This circular complements the 2020-2022 edition of the GASP and Doc 10131, Manual on the Development of Regional and National Aviation Safety Plans. It provides a means for a region or State to verify that its aviation safety plan, when being developed or modified, is complete and consistent with the GASP. Both the GASP and Doc 10131 present the minimum content that should be included in a RASP or a NASP (Doc 10131 also presents templates for both plans). Regions and States do not need to replicate these templates. However, they should ensure their RASP and NASP contain the minimum content proposed in the GASP, regardless of how it is presented. The checklists included in this circular can be used to identify missing content regardless of whether the aviation safety plan is based on the Doc 10131 templates or not.

The purpose of this circular is to provide guidance on the transition from the area navigation (RNAV) global navigation satellite system (GNSS) RWY XX approach naming convention to RNP RWY XX, in accordance with Amendment 6 to the Procedures for Air Navigation Services — Aircraft Operations (Doc 8168, PANS-OPS), Volume II — Construction of Visual and Instrument Flight Procedures. In particular, this circular provides the framework for a global transition plan, the framework for developing a regional transition plan by the ICAO regional offices, and provides guidance to the States on how to develop a transition plan. In each case, all stakeholder requirements need to be considered, as well as hazards, risks and mitigations of transition planning and implementation.

A global timeline for conversion is established. Within this global time frame, each region inherits its own period of transition, and each State receives—from its regional transition plan—a dedicated time slot during which the region will transition to the new chart identifications. Each State should plan to complete the transition in accordance with this slot. No regional transition plan should extend beyond the target date of the global timeline.

This circular aims to provide an overarching conceptual understanding of the surface friction characteristics that contribute to controlling an aircraft via the critical tire-to-ground contact area. The intent is to provide broad and fundamental concepts and guidance to support maintenance of surface friction characteristics and the global reporting system and format for assessing and reporting runway surface conditions applicable as of 5 November 2020.

The global reporting format for assessing and reporting runway surface conditions is outlined in amendments to the following documents:

• Annex 3 — Meteorological Service for International Air Navigation

• Annex 6 — Operation of Aircraft, Part I — International Commercial Air Transport — Aeroplanes and Part II — International General Aviation — Aeroplanes.

• Annex 8 — Airworthiness of Aircraft

• Annex 14 — Aerodromes, Volume I — Aerodrome Design and Operations

• Annex 15 — Aeronautical Information Services

• Procedures for Air Navigation Services (PANS) — Aerodromes (PANS-Aerodromes, Doc 9981)

• Procedures for Air Navigation Services (PANS) — Aeronautical Information Management (PANS-AIM, Doc 10066)

• Procedures for Air Navigation Services (PANS) — Air Traffic Management (PANS-ATM, Doc 4444)

• Aeroplane Performance Manual (Doc 10064)

• Airport Services Manual, Part 2 — Pavement Surface Conditions, Part 8 — Airport Operational Services and Part 9 — Airport Maintenance Practices (Doc 9137)

This circular addresses the following issues:

a) surface friction characteristics of pavements and runway surface contaminants;

b) how surface characteristics relate to aircraft performance;

c) assessment of runway surface conditions;

d) reporting and dissemination of runway surface conditions; and

e) the need for appropriate training of personnel involved in c) and d).

This circular provides a snapshot of lessons learned and good practices drawn from recent case studies on community engagement by aviation stakeholders. It has been developed to assist States and the aviation industry, in particular airports, airlines and Air Navigation Service Providers (ANSPs), to engage local communities and to mainly address environmental matters

The content of this circular was developed through a process of consensus, with inputs from experts from CAAs, operators, aircraft manufacturers and training organizations, in addition to the OHCHR, and was thereafter submitted for an extensive peer review to collect and take into account comments from the aviation expert community. ICAO and the OHCHR gratefully acknowledge the contribution received from the ICAO Cabin Safety Group (ICSG).

PURPOSE

This circular is based on the human rights based approach developed by the Office of the United Nations (UN) High Commissioner for Human Rights (OHCHR). The OHCHR addresses the different aspects that should be taken into account by States and other stakeholders when developing their strategies to prevent, protect, investigate and prosecute cases involving trafficking in persons.

As a specialized agency of the United Nations, the International Civil Aviation Organization (ICAO) recognized the important role that aviation plays in addressing the problem of trafficking in persons, and worked in collaboration with the OHCHR to develop this guidance material.

In 2010, the United Nations General Assembly adopted Resolution 64/293, endorsing the United Nations Global Plan of Action to Combat Trafficking in Persons¹. The Global Plan of Action urged all responsible UN entities to coordinate their efforts to effectively fight trafficking in persons and to protect the human rights of victims, including through the Inter-Agency Coordination Group against Trafficking in Persons (ICAT)² of which ICAO is a member. The Global Plan of Action encouraged States to adopt national action plans to combat trafficking in persons, includingadopting national legislation criminalizing trafficking. In 2017, the General Assembly adopted a Political Declaration,³ reiterating the commitments laid upon States to continue combating trafficking.

Based on their national action plans or frameworks, and in line with their international obligations, States’ civil aviation authorities (CAAs) should require that operators develop policies, procedures, training and guidance for their employees, specifically to raise awareness on trafficking in persons and appropriate responses.

This circular provides States and operators with the framework and topics that should be included in training packages on identifying and responding to trafficking in persons, aimed particularly at cabin crew members. Although the content of this circular is applicable to cabin crew members, the issue of trafficking and combating this issue involves several stakeholders, not just cabin crew. Flight crew members play a vital role in reporting suspected cases of trafficking on board. It is imperative that they also receive training on this subject as part of a team approach to the issue. All personnel at airports should also be trained to recognize trafficking in persons and how to report any suspected case to the appropriate authorities. Therefore, the content of this circular may be adapted and used to create training packages for different transportation stakeholders (i.e. trains, buses or cruise lines).

