777Fly. Could you perhaps provide a few more details? Some of us are not as familiar with International contingencies. Your story seems an extremely important lesson for us.
1. Did the CIS controller authorize the turn, before you started it? Or was this a timely decision made by the crew?
2. Since the CIS controller did not give the level change, did you do it on your own? Due to TCAS? Due to previous HF/VHF position reports indicating traffic behind you at same altitude?
3. Was this a 500 foot altitude change (RVSM), or 10000 foot?
4. You say you entered a hold, but the CIS controller gave you a “return clearance”. Did he then actually approve the hold?
Popay, you sound like you’ve worked in this business, and have excellent details to add. Do I understand you correctly that a controller can refuse entry, even though an overflight has been issued, as 777Fly says. And if refused, then that is to be taken as an ATC instruction, and thus aircrew must reverse course?
Furthermore, does ICAO provide any contingency instructions for crews on the proper procedure to follow when this does occur, other than “Don’t Enter”?
Guess I’m wondering about something like “if unable to receive further instructions, enter a standard hold, descend or climb 500 feet (RVSM), ….” Etc
And Popay, your reference to 10 minutes. Surely each airspace gets the information more than 10 minutes prior to entry. The ICAO flight plan has the address of each FIR, gets transmitted when the plan is filed, doesn’t it? Or perhaps not……
If one thinks globally, with such an almost deliberately complicated overfly permission procedure, and the large number of people, aircraft, and countries involved, it seems perfectly normal to expect that entry permission will not go by the book in all cases.
Hawk