Manual ATS PDF

AAI-ATM/001
MANUAL OF
AIR TRAFFIC SERVICES
PART 1
Second Edition – April 2008
Airports Authority of India

Airports Authority of India
FOREWORD
Airports Authority of India provides air traffic services in accordance with Annex
11 to the Chicago Convention. These services are flight information service,
alerting service and air traffic control service. In order to achieve the objectives of
air traffic services there is a need to specify procedures necessary for the safety
of air navigation for uniform application throughout India.
Maintaining the acceptable levels of safety calls for standardization and quality
assurance in every sub systems of Air Traffic System at one end and maintaining
harmony with the ICAO standards and recommended practices at the other. This
Manual of Air Traffic Services Part I has been developed by Airports Authority of
India as a part of comprehensive documentation to achieve this objective.
The purpose of this document is to establish procedures, provide information and

instructions which are essential for the provision of safe and efficient air traffic
services in the Indian airspace and at airports where air traffic services are
provided by Airports Authority of India. It is published for use and guidance of its
ATS personnel.
The ATS in-Charge of an ATC center will ensure that the provision of air traffic
service under his jurisdiction comply with the processes, procedures and
instructions contained in this manual.
I am sure that this manual will fulfill the need for best practices in provision of Air
Traffic Services according to international & national standards and
recommended practices and in meeting the requirement of ICAO Universal
Safety Audit Oversight Programme, which aims at documenting what we do,
doing what we have documented and finally demonstrating that we are doing so.
I, therefore, call upon all the personnel engaged in the provisions of Air Traffic
Services to comply with the standards, recommended practices and procedures
given in this manual for enhancing safety in the airspace under their jurisdiction.
(DR. K. RAMALINGAM)
CHAIRMAN
April 2008
Airports Authority of India Manual of Air Traffic Services– Part 1
________________________________________________________________________________
TABLE OF CONTENTS
Page
PREFACE--------------------------------------------------------------------------------------------------------------0-7
CHAPTER 1 DOCUMENTATION IDENTIFICATION AND CONTROL
1.1 Title -------------------------------------------------------------------------------------------------------------1-1

1.2 Purpose of the chapter ------------------------------------------------------------------------------------ 1-1
1.3 Purpose of the document --------------------------------------------------------------------------------- 1.1
1.4 Responsibility for documentation and publication -------------------------------------------------- 1-1
1.5 Authority/responsibility for changes--------------------------------------------------------------------- 1-1
1.6 Review --------------------------------------------------------------------------------------------------------- 1-1
1.7 Interpretation of words ------------------------------------------------------------------------------------- 1-2
1.8 Effective date------------------------------------------------------------------------------------------------- 1-2
1.9 Change history----------------------------------------------------------------------------------------------- 1-2
1.10 Format --------------------------------------------------------------------------------------------------------- 1-2
1.11 Controlling the manual -------------------------------------------------------------------------------------1-2
1.12 Distribution of the manual -------------------------------------------------------------------------------- 1-2
1.13 Master copy------------- ------------------------------------------------------------------------------------- 1-2
1.14 Checking currency of the manual ----------------------------------------------------------------------- 1-2
1.15 Enquiries ------------------------------------------------------------------------------------------------------ 1-2
CHAPTER 2 DEFINITIONS ----------------------------------------------------------------------------------- 2-1
CHAPTER 3 GENERAL
3.1 Organizational structure and functions: ------------------------------------------------------------ 3-1

3.1.1 Airports Authority of India ------------------------------------------------------------------------ 3-1
3.1.2 Functions of Airports Authority of India-------------------------------------------------------- 3-1
3.2 Roles and Responsibilities of Air Traffic Management Directorate: --------------------------- 3-2
3.3 Operational Supervision----------------------------------------------------------------------------------- 3-2
3.4 ATM Staffing-------------------------------------------------------------------------------------------------3-2
3.5 Provision of Air Traffic Services-------------------------------------------------------------------------3-2
3.6 Search and Rescue (SAR) --------------------------------------------------------------------------------3-4
3.6.1 Responsible Authority-----------------------------------------------------------------------------3-4
3.6.2 Area of Responsibility --------------------------------------------------------------------------3-4
3.6.3 RCCs and SAR units ---------------------------------------------------------------------------- 3-5
3.6.4 Satellite aided Search and Rescue ----------------------------------------------------------- 3-5
3.6.5 SAR Agreements --------------------------------------------------------------------------------- 3-5
3.7 Recruitment procedure for Air Traffic Control Officers: -------------------------------------------3-5
3.8 ATC Training at CATC--------------------------------------------------------------------------------------3-5
3.9 On-the-Job Training and Rating ------------------------------------------------------------------------- 3-6
3.10 Checking Programme --------------------------------------------------------------------------------------- 3-6
3.10.1 Regular Assessment------------------------------------------------------------------------------3-6
3.10.2 Periodic assessment----------------------------------------------------------------------------- 3-6
CHAPTER 4 AIR TRAFFIC SERVICES
4.1 Objectives of the Air Traffic Services---------------------------------------------------------------------4-1
___________________________________________________________________________
_____
April 30, 2008 0-1
________________________________________________________________________________
4.2 Divisions of the Air Traffic Services---------------------------------------------------------------------- 4-1

