[Peetwo]

TIBA in Oz: An international embarrassment??

Via the UP:

IFALPA Safety Bulletin

Operations in Australian Traffic Information Broadcasts by Aircraft (TIBA) Airspace
Operations in Class A, C, D or E Airspace without ATC Services

Safety Bulletin

This Safety Bulletin is to alert Member Associations to the possibility of TIBA activation in any class of the Australian airspace at a short notice, and to provide guidance on what to expect from operations in such airspace.

There are no ATC communication or surveillance services available in TIBA airspace, which means that flight crews will be required to maintain their own safety in such airspace.

To provide greater context, for aircraft proceeding into TIBA airspace the air traffic controller controlling the aircraft prior to TIBA airspace will clear the Cleared Flight Level (CFL) from the aircraft's label. ASA ATC TAAATS Eurocat safety net alerts such Short Term Conflict Alert (STCA) and Minimum Safe Altitude Warning (MSAW) require the current CFL (Cleared Flight Level) and Display State for processing and correct display.

ASA TIBA Fact Sheet

AIP Australia references - 21 MAR 2024.
11. PROCEDURES WHEN ATS TEMPORARILY NOT AVAILABLE
11.1 Traffic Information Broadcast by Aircraft (TIBA)
11.1.1 TIBA procedures
11.1.1.2 TIBA procedures are intended to permit reports and relevant supplementary information of an advisory nature to be transmitted by pilots for the information of pilots of other aircraft in the vicinity.

11.1.2 Frequency
11.1.2.2 Aircraft must maintain a listening watch on the appropriate TIBA frequency. Where VHF is used for air-ground communications with ATS and an aircraft has two serviceable VHF sets, one must be tuned to the appropriate ATS frequency and the other to the TIBA frequency.
11.1.2.2 The appropriate TIBA frequencies are:
Flight Profile At or above FL200 TIBA Frequency 128.95 MHz
Flight Profile Below FL200
– In continental Class G airspace Relevant Area VHF
– Otherwise 126.35 MHz

11.2 Listening Watch
11.2.1 A listening watch must be maintained on the TIBA frequency 10 minutes before entering the designated airspace until leaving this airspace. For an aircraft taking off from an aerodrome located within 10 minutes flying time of that airspace, listening watch must start as soon as practicable after takeoff.

11.3 Time of Broadcasts
11.3.1 Broadcasts must be made:
a. 10 minutes before entering the designated airspace or, for an aircraft taking off from an aerodrome located with 10 minutes flying time of the airspace, as soon as practicable after takeoff;
b. 10 minutes prior to crossing a reporting point;
c. 10 minutes prior to crossing or joining an ATS contingency route;
d. at 20-minute intervals between distant reporting points;
e. 2 to 5 minutes, where possible, before a change in flight level;
f. at the time of a change in flight level; and
g. at any other time considered necessary by the pilot.

11.4 Acknowledgment of Broadcasts
11.4.1 Broadcasts should not be acknowledged unless a potential collision risk exists.

11.5 Changes of Cruising Level
11.5.1 Cruising level changes should not be made within the designated airspace, unless considered necessary by pilots to avoid traffic conflicts, for weather avoidance or for other valid operational reasons.
11.5.2 When changes to cruising level are unavoidable, all available aircraft lighting which would improve the visual detection of the aircraft must be displayed while changing levels.
11.5.3 When a change of level is anticipated or initiated, a change of level report must be made. When the new level is reached, a report advising that the aircraft is maintaining the new level must be made.

11.6 Collision Avoidance
11.6.1 If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk to the aircraft, and this cannot be achieved in accordance with the right of way provisions or TCAS resolution, the pilot should:
a. unless an alternative manoeuvre appears more appropriate immediately descend 1,000FT if above FL410, or 500FT if at or below FL410;
b. display all available aircraft lighting which would improve the visual detection of the aircraft;
c. as soon as possible, reply to the broadcast advising action being taken;
d. notify the action taken on the appropriate TIBA frequency; and
e. as soon as practicable, resume normal flight level, notifying the action on the appropriate TIBA frequency.

11.7 Position Reporting
11.7.1 Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.
11.7.2 A position report must be made on the next CTA/Area VHF 15 minutes prior to leaving airspace in which TIBA procedures apply to obtain a clearance or re-establish SARWATCH on the appropriate ATS frequency.

12. MANDATORY BROADCAST PROCEDURES (ATS TEMPORARILY NOT AVAILABLE)
12.1 When ATS is temporarily not available, mandatory broadcast procedures may be specified in addition to TIBA broadcasts.
12.2 When arriving or departing from an aerodrome where mandatory broadcast procedures apply, pilots must monitor the appropriate mandatory broadcast frequency. Broadcasts must be made as follows:
Phrases not included due to formatting errors.
Situation
1. Broadcasts
When a pilot broadcasts intentions.
2. Taxi
3. About to Commence Takeoff
4. Departing
5. Inbound
6. Joining the Circuit
12.3 Pilot discretion should be used in making other than the prescribed calls to assist other traffic; e.g. executing a missed approach, or position in the circuit area, or leaving levels designated on TMA routes.


