas and altitudes. Because of a relatively small volume of civil air traffic in the Dominican Republic, the joint use of airspace has thus created little difficulty.

A14-WP/53 TE/4 13/L~/62 - 20-

l. GENERAL FRAME\.JORK

The provisions at present adopted in the field of coordination of civil and military traffic originate basically in statutory texts of an organic nature, which define the various types of traffic, designate the ministerial authorities responsible for them and state the conditions under which they are to be regulated.

They are directed towards: - en~uring compatibility of both types of traffic·in the lower. airspace

in cases \.Jhera the :Jegrega tion of the two types which is the general rule cannot be effected;

- permitting common use of the up-:1er airspace by both types of traffic in the best conditions of safety taking account of' the operational characteristics and operating requirements particular to each type.

They giye rise in practice. to the implementation, on an experimental basis; of a system of rules of compatibility intend,3d to ensure coordination of the two types of traffic in as effi,~ ient a manner as possible.

· 2. GENE~ROVISIONS OF AN ORGANIC NATURE

2.1 The statutory texts in force make a distinction between: - general air traffic and - operational military traffic.

General air traffic is defined as 11 the aggregate of air movements of civil aircraft and of State aircraft \.Jhen the latter conduct flights assimilable in nature to those of the former". It is the responsi­bility of the Ministry i.n charge of .Civil Aviation.

Military traffic of an operational nature is defir,ed as "those military air movements which, for technical or military reasons, are outside the control of civil air traffic services". It is the responsibility of the military ministerial departments concer_ned.

2.2 These same texts stipulate in particular: a) that the rules of the air are mandatory on all aircraft in

general air traffic and are applicable by aircraft in operational military traffic when consistent with the mission thereof;

b) that the rules applicable to each type of traffic must be mutually consistent.

2.3 As a result of those provisions, military f1ights may be conducted:

- either within the framework of general air. traffic if the conditions of the mission assimilate them to flights of civil aircraft and, in such cases, the aircraft carry the equipment required to carry out the procedures applicable to that type of traffic;

- or within the framework of opera~ional military traffic if the conditions on which the mission is to be carried out are such as to exclude the possibility of their control by civil air traffic units.

FRANCE ~~t'd)

- 21 -Al4-WP/5J TE/4

13/4/62

2.4 Selection of the type of traffic to be adopted for ·a m~litary flight is made by the military authority ordering the flight.

2.4.1 Liaison fli~hts, certain navigational flights, movements of military units and, generally, all movements must, save in very except~onal cases, be conducted as general air traffic.

2.4.2 In some ca·ses, if permitted by the nature of the mission, a military flight may be planned to operate successively in general air traffic and operat1onal ~ilitary traffic.

J. CONTROL UNITS RESPONSIBLE

J.l General air traffic cqntrq1_l~ncluded for completeness)

General air traffic control is exercised by the appropriate civil air traffic units, in accordance with the ICAO Standards and recommended practices in that field.

3.2 Qperational military traffic control

Operational military traffic control is the responsibility: - of local military aerodrome controls t; - of military radar centres.

Organization of such control is constituted homogeneously on bases similar to those used for organization of civil air traffic services.

4. USE OF THE AIRSPACE BY TH~ TWO TYPES .

4.1 Provisions common to lower and upper airspace

Operational military traffic flights during which aircraft make use of their armament may only be conducted within reserved areas classed as danger areas in all flight conditions, either permanently. or, to the greatest extent possible, temporarily.

4.2 Provisions applling_to the lower airspace (below flight level 1951

Use of the lower airspace by traffic of both types is based on the principle of segregation of the two types.

·Movements of operational military traffic are constituted by climbs and descents of airc;raft and by certain flights in the "en route 11 or "exercise" phase when such aircraft, because of the nature of their mission, are unable to apply the general air traffic rules.

These activities are carried out within specific blocks of airspace with the status: - either of restricted areas (aerodrome blocks, jet procedure blocks,

etc.) in. meteor6logica). conditions·requiring instrument flight; - or of danger areas (training areas, exercise areas, etc.) in all

meteorological conditions.

The latter,,distinct from the controlled airspaces for general air traffic, may be permanent or temporary. In the latter case their activity is announced by NOTAMs.

t At aerodromes assigned exclusively or essentially to the military authority.

A14-WP/53 TE/4 13/4/62

~ (cont 1d)

- 22 ...

4·3 Provisions applying to the upper airspace (above flightlerel 195~

The principle of segregation of the £wo types of traffic applied in the lower airspace was considered unacceptable for the upper airspace because of the need: ... to ensure the operational freedom essential to military units; - to permit commercial jet aircraft to fly in optimum operating

conditions.

A system had therefore to be devised to meet these requirements to the greatest extent practicable •. The solution adopted for the purpose is based, experimentqlly: - on the use for general air traffic of the so-called 11 system of pre­

determined routes 11 described in ICAO Doc 7870, :J:UM/IV (paragraphs 9.4.4.1.3.1 and 9.4.4.5);

- on as complete a knowledge as possible by. military radar centres of operational military traffic activities within that airspace;

- on implementation of a standing organization fer civil-military co­ordination and the apnlication of rules of compatibility designed to offer maximum flexibility in ord3r to meet sometimes divergent requirements to the greatest extent possible.

5. G:i:N~RAL PROVISIONS GOV3RNING COORDINATION OF THE TWO TYPi!:S OF TR.AF?IC ----

5.1 Lower airsnace

In general, operational military traffic is separated from e;eneral air traffic in accordance with the orovisions stated in 4.2 above. However, in or: le-e· to m0et special r~a_uix·ements (to p8rmi t use of a restricted area by general air ti~affic or conversely to pe·cmit operational military traffic to enter a controlled airspace of the general air traffic), direct coordination may be effected betHeen the civil and military organs involved, on the b!3-sis of the rules set forth at 6,2.1 below.

5.2.1 Use of the so-called 11 system of predetermined routes11 requires implementation of close and permanent coordination bet,.r,;en the civil and military bodies responsible. Such coordination is ensured by means of appropriate organization and application of the rules of compatibility (see paragraph 6.2.2 below) designed to obtain the greatest· flexibility in the use of the airspace by both types of traffic, taking account of their respective reauirements.

· 5.2.2 The coordinating organization is constituted, in the absence of availability of automatic electronic means at the present stage, by the introduction:

a) cf civil elements in certain military radar centres carefully selected according to their geographical position and their volume of detection; th"is element '·is called the 11 General Air Traffic Coordination Section11 ;

FRANCE (cont 1d)

... 23 -

A14-WP/53 T;B:/4 13/lJ-/62

5.2.2 b) of military elements in the,Area Control Centre responsible

for general air traffic in the upper airspace k; this element is called the "Military Coordination Detachment".

,5.2.3 The General Air Traffic Coordination Section has .at·· its disposal the transmitting _and receiving frequencies used by the corresponding sector of the Area ~antral Centre. It receives directly from that body all information concerning general air traffic flights and bearing on the volume of detection of the military radar centre in which it works. Its duties are broadly the following: - to identify and track by·radar the general air traffic flights; - to supply the military controller with the information which will

enable him to know and identify that traffic: a) for the needs of the radar centre itself; b) for him to ensure its protection by direct action upon

operational mil'itary flights whenever necessary: -to supply/the corresponding controller at'the Area Control

Centre with the information partaining to general air traffic flights (differences in position in re;tation to the planned route, relative or absolute position of aircraft, etc.);

- to intervene directly on general air traffic flights; - either upon request from the corresponding controller at

the Area Control Centre to ensure radar separation; - or on its mm ini tia ti ve in case of danger; - as necessary, to ensure transfer of radar identification

of general air traffic flights, either with the Area Control Centre or with the adjacent General Air Traffic Coordina-tion Section. ·

5.2.4 The Military Coordination Detachment is advised by the military control bodies (military radar centres and, if necessary, local aerodrome controls) of the airspace reservation requirements and of the data concerning operational military activities., It coordinates those requirements and plans them with the authority· at the Area Control Centre to which it is attached, with a view to creating the best conditions of airspace use (see paragraphs 6.2.2.3 and 6.2.2.4 below). It may intervene directly on military operational flights when that is provided by special procedures.