4.3 Classification of Airspaces--------------------------------------------------------------------------------- 4-2
4.4 Application of Air Traffic Control Service----------------------------------------------------------------4-2
4.5 Provision of Air Traffic Control Service------------------------------------------------------------------ 4-2
4.6 Operation of Air Traffic Control Service ---------------------------------------------------------------- 4-4
4.7 Responsibility for Control ----------------------------------------------------------------------------------4-4
4.8 Transfer of Responsibility --------------------------------------------------------------------------------- 4-4
4.9 Responsibility for the provision of FIS and Alerting Service--------------------------------------- 4-6
4.10 Time in Air Traffic Services ------------------------------------------------------------------------------- 4-6
4.11 Air Traffic Control Clearances ---------------------------------------------------------------------------- 4-6
4.12 Horizontal Speed Control Instructions ----------------------------------------------------------------- 4-9
4.13 Vertical Speed Control Instructions-------------------------------------------------------------------- 4-12
4.14 Change from IFR to VFR Flight ------------------------------------------------------------------------ 4-12
4.15 Altimeter Setting Procedures---------------------------------------------------------------------------- 4-13
CHAPTER 5 SEPARATION METHODS AND MINIMA
5.1 Provision for the separation of controlled traffic ------------------------------------------------------5-1

5.2 Reduction of separation minima--------------------------------------------------------------------------5-1
5.3 Loss of separation--------------------------------------------------------------------------------------------5-2
5.4 Essential traffic information---------------------------------------------------------------------------------5-2
5.5 Vertical separation--------------------------------------------------------------------------------------------5-2
5.6 Horizontal separation-----------------------------------------------------------------------------------------5-3
5.6.1 Lateral separation---------------------------------------------------------------------------------- 5-3
5.6.2 Longitudinal separation----------------------------------------------------------------------------5-5
5.7 Minimum separation between departing aircraft------------------------------------------------------5-13
5.8 Separation of departing aircraft from arriving aircraft --------------------------------------------- 5-14
5.9 Non-radar wake turbulence longitudinal separation ---------------------------------------------- 5-15
CHAPTER 6 PROCEDURES / SEPARATION IN THE VICINITY OF AERODROMES
6.1 Essential local traffic------------------------------------------------------------------------------------------ 6-1

6.2 Procedure for departing aircraft --------------------------------------------------------------------------- 6-1
6.3 Information for departing aircraft ------------------------------------------------------------------------- 6-1
6.4 Procedure for arriving aircraft------------------------------------------------------------------------------ 6-2
6.4.1 General------------------------------------------------------------------------------------------------- 6-2
6.4.2 Visual approach-------------------------------------------------------------------------------------- 6-2
6.4 3 Instrument approach-------------------------------------------------------------------------------- 6-4
6.4.4 Holding------------------------------------------------------------------------------------------------- 6-5
6.4.5 Approach sequence-------------------------------------------------------------------------------- 6-5
6.4.6 Expected approach time--------------------------------------------------------------------------- 6-6
6.4.7 Onward clearance time---------------------------------------------------------------------------- 6-7
6.5 Information for arriving aircraft----------------------------------------------------------------------------- 6-7
CHAPTER 7 AERODROME CONTROL SERVICE
7.1 Functions of aerodrome control tower------------------------------------------------------------------- 7-1

7.2 Alerting service provided by aerodrome control tower-----------------------------------------------7-1
7.3 Failure or irregularity of aids and equipment-----------------------------------------------------------7-2
7.4 Selection of runway - in – use----------------------------------------------------------------------------- 7-2
7.5 Initial call to aerodrome control tower ------------------------------------------------------------------- 7-2
April 30, 2008 0-2