1. The Global Plan of Action To Combat Trafficking In Persons

2. ICAT

3. Political declaration on the implementation of the United Nations Global Plan of Action to Combat Trafficking in Persons

PURPOSE

This circular provides guidelines and supporting material for the implementation of performance-based navigation (PBN) departure procedures with reduced divergence. The reduced divergence is intended for use with aircraft flying area navigation (RNAV) departure procedures whose courses diverge immediately after departure. The material modifies provisions previously included in Chapter 6 of the Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444).

The material also modifies provisions previously included in Chapter 6 of the Procedures for Air Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168) and Chapter 3 of the Manual on Simultaneous Operations on Parallel or Near-Parallel Instrument Runways (SOIR, Doc 9643).

The continuing growth of aviation raises demands on airport departure capacity and increases noise emissions from aircraft operating in the vicinity of airports. Where possible, the use of diverging departure operations has improved operational efficiencies to accommodate increasing demands. Where operational constraints (e.g., noise constraints) preclude or limit conducting diverging departure operations with the current minimum divergence requirement of 15 degrees, PBN-enabled reduced divergence departures may enable needed gains in operational efficiencies. The procedures with reduced divergence utilize existing aircraft equipage and air traffic control (ATC) capabilities to enable (or increase) beneficial uses of diverging departure operations.

As outlined in the 2013-2028 Global Air Navigation Plan (Doc 9750), implementation of PBN in terminal airspace is recognized as a key enabler for advanced terminal operations. Various Separation and Airspace Safety Panel (SASP) activities currently support the development and amendment of terminal separation Standards.

The SASP’s work on reduced divergence requirements was based on research previously conducted by The MITRE Corporation’s Center for Advanced Aviation System Development. Initially presented at the nineteenth SASP Working Group of the Whole Meeting¹ (Montréal, Canada, 23 May to 3 June 2011), the reduced divergence requirements were based on the application of the equivalent lateral spacing operation (ELSO) concept. For variable runway layout geometries, application of the concept enables reduced divergence angles that provide lateral spacing between diverging flight paths of PBN departures in a manner equivalent to the spacing observed in conventional departure operations conducted using the minimum requirement (15 degrees) of the conventionally applicable divergence Standard.

Further work on the subject, particularly related to assessing the safety of the proposed operations and the adoption of a reduced divergence Standard, was presented at the SASP’s twenty-first ² (Seattle, United States, 29 October to 9 November 2012), twenty-second ³ (Montréal, Canada, 13 to 24 May 2013), and twenty-third ⁴

(New Delhi, India, 11 to 22 November 2013) Working Group of the Whole meetings. Beginning in November 2013, the work considered a single divergence requirement of 10 degrees for adoption in PANS-ATM.

1. SASP-WG/WHL/19-IP/2, Reduced Divergence Departures — A Standard for Equivalent Lateral Spacing Operations

2. SASP-WG/WHL/21-WP/19, Concept, Application, and Benefits of Equivalent Lateral Spacing Operation (ELSO) Departures and SASP-WG/WHL/21-FL/14, Collision Risk Calculations in Support of WP/19 – ELSO Trial

3. SASP-WG/WHL/22-WP/06, Evaluation of PBN-Enabled Reduced Divergence for Departures

4. SASP-WG/WHL/23-IP/05, Engineering Analysis for Reduced-Divergence Departures and SASP-WG/WHL/23-IP/05, Engineering Analysis for Reduced-Divergence Departures — Resubmission, Montréal, Canada, 5 to 16 May 2014

The SARPs in ICAO’s Annex 6 — Operation of Aircraft, Part I — International Commercial Air Transport — Aeroplanes, Section 3.5 were adopted by the Council to expedite the implementation of a near-term and routine aircraft tracking solution. This circular was developed as part of the NATII and is intended to support the implementation of operator aircraft tracking policies, processes and procedures. Its purpose is to provide Information for regulators and operators on how to implement the SARPs, which will become applicable on 8 November 2018.

The information contained in this circular is based on current industry best practices and on the use of readily available or emerging technologies. It is intended to support the uniform implementation of the aircraft tracking SARPs and complies with the Recommendations of the Second ICAO High-level Safety Conference (HLSC 2015).

Attention for implementers is therefore directed to current ICAO provisions requiring speed control when aircraft are close to the longitudinal separation minimum, post-implementation monitoring of new separations as described in the Manual on Monitoring the Application of Performance-based Horizontal Separation Minima (Doc 10063), SMS practices as outlined in Annex 19 — Safety Management and also the Note below the new table in the revised 5.4.2.9.2.

PURPOSE

This circular provides guidance for the implementation of longitudinal separation minima intended for the separation of aircraft approved for performance-based operations (PBO). The guidance material is associated with the provisions previously included in the Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444), 5.4.2.6.3.1 and 5.4.2.6.4.3, which have now been moved to 5.4.2.9 Performance-based Longitudinal Separation Minima and includes a new 5 minute standard— see Chapter 2 of this circular.

To support the ICAO Global Air Navigation Plan Block 0 module B0-TBO — Improved Safety and Efficiency through the Initial Application of Data Link En-route, the 50 NM, 30NM and 5 minute longitudinal separations have been made conditional on Required Communication Performance 240 (RCP 240) and Required Surveillance Performance 180 (RSP 180) approvals. Application of the separation also requires an RNP approval.