6 •. B!QVISIONS CONCERNING COMPATIBILITY OF THE TWO TYPES OF TRAFFIC '

6.1 Radar separation minima

The radar separation minima applicable between operational military flights and general air traffic flights are those prescribed by the regulations in force for civil air traffic bodies.

The same regulations apply between operational mil'itary flights unless different Standards have been laid down by the responsible military author-ities.

·a In the final stage of organization of the upper airspace, general air ~raffic in the entire airspace covering the three present FIRs will come under the responsibility of the Paris Area Control Centra. This organization is in course of development.

A14-Wf/5.3 TE/4 13/4/62 - 21; -

6.2 Rules of compatibilit~

6.2.1 Lo~~~ airspace

6.2.1.1 In instrument meteoroloeical conditions, any military operational flight entering a controlled airspace for general air traffic and conversely any controlled general air traffic flight having to enter a restricted area may do so only after proper coordination, appropriate to the method of control, bet~een the interested bodies.

6.2.1.2 If necessary, itineraries may be temporarily reserved within the general air traffic controlled airspace for military o:Jerational flights. Such·temporary reservations are negotiated between the Area Control Centres involved and the Military Coordination Detachments attached to them.

6.2.2 YEPer airspa~

6.2.2.1 Within the same portion of the airspace, compatibility between operational military flight·s and general air traffic flights is 2nsured by the military radar centres in so far as the nature or the density of operational military flights is fmch as to permit their guidance or surveillance in order to separate them from general air traffic in accordance with the provisions stated in 6.1 above.

Knowledge of general air traffic flights by military radar centres is ensured as stated in paragraph 5.2.3oabove.

Flights necessitated by compelling reasons of national defence have preference over all other aircraft.

In such cases, safety of general air traffic flights is ensured by the General Air Traffic Coordination' Section in accordance with the provisions of 5.2.2 above (intervention in case of danger).

6.2.2.2 When the nature or the density of operational military flights is such that is is not possible for tbe military radar centre to ensure the guiding or surveillance of those flights, or when, for certain flights in VMC, surveillancE~ of the sky cannot be ensured permanently by the crew, (for instance in acrobatics); such activities are systematically separated from general air traffic flights by reserving for them blocks or layers of airspace.

6.2.2 • .3 So that civil operators may be penalized as little as possible and all desirable flexibility may be obtained in the flow of general air traffic, prior agreement must be reached regarding the setting up of .such reserved airspa.ces (loo&tion, extent and duration of use) between the Area Control Centre involved and the Military Coordination Detachment attached to it, when interference occurs with the network of predetermined routes.

6.2.2.4 In order to permit general air traffic aircraft, where necessary, to use the entire upper airspace, the Area Control Centre involved is kept continuously informed by the Military Coordination Detachment attached to it of airspace reservations not affecting predetermined routes.

Such airspace reservations are limited in time and space solely to the periods during which they are in fact used.

FRANCE (cont 1d)

QERNANY

- 2l'i -

Al4-W"'.t' /53 TE/1; 13/4/62

6.2.2.5 Above military aerodromes situat0d under predetermined routes, preferential flight levels may be reserved for the benefit of users of tho aerodrome, '\-lithin the framework of private agreements. ·Such levels may nevertheless bo used by 'general air traffic on the basis of provisions made to that effect.

1) On 23 MUrch 1953, the Federal Republic of Germany established by an act of law tho Federal Agency of Air Traffic Services, a special body which is alone responsible for Air Traffic Control and 'fele­communication. It is subordinated to the Federal l4inister of 'fransport and is an agency of the Civil Aviation Administration.

2) In order to safeguard the interests of the armeP. forces in Germany a Standing Commission for the Coordination of Avia·t.ion was set up. Its functions are: . G). to coordinat~ the civil and mili,tary interests in the field.of Air 'fraffic Control aril Telecornmunico.:tion and to establish suitable procedures in this field; hl :to coordinate the civil al1d military technical planning and facilities and to guarantee as far as practicable the corrunon use of uniform technical facilities.

3) A system of air1.vays, terminal control areas n.nd aerodrome control -zoner; estnblisJ1od nuinl;y- in tho interost of civil air traffic iG in ·use in tho Fodera.l 11epu.blic. In this controlled airspace, rc.sponsi­bility for tho technical facilities and for the~r operation lies with the Agency me.ntionbd lmder 1).

/1.) Tho provision of Air Tra:t;'fic Services in certain controlled J?Orlions of the airspace other than those mentioned under 3) has boen delegated by the Federal Agency of Air Traffic Services to the military authorities. The controlled portions in question are the so-called 11military control aroas 11 • The procedure::; to be adopted in theso military terminal control areas are established in co­operatipn with the Federal Agency of Air Traffic Services.

5) There is agreement vrith the military authorities that the military .terminal control areas mentioned under 4) do not correspond any more to the requirements of present-day air traf'fic. In view of the density of air traffic in thG Federal Republic of Germany, it is no longer possible to single out certali1 portions of the airspace for exclusive use (military or civil). The resulting burden of coordination bet\Veen the civil and military control services is a danger to the safety of air navigation. The system presently in use is hindering the e.conomic operatio'n of civil and military air traffic as well. ·

:'.11:.-',; !J /~.;J

'l'Ejl., 13/lr/92

GER}L\NY (cont 1d)

ruiANA

- 26 -

6) For the reasons mentioned under 5) and in view of the responsibility of the Federal Agency of Air Traffic eervices1for the Air Traffic Services System as a whole preparatory steps for the introduction of an integrated system have been taken. This system provides: ~ No portion of the airspace will be reserved solely for military or civil purpose~. !?J. In observation of the ICAO SARPs for the provision of Air Traffic Services radar equipment (including secondary radar) will be widely introduced and automation is foreseen as far as possible. · .£2. Responsil!ili ty may be delegated to military units in exceptional cases only, e. g. aerodrome control on military aerodromes; terminal control on military aerodromes in part and on certain conditions only; supervi'sion of military flights which cannot be effected by any other kind of con·trol.

'fhe organination measures rorruired are at present under review. It is hoped that. H; will be possible to submit additional material in time for the 14th Assembly.·

A committee called the Civil/Hilitary Joint Airspace Co-ordination .Committee has been established since 6th of August 1960 ,.fith the object of ensuring the maximum co-ordination of civil and military operations for promoting tho safety, regularity and efficiency of air traffic. It is composed of a chairman and two members from the Dep:1.rtment of Civil Aviation, tHo from the Military, and one member represents civil operators. The chairman will be civil or military alternat:i.ng. Heetings are held when required but take place at least every three months~

A f.ll11nmo.ry of its terms of reference is as follows:

l. \:i..rGpace requirements for various operations. 2. Co-ordinate procedure particularly where conflict can be foreseen

and before it arises. 3. To ae;ree draft delegation briefs at international conferences,

t-Thcncver a common interest exists.

M,-,thod,@_..Q,f imnJ.emento.t;iQn_Qf its rec.omm.gndations 1. l·Jhere ae;reement is reache·d, decision will be implemented by bot,h authorit:.ios. 2. \~ere a decision requires Ministry approval, such will be sought by the civil/military authorities from their respective Ministers. 3. Hhore tho Committee is unable to reach agreement, the matter shall be rei'erred jointly to the respective Ministers.