________________________________________________________________________________
7.6 Information to aircraft by aerodrome control tower----------------------------------------------------7-2

7.7 Essential information on aerodrome conditions--------------------------------------------------------7-4
7.8 Control of aerodrome traffic --------------------------------------------------------------------------------7-5
7.9 Control of traffic in the traffic circuit-----------------------------------------------------------------------7-8
7.9.1 General--------------------------------------------------------------------------------------------------7-8
7.9.2 Entry of traffic circuit---------------------------------------------------------------------------------7-8
7.9.3 Priority for landing------------------------------------------------------------------------------------7-9
7.10 Order of priority for arriving and departing aircraft-------------------------------------------------- 7-9
7.11 Control of departing aircraft--------------------------------------------------------------------------------7-9
7.11.1 Departure sequence------------------------------------------------------------------------------ 7-9
7.11,2 Separation of departing aircraft ---------------------------------------------------------------- 7-9
7.11.3 Take off clearance--------------------------------------------------------------------------------- 7-9
7.12 Control of arriving aircraft ---------------------------------------------------------------------------------7-10
7.13 Procedure for low visibility operations -----------------------------------------------------------------7-11
7.14 Suspension of Visual Flight Rules Operations ------------------------------------------------------ 7-11
7.15 Authorization of special VFR flights --------------------------------------------------------------------7-11
7.16 Aeronautical ground lights --------------------------------------------------------------------------------7-12
7.17 Wind shear advisories ------------------------------------------------------------------------------------ 7-13
7.18 Designation of hot spot ----------------------------------------------------------------------------------- 7-14
CHAPTER 8 ATS SURVEILLANCE SERVICES
8.1 General provisions------------------------------------------------------------------------------------------8-1

8.2 Use of radar in air traffic control service---------------------------------------------------------------8-2
8.3 Use of SSR transponder AND ads-b TRANSMITTERS ------------------------------------------8-3
8.4 Performance checks----------------------------------------------------------------------------------------8-7
8.5 Identification of aircraft ------------------------------------------------------------------------------------ 8-7
8.6 Doubtful identification---------------------------------------------------------------------------------------8-8
8.7 Transfer of radar identification----------------------------------------------------------------------------8-8
8.8 Position information---------------------------------------------------------------------------------------- 8-9
8.9 Vectoring----------------------------------------------------------------------------------------------------- 8-10
8.10 Navigation assistance-------------------------------------------------------------------------------------8-11
8.11 Interruption or termination of ATS surveillance service ------------------------------------------8-11
8.12 Minimum level-----------------------------------------------------------------------------------------------8-11
8.13 Information regarding adverse weather ------------------------------------------------------------- 8-12
8.14 Reporting of significant meteorological information to meteorological officers ------------ 8-12
8.15 Separation application-------------------------------------------------------------------------------------8-12
8.16 Separation minima based on ATS surveillance systems --------------------------------------- 8-13
8.17 Transfer of radar control----------------------------------------------------------------------------------8-13
8.18 Speed control------------------------------------------------------------------------------------------------8-15
8.19 Emergencies, hazards and equipment failures---------------------------------------------------- 8-15
8.20 Use of radar in the approach control service--------------------------------------------------------8-17
8.20.1 General provision----------------------------------------------------------------------------- 8-17
8.20.2 General approach control procedures using ATS surveillance system ---------- 8-17
8.20.3 Vectoring to pilot-interpreted final approach aid---------------------------------------- 8-18
8.20.4 Surveillance radar approach---------------------------------------------------------------- 8-18
8.20.5 Final approach procedures------------------------------------------------------------------ 8-20
8.21 Use of ATS surveillance system in the aerodrome control service --------------------------- 8-20
8.22 Use of ATS surveillance system in the Flight Information Service ---------------------------- 8-23
CHAPTER 9 FLIGHT INFORMATION SERVICE, ADVISORY SERVICE & ALERTING SERVICE
April 30, 2008 0-3

________________________________________________________________________________
9.1 Flight Information Service ---------------------------------------------------------------------------------9-1

