8 TRAFFIC INFORMATION BROADCASTS BY AIRCRAFT (TIBA)

• 8.1 General
  • 8.1.1 TIBA are reports and information transmitted by pilots for the information of pilots of other aircraft in the vicinity following a significant disruption to air traffic or telecommunication services.
  • 8.1.2 TIBA may be used in both the Auckland Oceanic FIR (NZZO) and New Zealand FIR (NZZC).
• 8.2 Degradation of the ATS system
  • 8.2.1 Pilots will as far as practicable be advised by ATS when the level of available communication is being reduced.
  • 8.2.2 ATS have procedures outlining their response to events that may eventuate in a loss of communication. If the event (such as an evacuation of the ATSC or other ATS facility) is covered by such procedures ATS will, with due regard to their own safety and the nature of the event, issue instructions to facilitate a smooth transition to either:
    • (a) Alternative communications; or
    • (b) A TIBA environment.
  • 8.2.3 In the event that the Christchurch ATSC is evacuated, flight information and alerting services provided by Christchurch Information to IFR flights in uncontrolled airspace, and VFR flights, will cease to be provided.
• 8.3 Introduction and Applicability of TIBA
  • 8.3.1 TIBA will be introduced only when necessary and as a temporary measure. If circumstances permit, introduction of TIBA will be by NOTAM.
  • 8.3.2 Pilots of aircraft should initiate TIBA when there is a complete failure of communication from ATC. The broadcast procedures should be applied in designated airspace where there is:
    • (a) a need to supplement collision hazard information provided by air traffic services outside controlled airspace; or
    • (b) a temporary disruption of normal air traffic services.
• 8.4 VHF RTF Frequency to be used for TIBA
  New Zealand FIR (NZZC)
  • 8.4.1 Pilots are to follow frequency instructions issued by ATS. If not instructed by ATS and there is a complete ATS communication failure, refer to the TIBA Frequency Map -- North Island (Figure ENR 1.15-1) and TIBA Frequency Map -- South Island (Figure ENR 1.15-2).
  • 8.4.2 The purpose of these maps is to allow:
    • (a) The distribution of relevant traffic to relevant frequencies;
    • (b) A higher probability of contacting a ground based unit for assistance;
    • (c) Quick ascertainment by the pilot of the level of autonomy required.
    Auckland Oceanic FIR (NZZO)
  • 8.4.3 Pilots are to use frequency 128.95 MHz.
• 8.5 TIBA Listening Watch
  • 8.5.1 A listening watch should be maintained on the TIBA frequency 10 minutes before entering TIBA airspace until leaving that airspace. For an aircraft taking off from an aerodrome located within the lateral limits of TIBA airspace, listening watch should start as soon as appropriate prior to or after take-off.
  • 8.5.2 Aircraft within the NZZO FIR should also make position reports to an alternative HF station.
• 8.6 Timing of TIBA
  • 8.6.1 A broadcast should be made:
    • (a) 10 minutes before entering TIBA airspace or, for a pilot taking off from an aerodrome located within the lateral limits of TIBA airspace, as soon as appropriate prior to or after take-off;
    • (b) 10 minutes prior to, and crossing any reporting point;
    • (c) at 10 minute intervals between reporting points;
    • (d) 10 minutes prior to crossing or joining an ATS route;
    • (e) where possible 2 to 5 minutes before a change in flight level or altitude;
    • (f) at the time of a change in flight level or altitude;
    • (g) when reaching new flight level or altitude; and
    • (h) at any other time considered necessary by the pilot.
• 8.7 Content of TIBA
  • 8.7.1 The information to be broadcast in a TIBA is detailed in Table ENR 1.15-1.
• 8.8 Acknowledgement of TIBA
  • 8.8.1 The broadcasts should not be acknowledged unless a potential collision risk is perceived.
• 8.9 Changes of Cruising Level Under TIBA
  • 8.9.1 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.
  • 8.9.2 When cruising level changes are unavoidable, display all available aircraft lighting that would improve the visual detection of the aircraft while changing levels.
• 8.10 Collision Avoidance Under TIBA
  • 8.10.1 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 their aircraft, and this cannot be achieved in accordance with the standard right-of-way provisions, the pilot should:
    • (a) unless an alternative manoeuvre appears more appropriate, immediately descend 500 ft, or 1000 ft if above FL290 in an area where a vertical separation minimum of 2000 ft is applied;
    • (b) display all available aircraft lighting that would improve the visual detection of the aircraft;
    • (c) as soon as possible, reply to the broadcast notifying action being taken on the appropriate TIBA frequency; and
    • (d) as soon as practicable, resume normal flight level/altitude, notifying the action on the appropriate TIBA frequency.
    • (e) Response to a system-initiated ACAS Resolution Advisory has precedence over the above instructions.
• 8.11 Normal Position Reporting Procedures Under TIBA
  • 8.11.1 Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a TIBA.

  Table ENR 1.15-1

  Information required in TIBA

  Content	Example
  Normal broadcast
  ALL STATIONS (necessary to identify a traffic information broadcast) (callsign) FLIGHT LEVEL (number) (or CLIMBING* TO FLIGHT LEVEL/ALTITUDE (number)) (direction) (ATS route) (or DIRECT FROM (position) TO (position)) POSITION (position**) AT (time) ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time) (callsign) FLIGHT LEVEL/ALTITUDE (number) (direction) * This applies to an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace. ** For broadcasts made when the aircraft is not near an ATS significant point, the position should be given as accurately as possible and in any case to the nearest 30 minutes of latitude and longitude.	ALL STATIONS FASTAIR 69 FLIGHT LEVEL 320 SOUTHBOUND DIRECT AA TO CH VIA NP NS POSITION NP AT 1431 ESTIMATING NS AT 1452 FASTAIR 69 FLIGHT LEVEL 320 SOUTHBOUND

  Content	Example
  2 - 5 minutes prior to changing altitude/flight level
  ALL STATIONS	ALL STATIONS
  (callsign)	FASTAIR 69
  (direction)	SOUTHBOUND
  (ATS route)	DIRECT AA TO CH VIA NP NS
  (or DIRECT FROM position) TO (position))
  LEAVING FLIGHT LEVEL/ALTITUDE (number)	LEAVING FLIGHT LEVEL 320
  FOR FLIGHT LEVEL/ALTITUDE (number)	FOR FLIGHT LEVEL 340
  AT (position and time)	AT NP AT 1431
  At the time of a change in altitude/flight level
  ALL STATIONS	ALL STATIONS
  (callsign)	FASTAIR 69
  (direction)	SOUTHBOUND
  (ATS route)	DIRECT AA TO CH VIA NP NS
  (or DIRECT FROM (position) TO (position))
  LEAVING FLIGHT LEVEL/ALTITUDE (number)	LEAVING FLIGHT LEVEL 320
  NOW FOR FLIGHT LEVEL/ALTITUDE (number)	NOW FOR FLIGHT LEVEL 340
  On reaching new altitude/flight level
  ALL STATIONS	ALL STATIONS
  (callsign)	FASTAIR 69
  MAINTAINING FLIGHT LEVEL/ALTITUDE (number) NOW	MAINTAINING FLIGHT LEVEL 340 NOW