'The 11Goneral Air Traffic 11 within Athenai l?ffi is controlled by one ACC which is under the authority of our C:Lvil Aviation Administra­·tion. Problems relating to the use of the airsp~ce of Gr~ec~,~i.e~ detorfuina­t:lon of controJJ.E)d tLreaJ, .prohibited ~reas.,·etc .. are solvod.jointl:r by both t.ho uo1nputont. milit.ary anJ cl vil scJrvices t·rhich coopora. to in thin field. Hith a view to achieving a better solution of tho problems in question the above mentioned services a.ro already considering the possibility of establishing an Airspace Coordinating Committee.~

lNDONESI~

Al4-HP/53 TE/4

- 2? - 13/4/62

The m.tiom,,l methods in force, usod to co-ordinate civil and military air tl·nf;:'ic /J.l'G tho 11 Standard del Control lnternacional11 (Standard of Into:t.•ru.ttional CoiY~rol).

1)

2)

All civil airc1·aft nre required to, fly o.long pre-determined routes wharovor provided. Elseuhore in th8 acl.visory airspace Hithin the various flight information regions, civ:i.l aircraft operate according to flight

, plans npprovcJ by fi.TC. 3) In controlh~d airspace all flights, civil or military, are

controllec. 4) Aroas Hhich are required exclusively· fo:r special type of flying

b~r military aircraft are dllclared as restricted areas reserved. for mil:i. tary flying e.nd are notified ·as such through Notices to

5)

6)

Airman. / Othc:r· a.irspo.cc is used by military aircraft ,io_intly 'vrith _civil aircraft. Civil o.ircraft, ur·e !:equ.ired to av~id flying over restricted/ prohibited areas, . ovor s.reas reserved for military aircraft, and over defence inntallations.

Su:1ordimtod ·~o the Dewlln Penerbangan Republik Indonesia (Aviat.ion Counc:ll of the Ilepublic 6f Indonesia) o.ro a number of Committees in ch;.l.:rge of coordinatlon and planninf~ of military and civil aviation o.:t1rd.ng o;G !l higher ol'ficiency and por:f'ec ~ion. Those committees cover various o.spec:to of aviation.

For the p:urpooe of im::·,J.ontonto.tion of above mentioned t.af.Jk and to solve problems ar:Lsing from the day to day routine a sort of coordinal;ion sti~ff has been establishod uith airforce ·and civil officials-· as momberf.l.

Very close co-ordina·~ion of civil and military Air Traffic Control Centres is maintained during all periods of operational activity. Detailed Air Tr~ffic Control procedures 'concerning inter-~entre co­ordination of civil air traffic with military air traffic. which have been jointly drawn up are in force.. It is also, envisaged that an . · increasing joint use of radar surveillance will be made in ·~he near future.

Final plans are now being made for a joint Civil/Military control cen·tre. · It is .presumed that. this centre will be operational in about a yearJ s time, when all' Civil and Military traffic within the Fffi Lod will be centrally controlled.

Al4-WP/53 TE/4 13/4/62

ITALY

JAPAN

- 28 -

As far as Italy is concerned, the competent military aeronautical authorities are entrusted Hith the provision of air traffic services, the operation of which is carried out through a single national body responsible for both civil and military trai'fic control, facilities and the operation of aids to air navigation.

Air Defence organization is under direct control of the above­mentioned authorities.

Hith respect of Air Traffic Control, military traffic is to be divided into three categories:

a) Trai'fic Hhich, during its operation, conforms to IC./\0 regulations. Such traffic as well as the civil one, is w1der control by the competent AT:·l to ul1ich an appropriate frequency is r.'L.'lde available;

b) Traffic uhich can only in part conform to ICAO regulations in tho operation of a pnrticnlar type of flir;ht. ~·lith rer;ard to safety, a continuin,c: need is felt of providinP; such traffic uith particular aircpnce (1·Jorkin~ areas) and control is carried ont only to enable it to roach re:=;t.ricted areas £U1d to fly bacl~ to its airport of departure. As far as this traffic is concornod, Air Defence radars are beinc; opGratod·for surveillance pn:cpos:Js;

c) Traffic uhich cannot conform to ICJ\.0 re:;.-Qations uhon carryinG out its pnrticular type of flight. Such traffic is entirely operated under Air Defence guidance radar control.

Problems arising fron the coordinQtion betvmen operQtionQ]. traffic and the general one are satisfQctorily settled for the time being.

Tho Italian administration has underHny tho octablishment. of an experimental control service charged Hith the control over a portion of the Italian airspace •. This service operates at Air Defence Headquarters.

Such service integrates, therefore, all other service and is charged with the control of the vrhole traffic in its juiGdictiona1 area, by making use of data made available by Air Defence radar net.

By such service being established, the 0<rpose is that:

- military aircraft be enabled to enter controlled airspaces uith enough safety, irrespective of the typo of their missions;

- civil aircraft be completely safe[~larded~

- general trai'fic limitations resulting from the existence of restricted areas be reduced.

Hilitary air trai'fic in Japan consists of traffic of the United States Air Force stationed in Japan based on the 11Treaty of }.futual Cooperation and Security between Japan and the United .S'tates 11 and that of the Japan Defense Agency. vlith regard to coordination behmen civil and military use of the airspace:

i) the problems with USAF have been dealt Hith in the Aeronautical Subcommittee to US-Japan Joint Committee based on the treaty mentioned above; and

ii) the problems ,.J'ith the Japan Defense Agency have been dealt with in the Co-ordinating Committee betv1een the Japan Defense Agency and the Civil Aviation Bureau.

JAPAN --rec;nt 1d)

KOREA

LEBANON

Al4-vlP/53 TE/4 13/ll/62

Besides, case-by-case coordinating activities have been made at a \mrlcing level as soon as a problem arose, even when these committees were not formally convened.

As recent examples of the most significant accomplishments achieved in the ~fforts of civil-military coordination, .the following are· quoted: i) Adjustments \omre made between the requirements of both civil

aviation and USAF to establish a number of direct routes l<rithin the upper control area at ? ,300 metres o;;.· above, and that of the Japan Defense Agency to reserve considerable airspace as air exercis·e areas. · ·

2) An agreement has been reached betH-een the military and civil authorities concerned that the .airspace available f'or ·the 11 0limb Corridor 11 , departure route for scramble of interceptors, be designated as the positive control area available for use by any aircraft having appropriate ATC clearance rath•3r than designated ~s the restricted area, thus resulting in makin~ efficient use of the airspace to the maximum possible extent.

The Korean AirspO.ce. Coordinating Committee was organized with members from the Ministry:.of 'rransport~ti.on, Republic of l\or.ez::..Air Forcea.nd United States: ·Air Force/KorQ~· ;J.n l'fr.tJ:-gh 1960 .. This Coordinating Committee meets every three months for discussion of matters on the agenda. · Any member of the Committee or any ~nt.erested agency rqay present to ~he Cotnmi·~tee subjects for the agenda .concerning the control, allocation, utilization a.nd operation of existing or proposed airspace or navigation aids in Korea.. · 0

·A joint MHitary/Civil Comm~ttee has been established to undertake a specialized s·tudy of all critical air traffic coordination problems in the Lebanon a~d to introduce programmes for the ibtensive educa­tion of all Air Traf~i~ Control staff and all Civil and Military user~ o{ the airspace.

The problem no longer presents major difficulties in this countr,y. It is the policy of the Governrnent to establish only one A~T.S. unit for each sector o:f, the Airspace and that unit is responsible for· air traffic, both civil and mili'tiary, within its area of jurisdiction.

· Militar.y aircraft not engaged on operational or manoeuvre missions conform to the appropriate Rules of the Air and Ai~ Traffic· procedures both. within and out of controlled airspaces• Military flights engaged on manoeuvres or operatio·ns are handled by ·means o:t .temporary block

·airspaces· or airapace reservations and rest~iet±-ans. ·. ·

A Sub-Committee comprising the airspace controlling authorities and the airspace users, both ci-vil and military, meets quarterly to discuss and agree on matters affecting airspace -utilisation, aircraft procedures and co-ordination procedures between A•T.s. units. The Sub-Commi:t;tee re]?orta to the Aviation Co.nsultati,:V~ .Con}mittee compris­ing the Aeronautical Authorities in the Singapore F'Iltand the Militar,y authorities concerned. Thus effective liaison and co-ordi­nation is maintained between the three AeronauUcal Authorities in the region and, the operators, both civil and military.