9.1.1 Application---------------------------------------------------------------------------------------------9-1
9.1.2 Scope of Flight Information Service-------------------------------------------------------------9-1
9.1.3 Recording and transmission of information on the progress of flights------------------9-2
9.1.4 Transfer of responsibility for the provision of Flight Information Service---------------9-2
9.1.5 Transmission of information ------------------------------------------------------------------- 9-2
9.2 Air Traffic Advisory Service -------------------------------------------------------------------------------9-5
9.3 Alerting Service------------------------------------------------------------------------------------------------9-6
9.3.1 Application ------------------------------------------------------------------------------------------9-6
9.3.2 Notification of Rescue Coordination Center------------------------------------------------- 9-7
9.3.3 Use of communication facilities----------------------------------------------------------------- 9-8
9.3.4 Plotting aircraft in a state of emergency------------------------------------------------------ 9-8
9.3.5 Information to the operator---------------------------------------------------------------------- 9-8
9.3.6 Information to aircraft operating in the vicinity of an emergency aircraft ------------ 9-8
9.3.7 Action by air traffic services units ------------------------------------------------------------- 9-9
CHAPTER 10 COORDINATION
10.1 Coordination in respect of the provision of Air Traffic Control Service------------------------10-1

10.1.1 General------------------------------------------------------------------------------------------ 10-1
10.1.2 Coordination between units providing ATS within contiguous control are ------10-1
10.1.3 Coordination between a unit providing Area Control Service and a unit
providing Approach Control Service ------------------------------------------------------10-3
10.1.4 Coordination between a unit providing Approach Control Service and a unit
providing Aerodrome Control Service ----------------------------------------------------10-5
10.1.5 Coordination between control positions within the same unit-----------------------10-6
10.2 Coordination in respect of the provision of FIS and Alerting Service ------------------------10-6
10.3 Coordination in respect of the provision of Air Traffic Advisory Service --------------------10-6
10.4 Coordination between the operator and Air Traffic Services-----------------------------------10-6
10.5 Coordination between Military Authorities and Air Traffic Services---------------------------10-7
10.6 Coordination of activities potentially hazardous to Civil Aircraft ------------------------------ 10-7
10.7 Coordination between Meteorological and ATS authorities ------------------------------------10-8
10.8 Coordination between Aeronautical Information Service and ATS units---------------------10-8
CHAPTER 11 AIR TRAFFIC SERVICES MESSAGES
11.1 Categories of messages------------------------------------------------------------------------------- 11-1

11.1.1 General---------------------------------------------------------------------------------------- 11-1
11.1.2 Emergency messages--------------------------------------------------------------------- 11-1
11.1.3 Movement and control messages------------------------------------------------------- 11-1
11.1.4 Flight Information Messages--------------------------------------------------------------11-1
11.2 General provisions---------------------------------------------------------------------------------------11-2
11.2.1 Origination and addressing of messages-----------------------------------------------11-2
11.2.2 Preparation and transmission of message---------------------------------------------11-4
11.3 Methods of message exchange-----------------------------------------------------------------------11-4
11.4 Message types and their application-----------------------------------------------------------------11-7
11.4.1 Emergency messages-----------------------------------------------------------------------11-7
11.4.2 Movement and control messages--------------------------------------------------------11-8
11.4.3 Flight Information Message----------------------------------------------------------------11-21
April 30, 2008 0-4

________________________________________________________________________________
CHAPTER 12 PHRASEOLOGIES
12.1 Introduction--------------------------------------------------------------------------------------------------12-1
12.2 Transmitting technique-----------------------------------------------------------------------------------12-1
12.3 Familiarity with radiotelephony procedures---------------------------------------------------------12-1
12.4 ICAO phonetics--------------------------------------------------------------------------------------------12-2
12.4.1 Pronunciation of numbers--------------------------------------------------------------------12-2
12.4.2 Pronunciation of Spelling & Alphabets ---------------------------------------------------12-2
12.5 Transmission of numbers in radiotelephony -------------------------------------------------------12-2
12.6 Standard words and phrases ------------------------------------------------------------------------12-3
12.7 Call signs----------------------------------------------------------------------------------------------------12-4
12.7.1 Call signs for aeronautical stations--------------------------------------------------------12-4
12.7.2 Aircraft call signs-------------------------------------------------------------------------------12-5
12.8 Establishment and condition of communication --------------------------------------------------12-5
12.9 Issue of clearance and read-back requirements -------------------------------------------------12-6
12.10 Take-Off procedure----------------------------------------------------------------------------------------12-6
12.11 Final approach and landing------------------------------------------------------------------------------12-7
12.12 After landing-------------------------------------------------------------------------------------------------12-7
12.13 General-------------------------------------------------------------------------------------------------------12-7
12.14 Grouping of Phraseologies -----------------------------------------------------------------------------12-7
12.15 ATC phraseologies (illustrated with circumstances) --------------------------------------------- 12-9
CHAPTER 13 AUTOMATIC DEPENDENT SURVEILLANCE – CONTRACT (ADS -C)

