At IFATCA 30 SC 1 presented the results of the study of this guidance Material, noting some concerns about the subject. This item was retained on the SC 1 work programme for 1991 in order that a list of TIBA areas could be obtained and to question for how long these areas had been in existence.

From our discussions with other international organisations it became apparent that, at the time of the investigations, no areas were being designated by States as official TIBA areas. (IFALPA member associations flying within some parts of the African Region use the IATA in-flight broadcast systems, which is similar to TIBA procedures. This is because they consider the ATC system to be inadequate in certain areas, but these are not officially designated TIBA areas.) This information has caused a dilemma, in as much as there are areas in which airline operators consider that the ATC structure is inadequate, but State Authorities do not agree, or are unwilling to admit, to deficiencies in the ATC system.

In September 1990 ICAO was asked by correspondence, if there were guidelines or criteria to indicate to States when, or under what circumstances, ATC services should be instituted or improved. The reply was that, due to the number of elements involved it has not been possible to develop specific data to determine the need for ATS in a given area or at a given location. Examples of the elements involved are listed in Annex 11, Para. 2.4 noting that the need for the provision of ATC shall be determined by consideration of the following :

a) The types of air traffic involved;
b) The density of air traffic;
c) The meteorological conditions;
d) Such other factors as may be relevant.

Additionally guidance material is provided in the ATS Planning Manual (Doc 9426), however, it is recognised by ICAO that this does not provide specific guidance to determine when ATC service is required or should be improved.

If States are unwilling to admit to deficiencies in the system it is difficult to see what International Organisations can do to achieve as ATC system adequate for the traffic levels within a particular airspace.

IFATCA’s aims, however, must not be the provision of the requisite ATC systems world-wide. The problem results as to how IFATCA can obtain information on areas where the ATC system is deficient, in the absence of any specific criteria to measure, or indicate, these deficiencies. The executive Board has established a Task Force to study technical and professional problems in the Regions. Executive Vice Presidents are collecting information from MA’s on problems associated with TIBA or In-flight Broadcast procedures, related airspace violations and ATS deficiencies.

Although no areas are officially designated as TIBA areas at the time of investigation, there are significant areas where ATS is inadequate to cope with the level of air traffic. It would be difficult to obtain information from States that would identify deficiencies in the ATC Systems. Additionally there are no specific criteria to indicate when ATC services should be introduce or improved.

MA’s provide information or details of problems caused by ATC deficiencies, airspace violations or the use of TIBA and similar procedures, to their relevant regional Executive Vice President as soon as possible. This can then be used as evidence to indicate where ATC services should be introduced, or improved.