Al4-WP/53 TE/4 13/4/62

HAL~Yll. --rcon t • d)

MEXICO

- 30 -

With one exception the air traffic control service in the Federation of Malaya is provided by the civil administration. '!'he service comprises eight Aerodrome Control units,' one ApproachControl unit and an Air 'fraffic Cont.rol Centre providing area control and flight information sorvice. By utilising forward relay stations ['.lJ:10ot complete VHF cover has been achieved within the area of jurisdiction of the A.T.c.c. situated at Kuala Lumpur. The centre t~us provides air traffic control and flight information to all aircraft. Preliminary work is now in progress to provide U.H.F. cover in the same area to military aircraft not equipped with VHF.

The one exception mentioned in the foregoing paragraph is the milJ.·t.ary A.T.S. unit. at a. large air force training base. This unit provides aerodrome corrtrol; zone control, and an advisory service. The control zone ·for this aerodrome lies outside the west coast airway (Amber 1) and it has been found necessary and effective to delegate tohe control of aircraft in the sector, about 60 n.m., to the zone control unit. Insofar as procedural and en rouLe traffic is concerned this military A. ·r. S. unit acts as an organ of the Air Traffic Control service and conforms to agreed and. notified procedures based on ICAO Standards and Recommended Practices. ·rwa civil aerodromes are situated in this control zone and air traffic is co-ordinated by and with the military A. T. s. unit. To the west of -::.he airway are a number of danger and training areas enclosed in an advisory airspace served by the military·A.T.S. unit,

The regional Air Traffic Control Centre, situated in the. State of Singapore, provides a service in the upper airspace of Malaya and at all level i!1 tho south of the peninsula •. This centre is staffed by . civil and military staff working in close proxjJility and thus provide close co-ordination and liaison. Here too the controlled airspaces are under the jurisdiction of only ono A.T.S. unit which issues clearances to non proc'edural military aircraft to cross these air­spaces.

Airspace rest:Hction in Malaya is under the con~rol of the Govern­ment and training and danger areas are not normally permitted Hithin 15 n.m. of the centre line of an airway.

The administration.has now had extensive experience in the problems of civil and military air .traffic <;;o-ordina".tion and is of the opinion that the best results can be achieved through a unified air traffic control service responsible for and of service to all aircraft within its area of jurisdiction. In framing policies and procedures it is essential t~ give full consideration to' all types of aircraft operntiono.

The competent authorities of the Government oi' Hexico, mindful of the problems which might arise as a result of the joint Civil/Hilitary use of the~ airspace, have already established the necessary liaison with the Secretariats of National Defonce and Navy of Hexico Hith the ob,iect of creating a Committee which would undertake the task of formulating and establishing the methods and the criteria to be imolemented in this respect. Since 'i·rork in this connection has just be~n started Mexico is unable'to provide the requested information at this· time; however, · it is hoped to be able to send this information in approximately six months time.

NE'r!IERLAND~

- 31 -

AI4-viP/53 TE/4 . J>:>!Ir/62

In the Netherlands FIR 'Ghe airspace below Fl 200 is divided into airways, terminal control areas, control zones and a FIR, An Upper Control Area comprises the whole of the Netherlands FIR .between Fl 200 up· to Fl 250 inclusive. Above Fl 250 the airspace ·above the Netherlands FIR is uncontrolled. ·

Lower Airspace , In the lower airspace both IFR and VFR may be applied. All aircran; operating under IFR in or through controlled airspace are under control of the relev'ant air traffic services units. (Civil units for the airways, terminal contrpl areas and control zones around civ~l aerodromes; military units for control zones around military aerodromes).

~!:...!Ur;=;nace In the.Upper Control Area (F~ 200-250) general air traffic has to follow predetermined routes which coincide with the tracks of the ainrays in the lower controlled a~rspace.

General air traffic has to fiy un1.ler IFR irrespective of weather conditions. General. air traffic is controlled by the civil A'rc centre ••

Operational (military) air traffic operating in 'Ghe Upper Airspace under VMC is, in view of military requirements, still permitted to fly under VFR. l.Jhen in IMC or at night, this operational traffic has to fly under IFR or under. effective ground radar control.

When operating under IFR an air traffic control clearance from the relevant military control unit is required. This clearance is coordinated \·lith the civil unit. Movement data on this traffic and general air traffic are exchanged between the civil and mil1tary ATS units whenever there is likelihood of co nf.l ict.

For flights under radar control, the con·trolling radar station is responsible for the separation between these flights and other air traffic. As a matter of routine the ci.vil ATS unit passes movement

· data of a:.l.l general air traffic in the UTA and above to the air- · defence radar stations.

The civil and military control units are linked by direct speech circuit.s in order t,o effect the necessary co-ordination. At th~ ciVil ATC centre military cont:rollers are placed to effect the co­ordination with the different military units. .

:to~ The policy in the Netherlands is to aim at the creation of a combined· oiVil/milita:ry control unit for all flights in the upper airspace . and make flying under IFR compulsory for all flights, regardless of flight conditions.

Finally, it may be useful to add that in the Netherlands. a joint civil/military committee on air traffic rules was created in 1950. Members are representa·Gives of the Civil Aviation Department, the Royal Netherlands Air Force and the Royal Netherlands Navy. The committee deals with all problems of principle which may arise from the joint use by civil and milita~y air traffic of airspace within the Netherlands FIR.

Al4-t-JP/53 TE/1,. APPli~~DIX B 137Zi-/62

N~~ ZEALAND

- .32 -

There is one Air 'l'rnffic Control Organisa ticn in New Zealand Hhich .is established to meet the operational requirements of both the Royal New Zealand Air Force and Civil Aviation. It is st~ffed by civilian personnel and forms part of the Nel.r Zealand Civil Aviation Administra­tion. The head of this organisation is the Controller .of Air Traffic Services lvho also holds the appointment of Di.rector of 'Air Traffic Control, Royal Now Zealand Air Force. This organisati6n came into being soon after the cessation of hostilities of World \/ar II.

Such an organisation ensures the uniform development and application of air traffic control procedures having due regard to the ~onflicting requirements of complete safety for civil aircraft on the one hand and of tactical freedom for military aircraft on the other. It also materially assists in the close co-ordination between individual air traffic control units in the practical application of these procedures.

In 1956 a Joint Aircraft Control Committee was formed and is the principal body for considering the policy and co-:ordination of ciyil and military control. The recommendations of this Committee are referred to the Royal New Zealand Air Force and Civil Aviation Administration for policy approval and implementation as may be necessary.

It has been recognised by this Joint Committee that military and civil aviation have equal rights in time of peace, although it is recognised that particular geographical areas and sections of.airspaco have greater importance to one or other of the. t1r10 parties. It is the policy of this Committee to ensure that there is no duplication of effort for civil and military aviation and wherGver.practicable civil and military share the use of the ground organisation and aeronautical facilities.

As it is des.irablo that there are standard regulations and procedures for both civil and military, the Royal New Zealand Air Force has agreed 1r1ith the Civil Aviation Administration.that the following principles 1r1il1 be observed:-

{a)' In formulating ardors and instructions they will whenever practicable conform to New Zealand Civil Aviation Rules and Rec;ulations;

(b) Aerono.utical facilities and ground organisations required for common use of military and civiL aviation "~>lill be provided jointly·or on an integrated basis by the Civil Aviation Adminis~ trat~on and the Royal New Zealand Air Force.