SERVICES
13.1 General------------------------------------------------------------------------------------------------------ 13-1

13.2 ADS ground system capabilities --------------------------------------------------------------------- 13-1
13.3 ADS-C related aeronautical information ----------------------------------------------------------- 13-2
13.4 Use of ADS-C in the provision of Air Traffic Control Service --------------------------------- 13-2
13.4.1 General-------------------------------------------------------------------------------------------- 13-2
13.4.2 Presentation of ADS-C data -----------------------------------------------------------------13-3
13.4.3 Provision of ADS-C services ---------------------------------------------------------------- 13-4
13.5 Use of ADS in the application of separation minima---------------------------------------------- 13-8
13.5.1 General ------------------------------------------------------------------------------------------ 13-8
13.5.2 Determination of level of occupancy------------------------------------------------------- 13-8
13.5.3 Application of horizontal separation using ADS-C position information ---------- 13-9
CHAPTER 14 CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)
14.1 General ------------------------------------------------------------------------------------------------------14-1

14.2 Establishment of CPDLC---------------------------------------------------------------------------------14-1
14.2.1 General ------------------------------------------------------------------------------------------ 14-1
14.2.2 Airborne-initiated CPDLC-------------------------------------------------------------------- 14-1
14.2.3 ATC unit-initiated CPDLC--------------------------------------------------------------------14-1
14.3 Exchange of operational CPDLC messages--------------------------------------------------------14-1
14.3.1 General -------------------------------------------------------------------------------------------- 14-1
14.3.2 Attributes of CPDLC message -------------------------------------------------------------- 14-2
14.3.2.1 Urgency---------------------------------------------------------------------------------- 14-2
14.3.2.2 Alert -------------------------------------------------------------------------------------- 14-3
April 30, 2008 0-5

________________________________________________________________________________
14.3.2.3 Response-------------------------------------------------------------------------------- 14-3

14.3.3 Transfer of CPDLC ---------------------------------------------------------------------------- 14-5
14.3.4 Free text messages ----------------------------------------------------------------------------14-5
14.3.5 Emergencies and hazards ------------------------------------------------------------------- 14-5
14.3.6 Failure of CPDLC -------------------------------------------------------------------------------14-5
14.3.7 Intentional shutdown of CPDLC ------------------------------------------------------------ 14-6
14.3.8 Failure of a single CPDLC message------------------------------------------------------- 14-6
14.3.9 Discontinuation of the use of CPDLC pilot requests ---------------------------------- 14-6
14.3.10 Testing of CPDLC ----------------------------------------------------------------------------- 14-6
CHAPTER 15 PROCEDURES RELATING TO EMERGENCIES, COMMUNICATION

FAILURE AND CONTIGENCIES
15.1 Emergencies procedure----------------------------------------------------------------------------------15.1

15.1.1 General--------------------------------------------------------------------------------------------15.1
15.1.2 Priority--------------------------------------------------------------------------------------------- 15.2
15.1.3 Unlawful interference and aircraft bomb threat----------------------------------------- 15.2
15.1.4 Emergency descent---------------------------------------------------------------------------- 15.3
15.2 Special Procedure for in flight contingencies in oceanic airspace -----------------------------15-4
15.2.1 Introduction --------------------------------------------------------------------------------------- 15-4
15.2.2 General Procedure ------------------------------------------------------------------------------15-4
15.2.3 Weather deviation procedure ---------------------------------------------------------------- 15-5
15.2.4 Procedure for strategic lateral offset (SLOP) in oceanic
and remote continental airspace ------------------------------------------------------------ 15-6
15.3 Air-ground communication failure---------------------------------------------------------------------- 15-7
15.4 Assistance to VFR flights------------------------------------------------------------------------------- 15-10
15.5 Other In-flights Contingencies ------------------------------------------------------------------------ 15-11
15.5.1 Strayed or unidentified aircraft -------------------------------------------------------------15-11
15.5.2 Interception of civil aircraft-------------------------------------------------------------------15-12
15.5.3 Fuel dumping-------------------------------------------------------------------------------------15-12
15.6 ATC Contingencies --------------------------------------------------------------------------------------15-13
15.7 Other ATC Contingency procedures-----------------------------------------------------------------15-14
15.7.1 Emergency separation-----------------------------------------------------------------------15-14
15.7.2 Short-term conflict alert (STCA) procedures------------------------------------------15-14
15.7.3 Procedure in regard to aircraft equipped with airborne collision avoidance
systems (ACAS) ----------------------------------------------------------------------------15-15
15.7.4 Minimum safe altitude warning (MSAW) procedures---------------------------------15-16
15.7.5 Ground proximity warning system---------------------------------------------------------15-16
15.7.6 Change of radiotelephony call sign for aircraft-----------------------------------------15-16
15.8 Procedure for an ATC unit when a volcanic ash cloud is reported on forecast ----------- 15-17
CHAPTER 16 MISCELLANEOUS PROCEDURES
16.1 Responsibility in regard to Military Traffic------------------------------------------------------------16-1

