In flight contingency in the afi region
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Join Date: Jul 2010
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In flight contingency in the afi region
Hi folks
I am after the documentaion of reference where it is clearly detailed the procedure that must be carried out in the event of a contingency within the AFI region in case of a malfunction that would compromise the ability of the aircraft to maintain its allocated altitude - number of degrees of the turn away from the track system or airway, number of nm to parallel your track, proper procedure (turn first then and only then start the descent to the proper altitude based on the semicircular criterion), level off altitude - and the procedure in case of weather deviation if a preventive clearance can not be obtained - 10nm no clearance required more than that climb ro descend 300 ft based on direction of flight.
Something similar to the documentation that exists for the NAT region.
I did go over the doc7030 and the AFI supplement but i couldn t find any detailed info in it, possibly i have an uncomplete version!
Many thanks for your time
I am after the documentaion of reference where it is clearly detailed the procedure that must be carried out in the event of a contingency within the AFI region in case of a malfunction that would compromise the ability of the aircraft to maintain its allocated altitude - number of degrees of the turn away from the track system or airway, number of nm to parallel your track, proper procedure (turn first then and only then start the descent to the proper altitude based on the semicircular criterion), level off altitude - and the procedure in case of weather deviation if a preventive clearance can not be obtained - 10nm no clearance required more than that climb ro descend 300 ft based on direction of flight.
Something similar to the documentation that exists for the NAT region.
I did go over the doc7030 and the AFI supplement but i couldn t find any detailed info in it, possibly i have an uncomplete version!
Many thanks for your time
Mistrust in Management
My Friend,
In Africa if you are presented with a thunderstorm or squall line that you must avoid then do it. Try and contact ATC - don't hold your breath.
Look at your charts and consider if you might impinge another airway. If in doubt then climb or descend 500 ft.
Probably not the absolute book way of doing it - but it has kept me breathing for decades.
In Africa if you are presented with a thunderstorm or squall line that you must avoid then do it. Try and contact ATC - don't hold your breath.
Look at your charts and consider if you might impinge another airway. If in doubt then climb or descend 500 ft.
Probably not the absolute book way of doing it - but it has kept me breathing for decades.
Join Date: Jan 2008
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I too found it difficult to find a reference for contingencies in RVSM airspace in Africa, namely the one where you have to climb or descend 300 feet if you go more than 10 miles off course. It is in the Aerad Flight Information Supplement for Africa under RVSM. However it is an RVSM contingency procedure and not an African contingency procedure. It is just that Africa has adopted the RVSM contingency procedure if that makes sense! It is also more complicated as a lot of the airways in Africa run North South whereas on the atlantic flying East West it is much easier to remember whether you go up or down (Northern girls go down etc...)
It is written up quite well here
RVSM contingency procedures [Archive] - PPRuNe Forums
It is written up quite well here
RVSM contingency procedures [Archive] - PPRuNe Forums
Join Date: Jul 2000
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I was told to treat Africa like one big ocean once especially when it comes to suitable en route diversions... Therefore why not use the same contingency procedures than the NAT ones..