{o) All air traffic control units at Royal New Zealand Air Force stations are manned by Civil Aviation Administration !i.ir Traffic Control Officers. Whilst employed on RNZAF aerodromes Air Traffic Control Officers hold commissions in the 'f.Jrri torial Air Force and are req~ired to meet equal standardo in selection, training and rating as for civil aerodromes.

{d) When implementing this policy the Royal New Zealand Air Force has agreed not to unilaterally establish nor operate controlled airspace.

In addition to the foregoing principles it has also been agreed by the Civil Aviation Administration and the Royal New Zealand Air F.orce'that:

NIGERIA

NORl-IAY

Al/.~-HP/53 '£1!:/4 13/4/62

(1) The airspace ov~r N~w ~ealand be divided into flight information regions, and that controlled airspaces be established by the . Civil Aviation Administration llhere it is ag:ceed jointly that they they are justified;

(2) Air traffic control centres and control towers be established to provide air traffic control service to aircraft flying ltithin the airspaces under their jurisdiction. These units will be manned by the Civil Aviation Administration;

(3) RNZAF aircraft will, unless exempted by special arrangement, comply with the regulations and procedures for controlled airspaces vrhen flying within these airspaces;

(4) The regulations and procedures applicable to flight in "controlled airspaces" and "flight information regions" will, •rhere possible, be. relaxed for military airc.raft engaged in operational ,exercises.

In practice New Zealapd has found that this joint organisation has worked extremely Hell, but it has also been found that the varying re.quiremen~s of the military for tactical freedom produces problems the solution of v1hich has led to compara tive).y expensive ground fac ili ta tion.

The Civil Aviation authorities maintain a strict control ovor aircraft of military air traffic on the air routes Hith the,exce:ption of tactical operations. Thus, in order to avoid problems affecting flight safety, every aircraft flying over the territory of Nicaragua receives information on air traffic flying over established civil.air routes.

Civil.and military air traffic control is provided at each aerodrome by a single service. There is no problem Hith respect to the co-ordination of these two types of traffic,:

There is at present no problem arising from the use of air space for civil and military purposes, and so the issue of c~ordination has not proved necessary.

Considerable efforts have been, and are being, made to achieve the fullest poosible co-ordination of civil and mili~ary aeronautical activities in Norway.

An Air Safety Council·, acting in an advisory capacity ~nd dealing with high level policy'questions, has been established. Hembership includes the Chief af Staff, Royal Nor1-regian Air Force.

' Rogular, monthly meetings are being held l-.rith representatives from providers of air·navigation facilities and services and all major users of airspace with a· ,riew to resolving existing and future probletns on the operational level.

Special procedures apply for the_co-ordination of rules and procedures on civil and military air traffic and'for such other military activi­ties as may affect the safety of air naviga.tion.

Air traffic services are provided by a joint civil/military ATS­organization, under the ndministration of the Directorate of Civil Aviation, for both civil and military aircraft. This organization is closely integrated with the operational part of the air defence system.

Al4-WP/r.i3 TE/11•

13/4/62

NORWAY (cont'd)

PAKISTAN

PHILIPPINES

- 34 -.

On the international level Norway is an active particir;ant in the 11l0rk of the Committee on European Airspace Co-ordination, and questions on military.and civil co-ordination are also discussed at the yearly Inter-Nordic .Air Navigation Hcetine;s.

In Pakistan the most acute problem of Civil and Military Co-ordination exists in the Karachi Terminal Area. In order to solve the problem in connection with achieving proper co-ordination of civil and military air traffic, frequent Heetings are held between the Civil and military authorities to review the policy concerning both civil and military air traffic. The procedures that are evolved are co-ordinated at the-policy ~king level. In addition letters of .:Agreements have been introduced bet\-.r<Jen the Air Force and the Civil Air Traffic Control laying down exact procedures.

Generally tho policy adopted Hith regard to airspaces has b8en that of segregation and our eJ..."}>erienc:e has shmm that it has worked smoothly and to the entire satisfaction of both civil and military operators.

Civil Aerodromes in Pakistan including all the International Airports and their alternates, arc under the jurisdiction and control of the Directorate General of Civil Aviation. It has also been decided as policy that all controlled airspaces would be under the jurisdiction of the Directorate General of Civil Aviation and furthermore even Aerodrome Control .Service \-.rould he provided by the Directorate General of Civil Aviation at Aerodromes other tha.n those mentioned above if tho major users of such Aerodromes are civil operators •

. . . It may be pointed out that due to tho fGc't tlu t the Corn:nnnd.or-ip-Ch~ef, Pald.stan A:Lr Force is also resr;onsible for tne Directorate General of Civil Aviation, coordination achieved bet\.,reen civil and military spheres exists right up to the highest level.

The f'ollm..r:Lng r>rooedures nrc boinp; employed by this Administration for coordination of civil and military air traffic:

l. He have established the .'\.ir }~;J.v.iga tion Committee of the Philippines (J\N.SCCOP), cOtn))·osod of civi1 and military aviation agencies in. the Philippines. This Committee meets from time to time to discuss and agree on procedures relating to the varied aspects of aviation in· this country;

2. Ho have established direct hot-line voice communication 1-lith military facilities to handle on-the-spot coordination in our traffic control and communications.prbblems;

3. Hili tary personnel are allowed to be detailed in our Area Control Center to assist in coordinating movement of·air traffic with air defense units;

4. Hhenever necessary, conferences are held between our officials and those of the military officials to discuss and resolve issues that may uri'so involving air traffic, communications, maintenance and other related problems.

~\Te have been using these procedures .for several years and have found them to be Yery effective.

POLA.ND

PORTUGAL

- 35 -Al4-WP/53 TE/4 13/L~/62

Thu co-ordination of Civil and Nilitary Air' Traffic in the airsr>aoe controlled by Polish People 1 s Re.public is arranged as follows:

1. in spite of the fact that the controlled areas and zones in Poland are designated for the re~ular Civil Air Traffic, the military aircrn.ft may use it, but only in close co-ordination with Ciyil Air Traffic Control, and the movements of these aircraft must be executed according to Civil .Air Traffic Rules;

2. outside the controlled airspaces the air traffic may 'take place only in exceptional cases, ahd then it is co-ordinated with·· Hili tary .tl.ir 'l'raffic Services, and is .executed according to the National Rules, established for the air traffic in the areas Hhich are outside the controlled airspaces;

the National Air Traffic Mil:i. tary Organs of ATS. way of co-ordination and to make air traffic safe

Rules are obligat'ory 'for Civil and The above-mentioned l,.llles, describe the procedures Hhich are necessary to follow and efficient.

As far as our experience proved, this system of co-ordination of Civil and Military Air Traffic is satisfactory.

A joint civil and military commisdon ensures civil/mili~ary coordination in planning ATS services.

ATS operation is effected not by integration but by co-ordination betwee·n civil and military centres.

The.me?-ns used are telephone and radiotelephone links and teletype­writers. All links between civil and military services are direct.

REPUBLIC OF The system used for the co-ordination of civil and military air SOUTH AFRICA traffic in South Africa is based on the following principles:-

(a) :~:nch military aerodrome has a CTR with military personnel providinr: Annroach and Aerodrome- Control.' Particulars of these CTRs are published in the AIP. Civil Aircraft are not permitted to enter these CTRs without prior permission from the appropriate r.:j_litary c·ontrol Unit; irrespective of the weather.

(b) . All other controlled airspaces and ADRs are controlled by the civil aviation authorities and military aircraft operating in anY: of these airspaces are subject to the civil procedures.

(c) Tbe civil aviation authorities also provide FIS in the remainder of the FIRs and military aircr~ft operating in these areas normally make use of the civil services.

(d) Certain airspaces have been designated'Military Flying Areas, particulars of which are published in the AIP under tQe headings "Danger .:Areas" or "General Information" according to the type and density of flying which takes place in the areas. Civil aircraft are not prohibited from flying through these areas and adjacent civil ATC units ascertain at any time, on request from a civil pilot, whether or not military flying is in progress in a specific area.