16.2 Responsibility in regard to Unmanned Free Balloons-------------------------------------------- 16-1
16.3 Air Traffic Incident report---------------------------------------------------------------------------------16-2
16.3.1 Submission of air traffic incident report----------------------------------------------------16-2
16.3.2 Reporting of air traffic incident---------------------------------------------------------------16-2
16.3.3 Preliminary investigation---------------------------------------------------------------------- 16-2
16.3.4 Violation reports---------------------------------------------------------------------------------16-3
April 30, 2008 0-6

________________________________________________________________________________
16.4 Runway incursion-------------------------------------------------------------------------------------------16-3

16.5 Information on the operational status of Navigation-Aids --------------------------------------16-4
16.6 ICAO Model Air Traffic Incident Report form ------------------------------------------------------- 16-5
CHAPTER 17 ATS SAFETY MANAGEMENT SYSTEM
17.1 Safety management system-----------------------------------------------------------------------------17.1

17.2 Airports Authority of India’s Safety Policy------------------------------------------------------------17.1
17.2.1 Safe navigation of aircraft---------------------------------------------------------------------17.1
17.2.2 Priority of safety---------------------------------------------------------------------------------17.1
17.2.3 Management responsibility-------------------------------------------------------------------17.1
17.2.4 Adoption of Explicit Safety Standards-----------------------------------------------------17.1
17.2.5 Safety culture------------------------------------------------------------------------------------17.1
17.2.6 Systems-------------------------------------------------------------------------------------------17.1
17.3 Objectives of ATS Safety Management System --------------------------------------------------17-1
April 30, 2008 0-7

________________________________________________________________________________
PREFACE
1) This Manual of Air Traffic Services (MATS) Part 1 is prepared and maintained by the
Directorate of Air Traffic Management, CHQ, on behalf of the Airports Authority of India for
the use and guidance of executives and staff of AAI. The Manual provides processes,
procedures and instructions that are essential for the provision of safe and efficient air
services within the airspaces under the jurisdiction of AAI and at airports where air traffic
services are provided by Airports Authority of India.
2) This Manual has been developed as a part of comprehensive documentation of the ATS
procedures, processes and facilities supporting conformance to organizational requirements
and compliance with National Regulations and Standards & Recommended Practices of
ICAO ANNEX 11, PANS - ATM DOC4444 and other ICAO documents relevant to the
provision of Air Traffic Services that are uniformly applicable to all the airports.
3) In addition to MATS - Part 1, airport specific Manuals of Air Traffic Services (MATS) - Part 2
have been developed by ATS-in–Charges of various airports, as part of the above
mentioned documentation process. MATS - Part 2 contain information, guidance,
procedures and instructions applicable to the ATS units of those particular airports and are
maintained by ATS-in-Charges of the concerned airport.
4) Differences from ICAO Standards and Recommended Practices of ICAO Annex 11 are
published in AIP India.
5) Where ever there is a difference between a Standard prescribed by ICAO and one in this
Manual, the standard prescribed in this manual shall prevail.
6) This Manual should be read in conjunction with the following:
(a) ICAO Annex 11 – Air Traffic Services

(b) PANS-ATM Doc 4444 – Procedures for Air Navigation Services - Air Traffic
Management
(c) Doc 7030 – Regional Supplementary Procedures
(d) Doc 9426 – Air Traffic Services Planning Manual
(e) Doc 9613 – Manual on Required Navigation Performance (RNP)
(f) Doc 9683 - Human Factor Training Manual
(g) Doc 9694 – Manual of Air Traffic Services Data Link Applications
(h) Doc 9734 – Safety Oversight Manual
(i) Manual of Air Traffic Services - Part 2 (Airport specific)
7) It is to be recognized that in the changing aviation safety environment, the need to amend
the Manual may be necessitated by a number of causes, such as:
(a) Changes / amendments to ICAO Annexes / Documents.