From Senate Estimates

Mr Harfield (ASA CEO): When we have a service variation in en-route airspace—it is not necessarily the tower—where
we don't have the qualified air traffic controller to provide the service, we set up what is called a temporary
restricted area. We have a person to sit there, an operational person, who monitors the airspace and decides
whether somebody can enter the airspace or not, and manage. At the same time they provide a flight information
service, which is no different. We add an additional protocol, which is the traffic information broadcast by
aircraft. That means that the aircraft need to broadcast their position, no different to when they are flying into
class G or some regional ports. It means there is an extra layer of safety because instead of the air traffic
controller, the person, being the only person who knows what's going on, it's making sure that everyone—

Plus via Mount NCN:  Things that make you go Hmmm! - Australian Non-compliance with Annex 11 TIBA??

And via OPSGROUP: 

TIBA in Australia: What’s Going On?

By Chris Shieff



Key Points

• TIBA still seems to be an issue in Australia – shortage of ATC resulting in big bits of restricted Class G airspace, often at short notice.
  
• We wrote about this last year, including guidance on what to do (see updated post below), but now IFALPA have published a Safety Bulletin saying the problem is still ongoing.
  
• Amid accusations of understaffing, Australian ATC has announced they intend to strike. This process will take a few weeks to action, and so we’ll likely see disruptions from May. This may include full 24hr work stoppages and will be notified in advance via the YMMM/Melbourne and YBBB/Brisbane FIR Notams.
  

Since early in 2023, we’ve seen large sections of restricted TIBA airspace (traffic information broadcasts by aircraft) established by Notam up Australia’s East Coast in both the YMMM/Melbourne and YBBB/Brisbane FIRs.

In fact, there were 340 instances of uncontrolled airspace between June 2022 and April 2023 alone. And it’s still happening.

The cause here appears to be a fundamental shortage of air traffic controllers.



Where has this been happening?

In the South, look out for TIBA airspace east of YSCB/Canberra airport, Australia’s capital city found inland from Sydney.

Further north there has been a greater effect as large portions of coastal airspace near YBCG/Gold Coast and YBTL/Townsville airports have been impacted. This is an extremely busy air corridor – 80% of Australia’s population live on the East Coast.

At the top end of Australia, YPDN/Darwin airport has also been affected which can result in re-routes for international traffic headed up into South-East Asia and beyond.

Here’s what those hotspots look like on a map:



It’s not all the time.

TIBA airspace is being activated by Notam, typically for hours at a time. A look at today’s batch indicated all is ops-normal. However, a local airline captain has advised OPSGROUP that it is currently a frequent occurrence.

Broadcast, or avoid?

The vast majority of airline traffic appear to be avoiding the TIBA airspace. This typically involves less direct routes at the expense of delays and fuel. Helpfully, for major city pairings the NOTAMs contain suggested routes that will keep you clear. But expect SIDs or STARs you may be less familiar with.

In fact, major carriers have policies in place that prevent them from using TIBA airspace anyway – unless they happen to be in it when it is activated.

That’s not to say there won’t be other traffic taking advantage of the more advantageous routes though. The East Coast is characterised by a huge variety of traffic including charter, skydiving, medevac and survey all of which may have valid reasons for using TIBA.

It can still be used safely, but with the procedures below (a heads up: dual comms are a requirement).

How on earth do I ‘do TIBA’?

First things first. Whatever you do, don’t enter without permission. Australia’s TIBA airspace is typically restricted – in the sense you will need PPR to use it. The relevant Notams are quite helpful, and provide all the information on how to get it. Here’s an example.

Your approval will typically involve a phone call beforehand, and a chat to a flight information service in adjacent airspace for traffic information.

Once you’re in, you are totally responsible for terrain and collision avoidance. Turn that radio up and make sure you’re both alert and monitoring both the TIBA frequency and the relevant ATS one – now is not the time for controlled rest. Whoever is on the radios is going to be busy.

The Australian AIP then takes over. You can find the procedures in full here (time saver: flick to ENR 1.1-91). We’ve also put together a summary of those in this handy little briefing card which may be useful to keep in your flight bag:



Other questions?

You can also get in touch with CASA via this link, or alternatively Airservices Australia here with questions. Both have been very helpful in answering our pesky conundrums in the past.

PDF version: https://ops.group/blog/tiba-in-australia/?print=pdf

MTF...P2