A1!~-~.JP /53 ·rE/4 13/4/62

~~i·;: 'll:1LIC 0!" .SOU'.:';! M'JHCA

(coni:'cl)

SURINA1'4

- 3G ·

\:.'here mi.l:i Very C'l'H:c; nre clo:>e to civil C'l'Rn or. C'I'l\s, direct teleiJhone linen have l.J. ·c:n ~.1rovi.detl to facilitate co-ordinntion beb1een the civil <tn.d rnil:i.tary u.nitu.

C.:lono l:i.aj non :in mrdntnincd beh1een the civil and military aviation nuthor:i.tic;:; to cnnurc effective co-ordination.

Decree ?.500/1960 of 29 November 1960 governs the National Control Service of Air Traff:l.c. The decree spec if'ios those ca.oes in \othich th1: militn.rv authority l.s responsible for contr,ol namely, in the case of Military Bnsos Hhich nre not at tho same time Civil .Urports; their rooponsibility boine: limited to aerodrome control and approach control.

The expression liNa·tional11 cives .·the Air Traffic Control Service a civil character and a sufficiently independent authority although its functions affect civil as wall as military traffic c~mept in the mentioned cases \-There Hilitary Air Bases are responsible for aerodrome and approach control. · ·

lHth regard to the general operation of civil and military aircraft through the airsp~.:tce of the Sudan, the provisions of the Sudan Air Act, 1960 (1960 Act No.49) apply.

All traffic - military o.s well o.s civil - landing and flying over, is han~Ued by Air Traffic Services - Zanderij.

I here vii th have the . honour to inform you us follows:

1. National nolicy -~nd urnctice

Air traffic services in Sweden are provided by two separate organiza­tions, namely n civil orgnn:i~ation under the jurisdiction of the Board of Civil 1\viation and a miJ; h:n·y one under the Jurisdiction of the S\·/edi13h Air Force.

The civil ATS units consist of T\'JH:s, 1\Pl':s and ACC:s. The military units are 'r'lfR:s and Al'P:s.

'l'he above authorities have agreed that a close co-ordination shall be maintained between the b:1o 1\'rs organizations i.n order to safeguard the air traffic.

Considerable efforts to bring about such co.-ordination have been made as a re~mlt of a comtl1on study of the ~:drspace utilization problems _involved. in the introduction of d.vil jet transport aircraft.

It should be mentioned in this connection th,?.t the agreement also implies the utilization for A.T.'J purposes of certr:i.in air defence facilities such as radar stations.

The result of the civil-rnilHnry co-operntion.in the A'.rs field have so fo.r been very prom:i.rd.n!j, r:mcJ. it :i.a the :intent of the authoriticG concerned to ext(md thin co-operation further l·tith the object:ivc to establ:i::::h nn area control syr:d;cm cover:i.nr~· the c~~t:i.r"2 F'Il?:r:> o.bovc a certain level.

.SI~.J::DEN

(cont'd)

- 37 -Al4-WP/ 53 TE/ 4 13/4/6Z

It is believed here that the efficiency and economy of ATS would be improved by a merger of. civil a~d military ATS into one common organization, and that such a development should therefore be promoted. ·

2. Means employed to co-ordinate civil and military traffic

2.1 Administration

Matters concerning A'rS and airspace utilization on the civil side are ~andled by the Traffic Division of the Board of Civil Aviation and m the military side by the Flight Safety Division of the Air Force rieadquarters. It should be noted that the latter unit. is the co­ordinating body on the military ~ide of such activities affecting airspace utilization as shootin.g and bombing practices, erection of military radio towers etc.

In order to' co-ordinate activities between the civil and military sides regular consultations take place between the both divisions and a high ranked officer·in the Air Force Flight Safety Division is acting as liaison officer at the Traffic Division of the Board of Civil Aviation •.

The co-ordination is facilitated by the fact that all military air traffic controllers have enuivalent background and training as c~vil air traffic controllers and a special career is .established tor controllers in the Air Force.

Co-ordination of airways traffic

For co-ordination of civil and military traffic within the FIH:s (outside the terminal areas) Regional Radar Centres (RRC) are established within a number of Air Defence Centres. In the RRC military and civil controllers sit side by side'and have both available identical radar presentation.

Flight plans and estimatesfor traffic along airways are sent from the ACC to RRC where the information is entered on flight progress strips by a civil RRC assistant. The civil RRC-controller guards the ACC~frequency and ACC and RRC have thus the same information presented on their flight progress boards. The civil RRC-controller i~entifies airway traffic when it reports over entry fixes.

When a military aircraft wishes t.o cross the airway the pilot call.s the 'military RRC-controller, who identifies the aircraft and requests clearance from the civil RRC-controller. When n.eeded the military controller can identify an aircraft on the civil controller's re.dar display by pointing. The civil RRC-controller issues clearances on basis of information displayed on the flight progress board and -when needed - derived from the radarscope.

Co-ordination of TMA traffic

For co-ordination of traffic in TMA:'s with considerable civil and military traffic joint civil/military approach· control offices have been established.

Al4-WP/ 53 TE/ 4 -13/4/62

s·~l.l!.:DEN

(cont'd)

SWITZERLAND

- 38 -

Even in these offices the civil and military controllers are operating side by side and have both identical radar presentations.

In order to facilitate co-ordination within the TMA:s certain military sectors have been delineated.

1. The policy followed by Switzerland is in conformity with the ICAO recommendations calling for close co-ordination of civil and military air traffic. The difficulties we have encountered in such co-ordination parallel those met in other countries (unforeseeable military flights, varying procedures and technical equipment, etc.). There is an additional handicap in Switzerland owing to the use of different languages.

A Federal Air Snfety Co~mission wo.s established in 1959 as an advisory body. It is composed of civil and military authorities as well as representatives of circles closely associated with civil aviation. 'l'he tasks of this commission are to study proposals for the develop­mept, organization and operation of air safety, having special regard for problems arising throueh joint utilization of the airspace by civil nnd military aviation. The proposals developed by this Commission are submitted to the Federal Postal and Railways Depart­ment in its capacity as highest civil aviation·authority and to the Federal Military Pepartment in its capacity as highest military aviation authority. After approval by the two aforementioned Departments, the proposals are implemented by the subordinate bodies (Federal Air Office and the Air and Anti-aircraft Defence Servi~e).

On the basis of the work it 'has accomplished up to the present time, the Federal Commission of Air Safety is convinced that only a unified air safety body havin~ e~ual authority over military and civilian air traffic would. provide n Gatisfactory solutio~. However, this Commis­sion has recor,nized that the transition to a unified control of air traffic must, of necessity, be gradual. The required flight safety will be attained during the coming years by a .separation in space of civil and militari air traffic, that is by establishing controlled airspaces reserved, in principle, to civil a:ir traffic, the non­controlled airspace remaining available to military air traffic. The air routes traversing our airspace from the north to the south and from east to west make the crossing of controlled airspaces by military aircraft inevitable. Such crossing must therefore be organized under co-ordinated control. For this purpose, a co-ordination centre has been set up.

2. This co-ordination centre has been operating in its simplest form since 15.5.1961. Its present tasks are as follows:-

a) To reconstruct the "current situation" of controlled civil aircraft movements by means of messages from the air traffic control services of GGneva and Zurich;

b) To provide the military bodies with a clear picture of this situation;

c) To grant the authorization requested o~ to provide information to military aircraft wishing to utilize t:te controlled airspace, in order to prevent collisions. Civil aircraft generally are given priority treatment;

SWITZERLAND (cont'd)

- 39 -Al4-WP/53 TE/4 13/4/62

d) To arrange with the civil control centres for temporary use of sectors of the controlled airspace for the needs of military aircraft.:

The tasks enumerated in a) and b) are performed by ·the civilian controllers of the co-ordination centre. The tasks in c·) and d) are performed by military controllers in accordance with special regula­tions. The separation criteria utilized are basically those prescribed by ICAO or even more stringent prescriptions.