(b) Changes / introduction of DGCA CARS
(c) Introduction of new technology
(d) Requirements from ATS, Airlines or any other concerned agency
April 30, 2008 0-8

________________________________________________________________________________
8) It is intended to keep this Manual up to date. This edition (Second Edition) of the Manual is
based on the basis of experience gained and of comments & suggestions received from the
users of this Manual. Views, comments & suggestions for improvement of this edition, may
be sent to the Executive Director (Air Traffic Management), Airports Authority of India,
CHQ, New Delhi.
-----------------
April 30, 2008 0-9

CHAPTER 1
DOCUMENT IDENTIFICATION AND CONTROL
1.1 Title of the document: of Air Traffic Services and also to the
This document is identified as Manual of Air National Regulations as applicable in India.
Traffic Services – Part 1 (MATS Part1)
1.2 Purpose of this chapter: 1.5 Authority/responsibility for Changes
This chapter details the procedures for 1.5.1 The Executive Director (Air Traffic
writing, approving, controlling and amending Management), AAI is responsible for
documentation in MATS – Part 1 incorporating amendments to the Manual of
Air Traffic Services Part 1, when necessary,
1.3 Purpose of the document: after endorsement by Member (Operations)
and approval of the Chairman.
1.3.1 The purpose of this document is to
establish procedures, provide information 1.5.2 Holders of hard-copies of MATS - Part
and instructions which are essential for the 1 are responsible for ensuring that the
provision of safe and efficient air traffic Manual is kept up to date. This includes
services at airports where air traffic services inserting new chapters or chapter
are provided by Airports Authority of India. It amendments in a timely manner and
is published for use and guidance of its ATS complying with any instructions on
personnel. amendment advice.
1.3.2 The ATS in-charge of an ATC center 1.5.3 The user of MATS Part 1 will be
will ensure that the provision of air traffic responsible for verifying the currency of
services under his jurisdiction are provided documentation in the Manual.
in compliance with the processes,
procedures and instructions contained in 1.6 Review
this manual. 1.5.1
1.5.2 1.6.1 The General Manager (Standards &
1.4 Responsibility for documentation and Procedures) will conduct a six monthly audit
publication: / review of this Manual to ensure accuracy
and updating of all its contents and
1.4.1 This Manual of Air Traffic Services reference data. The results of such audit
Part 1 has been prepared by Executive and action taken thereupon will be
Director (Air Traffic Management), endorsed documented and presented through
by Member (Operations) and finally Executive Director (ATM) to Member
approved by the Chairman, AAI. The ED (Operations) for his endorsement and to the
(ATM) is responsible to publish and maintain Chairman for his approval.
this Manual on behalf of the Chairman.
1.6.2 Incorporating Changes
1.4.2 The Executive Director (Air Traffic
Management), AAI will ensure that the The General Manager (S&P) on behalf of
provisions of air traffic services as detailed the Executive Director (ATM) will ensure
in this manual are in conformance with the that the
regulatory provisions on air traffic services changes being incorporated are duly
contained in the Annexes to the Convention approved by the competent authority,
on International Civil Aviation, & various relevant pages in the Manual are
ICAO Documents relevant to the provision revised
April 30, 2008 1-1

amendments are posted on AAI’s web 1.9 Change History:

site
amendment/ advice is issued in time to 1.9.1 This is second edition of the Manual of
all concerned in respect of new Air Traffic Services Part – 1. Subsequent
chapter(s) and the same is inserted in changes will be indicated on ’Record of
the Manual. Amendments and Corrigenda’ page.
master- copy of the Manual is updated
1.10 Format
1.7 Interpretation of Words:
Amendment-documentation being inserted
1.7.1 To avoid any misunderstanding within in the manual must contain headers and
the Manual of Air Traffic Services Part - 1, footers that are consistent with those
certain words are to be interpreted as residing in this document.
having specific meanings when they are the
operative words in an instruction. 1.11 Controlling the Manual
Words Meanings Directorate of Air Traffic Management will