The tasks have been assigned as follows:

The airspace occupancy situation is reconstructed by the civilian personnel of the co-ordinating authority by means of push-buttons on a control .panel corresponding to the flight levels utilized. Each push-button corres~onds to a flight level (ICAO version) of a predetermined sector of the airspace •.

When the buttons are pressed they ljght up, thus offering a very clear view of the utilization of the entire controlled airspace. These push-buttons are also connected to a display board placed in the miiitary flight centre which is thus kept abreast of the. civil air traffic situation. There is a lamp on the display board corresponding to each push-button on the control panel. \{-hen a push-bu!ton is pressed, it lights the lamp on the display board corresponding to the flight level utilized. ' ·

The co-ordination centre must also have. knowledge of the immediately foreseeable situation and of the markings of the aircraft manoeuvering within the. controlled airspace. For this purpose, a graphic flight plan, the progress of which is synchronized with a clock, is continuously adjusted to the prevailing situation. In its horizontal position below the "current situation" within the field of vision of the military controller, the gr:aphic flight plan can be of assistance, if necessary, in anticipating a future situation. The graphic flight plan is relayed by means ~f television apparatus to the military flight service where it is chiefly.utilized for rapid identifications of civil aircraft. It is also intended for use in cases of conflict requiring telephonic communication between the military flight· service and the civil control centre.

3. At a subsequent stage of development pianned for the near future, the co~ordination centre will be adapted for receiving information from civil air routes radar equipment which has already been. installed. In principle, no modification of procedures is planned. However the intormation radar equipment will make possible a very desirable reduction of the airspace occupied by civil aircraft and at the same time it will' perm.i t more precise manoeuvering of military aircraft when crossing the controlled airspace.

We plan ultimately to continue to adapt the co-ordination centre to the needs of air traffic until final integration of civil and military air tr~ffic is attained. No definitive plan has been prepared at the present time on this matter -- any additional comment on this point would therefore be premature.

.U4-HP/j3 'n/L,

13/4/62

TUNI.'HA

UNIT:m ARAB. RSPUBLIC

- 40-

Since ~~ir t.r::.ffic control is effected exclusively by the civil authoritie~, there is no co-ordination problem at prenont in Tunisia. In i'act, in air traffic control, no distinc::tion is made bet\oTccn milit~1·y and civil aircraft.

Zonot~ rer;orvod for firinr; pr.!lcticc ·and military e~~erc ines are announced ror~uln.rly hy NO'.rAl.f.

A combined clvil and military A'l'C unit for Cairo Control Zone is chareod with tho reaponsibility of coordinating t.raffic.

The main link bet11men the Hilitary and Civil aviation authorities in the Uni tod Kingdom is the Air •rraffic Control Board which has been set up by the Ninister of ,~.viation o.nd the Secretary of State for Air. The Boo.rd comprises an i..i1dependent Chairman vlith representatives from the Air Hinistry, AdmirL'llty and Hinistry of /.1viation. The Board formulates policy on interdepartmental Air Traffic Control matters and submits periodic reports to the 11inisters on the dev:elopment of Air Traffic Control and aeelcs ministerial direction as·necessary. The Air 'l'raffic Control Executive is resoonsiblo to the ~~ir Traffic Control Boarci and is composed of a Chairman - on a rot<.ttion basis bat\·.reen Air Hinistry and Hinistry of Aviation - and representatives from the Air Hinistry, Admirnlty and Hinistry of Aviation. Its functions are:-

(a) To keep under revi0u interdepartmental Air Traf''ic Control reouiremonts·in the United Kingdom as regards equipment, tochnirmes and !Jrocodurcs and to co-ordina. to action to moet those roquirementc.

(b) To study and resolve interdepartmental Air 'fraffic Control problems raised by individual Do]Jartments.

A system of Ainrays has 'heen established over tho United Kingdom and forms the main arterioG along Hhich the bulle 0f transport air traffic flows. Control Zonnn and terminal control areas hn.vo been established around tho main nirnorts. . This :lirspnco is controlled by Civil Air Tro.ff'ic Control Centres q.nd Units and all uircraft, both Civil and Military using it, conform to sta.ndard Civil and ICAO procedures. Permanent I.F.R~ nnnly on the airways and in some terminal areas. Hilit11ry aircrnft 111ishing to cross n :lrHays cnn either obto.in nrocr;)dural clearance from the A. T. C. C. or be tA.lcen through under Military radar control usin~ radar plan sepa:::-ation. ·

The Upper Airspace above FL 250 has been divided 'into three regions through Hhich runs a network of Upper Hr 11outes (U!~11s) used by Civil and Hilitary transport aircro.ft •. A.T~C. service on those routes is tho responsibility of the A.T.C. Centres and d. number of

·joint Nilitary/Civil A. T. c. radar stations '"hich provide:-

(a) Procedural nnd radar separation betHoen aircraft on the Upper Air Routes.

- 41 -Al4.,..WP/ 53 1'E/ 4 13/4/62

UNITED KINGDOM (b) (cont 1d)

Radar senaration between aircraft on the UARs and the increasing number of Military aircraft under military radar control at the

,UNITED STATES OF AMERICA

(c)

joint radar stations. ·

Radar separation between aircraft on the UARs and the decreasing number of uncontrolled aircraft crossing the routes.

In addition, radar separation is, \Jhere possible, provided on request bet\-Teen aircraft operating off the routes. ·

This Upper Airspace Interim Radar Scheme, as it is called, is being developed towa~ds an area control system with the ultimate objective of ensuring safe separation between ail aircraft, Military and Civil, with the minimum deviation from optimum flight Path.

The United States' policies and practices in respect to the coordina­tion of civil.and military air traffic are specified in the "Federal Aviation Act of 195811 , some of the more pertinent provisions of which are quoted hereafter:·

11Declaration of Policy: Tho Administrator

Sec.lOJ. In the exorcise and performance of his powers and duties under this Act the Administrator shall consider the following, among other things, as being in the public interest:

... (c) The control of the use of the navigable airspace of the United

States and the regulation of both civil and military operations in' such airspace in the interest of the safety and 'efficiency of both;

•••

(e) The development and operation of a common system of air traffic COntrol and navigation for both military and.CiVil aircraft. II

''National Defense and Civil Needs

Sec.,306. In exercising the authority granted in, and d,ischarging. the duties imposed by, this ~ct, the Administrator shall giv~ full consi­.doration to the requirements of national defense, and of commercial nnd general aviation, and to the public right of freedom of transit through the navigable airspace1' · ·

I .

'Ai~spaoe Control and Facilities

Use of Airspace

· Seo.J07 (a) The l~.dministrator is authorized anC' directed to develop plnno for o.nd formulate policy with respec·b to thl3 use of the navig~ble airspace; and assign by rule, regulation, or order the usa of tho navigable airspace under such terms, conditions, and limitations as he TrulY doom necessary in order to insure the safety of aircraft and tho officicmt utilization of ;auch airspace. · He may modify or revoke fJUOh o.eoignmoht when· required in th~ public interest.

Al4 ... WP/53 TE/!}. 13/4/62

UNITED STATES OF AMERICA

(cont 1 d)

-42-

Air Navigation Facilities

(b) The .Mministrator is authorized, within the limits of - available appropriations made by .tho Congress, (1) to acqui~e, esta­

blish, and improve air-navigation facilities uherever necessary; (2) to operate and maintain such air-navigation facilities; (3) to arranee for publication of aeronautical maps and charts necessary for the safe and efficient movement of aircraft in air navigation utilizing the facilities and assistance of existing agencies of the Government so far as practicable; and (4) to provide necossary facilities and personnel for the regulation and nrotecUon of air traffic.

Air Traffic Rules

(c) The Administrator is further authorized and directed to prescribe air traffic rules and regulations governing the flight of aircraft, for the navigation, protection, and identification of aircraft, for the protection of persons and property on the ground, and for the efficient utilization of the navigable airspace, including rules as to safe altitudes of flight and rules for the prevention or collision between aircraft, between aircraft and land or \.r<::.t·_n· vehicles, and betvmen aircraft and airborne objects •

• • •

Exception for Military Emergencies

(f) When it is essential to the defense of the United States because of a military emergency or urgent military necessity, and when appropriate military authority so determines, and \..rhen prior notice ther~of is given to the ~dministrator, such military authority may authorize deviation by military aircraft of the national defense forces of the United States from air traffic rules issued pursuant to this title. Such prior notice shall be given to the Administrator at the ~arliest time practicable and, to the e:::tent time and circumstanc0s permit, every reasonable effort shall be made to consult

. fully with the Administrator and to arrange in advance for the required deviation from the rules on a mutually acceptable basis1'

One of the more important U.S. civil/military coordination functions is carried out by the Central Altitude Reservation Facility (CARF) which was established in July 1956 to reduce and centralize the coordination workload between Air Route Traffic Control Centers caused by the operation of large scale military exercises and training mission~. With the entry of the turbojet in.service by the civil air carriers, the problem of conflicting requirements for the ·~e airspace became acute and it has b~en necessary to withhold asleeted blocks of altitudes, in areas where there is no radar oove~age1 to insure that sufficient altitudes are available for use .bJ civil A.ir carriers during periods of heaviest· traffic. Up to ths present time,.this has worked very well, as the military services haV!i been able to accomplish their mission and the air carriers have been ~ble to operate most of the,-time at desirable flight levels.

Requests for reserved altitudes for training missions are submitted to CARF by the organization planning the, mission ~nd are either approved or revised based on the number of flight levels reserved for

_other missions, the time of the day or night, the priority assigned the planned missions and the anticipated density of civil turbojet aircraft expected to be operating in the same area. CARF has g~e.t.ly increased efficiency in the utilization of the airspace.

UNITED STATES .1-0F AMERICA

(cont 1d)

- 43 -Al4-WP/53 TE/L~ 13/4/62

The requirements of large scale exerqises or air defense tests, where ~ large number of flight levels wiil be utilized, are normally presented to the Federal ·:Aviation Agency 1 s Headquarters and Regional · Offices concerned. The natur~ of the exercise normally governs the amount of airspace required. In •many instances ;it is possible, through negotiation, to reduce the number of flight levels required,

. thus making more levels readily availabl.e to non-p~rticipating aircraft. ·

A Nptice to Airmen is not normally issued when airspace is rese~ved . for.routine training missions, since it is possible to route other aircraft above, below, around or, under certain circumstances,

, through the reserved airspace. ~]he~ an exercise or test will utilize all or nearly all of the desirable altitudes, a Notice to

.Airmen is normally issued seven to ten days prior to the exercise. When an exercise ,.Jill cause complete 11 sterilization"· of all airspace,. every effort is made to issue press releases and Notices to Airmen one to three months prior to the exercise date.

Hhen e~ercises such as Joint USAF/Army Exercises will be conducted, involving air dr~ps of troops and_equipment, high performance support aircraft and resupply aircraft,, it is customary to issue a graphic . Notice to Airmen for the benefit of airmen operating under the Visual Flight Rules, since in such cases the exercise area is not 11 sterilized11 • A manual has been issued covering the Altitude Reservation Procedures (CARF ~anual).

The Federal Aviation Act of 1958, provides for military participation in the functions of the FAA. The FAA has a .Division within its· Air Traffic Service which provides for continuous liaison with the Strategic, Tactical and Air Defense Commands. FAA personnel are assigned .to the? various commands on a permanent basis for the purpose of· ca.rrying out detailed coordination l-li th a view toward accomplisping the military mission effectively with the least interruption or . inconvenience to civil operations.

The FAA coordinates daily with the military in all aspects of airspace use concerning airways, jet routes, refueling areas, restricted 'areas, .warning areas, off-shore air\·Tays, free balloon release, rocket/.. · missile operations and aids to air navigation~

Further illustration of the close coordination for the use of civil and military l-rithin· the common air traffic system, ·is found in the documents:

(l) ATM Circular No. 5 - All Heather, ·Low-Level Navigation Routes

(2) ATM Circular No.' 48 - Low Altitude Enroute Operations .conducted in Excess· of 300 lcnots Indica ted Air Speed ·

The Federal Aviation Agency's policy advocates ~nd provides a common system for .both' civil and military aircraft operations. 1-Jhen the military has a neeq for· airspaoe, to contain operations of a hazardous nature, the FAA will set aside airspace for that particular purpose. Many military operations require restricted and/or warning areas. ·These areas are constantly being revised with the goal of providing the maximum degree of utilization of airspace. and reducing the size and number of such areas. This also i~. accomplished by "Joint Use of Restricted Areas." A Circular explaining the procedures for· establishing,such areas, has been publi~hed. ' ·

Al!-~--WP/'.B.B Tl~,/4 13/4/62

UNITED STATES OF AMERICA

(cont'd1- ·

URUGUAY

VIET-NAM

-44-

By publishing N0tice~ of Proposed Rule MakinR, and considering responses received thereto·in connection with the'promulgatlon of the final rule, th0 requirements of all users of airspace, civil and military, ca,n be made kno•m and evaluatGd. Through this media and

"through participation in informal airspace meetings at Regional and \Vashington levels, coordination is being effected Hith the military. The procedures in processing airspace cases are outlined in a booklet "FAA and ,Airspace" which is presently being revised.

There are no serious problems in the U.S. 'through lack of coordination by the civil and military authorities in the use of tho airspace. We, of course, !;ave many complex and difficult air traffic control problems to resolve, and both the civil and military authorities are striving to resolve these problems in the best interests of our nation.

At the present time our country has no policy governing co-ordinatior1 of the joint use of airspace by civil and military traffic.

Although no studies have been carried out in this respect, it should be pointed out that·the operations of our mili".:.ary aircraft are governed by the same provisions as the operations of the civil air­craft, that is to say, in accordance Hith the ICAO Standards and Recommendations~ If military requirements impose measures of a more or.less permanent nature, those measures are preceded by bilateral agreements bet1.10en the civil and military authorities. Such agree­ments are legalized by regulations of a· military nature. Thus, an effective co-ordination is achieved betHeen the civil and the military traffic.

l-Tith respect to rules ol' the air and air navi[;ai;lOn procedures, civil and military aircraft are subject to a single body of regulations. These regulat~ons are put into application af:c.er agreement with the military authorities.

With the exception·of a few military aerodromes or zones reserved fat military traffic, the airspace is placed u,nLler the control of civil bodies which aJlply the same requirements to both civil and military aircraft. The airspace reserved for military traffic is determined after agreement with the civil authorities and the limits are set in such a way as to provide a sufficient margin of separation from the usual air tr~ffic routes.

In cases where traffic fr.om a military qerodrof!le placed under the control of a military body intod'ereS'\..rith civil traffic, ·dir0ct liaison is organized between t~o. responsible air traffic bodies in order to co-ordinate the two types of traffic. A VHF/RTF point-to­point liaison is used.

Arrangements are concluded b0tween the military aerodrome control bodies and the Saigon regional control centE~r to co-ordinate clearances and the control transfer procedu~es.·

Generally speaking, all milito.ry uviation traffic bodies are placed under the "Centre Militaire de Circulation et de Heteorologie11 which is in close contact with the -Directorate of Civil ."'lviation. Liaison is maintained by teletype and/or tele'phone communication. Liaison officers are appointed to ensure permanent co-ordination 'vlith the civil bodies.

-END-·