'shall', 'is to', The instruction is mandatory control this Manual electronically through
'are to' AAI web site www.airportsindia.org.in and
and 'must'
www.aai.aero
'will' It is only used for informative
or descriptive writing, e.g.
'pilots will file . . . . . ' is not 1.12 Distribution of the Manual
an instruction to the
controller Directorate of Air Traffic Management may
'may' It means that the instruction produce hard copies and control the
is permissive, optional or distribution of these copies, as they deem
alternative, e.g. 'a controller appropriate.
may seek assistance . . . . . '
but would not if he did not
need it.
1.13 Master Copy
'should' It means that it is strongly An electronic and a hard Master Copy of

advisable that an instruction each chapter contained in the Manual will be
is carried out; it is held and maintained by the ATM
recommended or Directorate..
discretionary. It is applied
where the more positive 1.14 Checking Currency of the Manual
'shall' is unreasonable but
nevertheless a controller A current copy of the Manual will be
would have to have a good
published on Airports Authority of India web
reason for not doing so.
site: www.airportsindia.org.in and
'miles' It always refers to nautical
miles www.aai.aero
1.7.2 In the interests of simplicity, any 1.15 Enquiries

reference to the masculine gender can be Enquiries / clarifications / suggestions, if
taken to mean either male or female. any, should be addressed to:
1.8 Effective Date: The Executive Director (ATM),

Airports Authority of India,
1.8.1 Effective date of an instruction is Rajiv Gandhi Bhawan,
indicated at the foot of the page. New Delhi-110003.
1.8.2 New edition will be indicated by date at Telephone 91- 011- 24631684
the foot of the page. FAX 91- 011- 24611078
April 30, 2008 1-2

CHAPTER 2
DEFINATIONS
When the following terms are used in context of instructions and application of Annex 11 and
PANS ATM DOC 4444, they have the following meanings:
A c) The aircraft is missing or is completely

inaccessible.
Accepting unit/ controller. Air Traffic Note 1 — For statistical uniformity only, an injury
Control Unit/ Air Traffic Controller next to resulting in death within thirty days of the date of
take control of an aircraft. the accident is classified as a fatal injury by
ICAO.
Accident. An occurrence associated with
the operation of an aircraft which takes Note 2 — An aircraft is considered to be missing
place between the time any person boards when the official search has been terminated
and the wreckage has not been located.
the aircraft with the intention of flight until
such time as all such persons have
Accuracy. A degree of conformance
disembarked, in which:
between the estimated or measured value
a) A person is fatally or seriously injured
and the true value.
as a result of:
being in the aircraft, or Note. — For measured positional data the
direct contact with any part of the accuracy is normally expressed in terms of a
aircraft, including parts which have distance from a stated position within which
become detached from the aircraft, there is a defined confidence of the true position
or falling.
direct exposure to jet blast, except
when the injuries are from natural Acknowledgement. Notification that a
causes, self-inflicted or inflicted by given communication has been correctly
other persons, or when the injuries received and understood.
are to stowaways hiding outside the
areas normally available to the ADS-C agreement. A reporting plan which
passengers and crew; or establishes the conditions of ADS-C data
reporting (i.e. data required by the air traffic
b) The aircraft sustains damage or services unit and frequency of ADS reports
structural failure which: which have to be agreed to prior to using
adversely affects the structural ADS-C in the provision of air traffic
strength, performance or flight services).
characteristics of the aircraft, and
would normally require major repair Note. — The terms of the agreement will be
exchanged between the ground system and the
or replacement of the affected
aircraft by means of a contract, or a series of
component, except for engine failure contracts.
or damage, when the damage is
limited to the engine, its cowlings or Automatic dependent surveillance –
accessories; or for damage limited to contract (ADS-C). A means by which the
propellers, wing tips, antennas, tires, terms of an ADS-C agreement will be
brakes, fairings, small dents or exchanged between the ground system and
puncture holes in the aircraft skin; or the aircraft, via a data link, specifying under
April 30, 2008 2-1

what conditions ADS-C reports would be Aerodrome traffic circuit. The specified
initiated, and what data would be contained path to be flown by aircraft operating in the
in the reports. vicinity of an aerodrome.
Note.— The abbreviated term “ADS contract” is Aerodrome traffic zone. An airspace of
commonly used to refer ADS event contract, defined dimensions established around an
ADS demand contract, ADS periodic contract or aerodrome for the protection of aerodrome
an emergency mode. traffic.
Advisory airspace. An airspace of defined Aeronautical fixed service (AFS). A
dimensions, or designated route, within telecommunication service between
which air traffic advisory service is available. specified fixed points provided primarily for
the safety of air navigation and for the
Advisory route. A designated route along regular, efficient and economical operation
which air traffic advisory service is available. of air services.
Note.— Air traffic control service provides a
much more complete service than air traffic Aeronautical fixed station. A station in the
advisory service; advisory areas and routes are aeronautical fixed service.
therefore not established within controlled
airspace, but air traffic advisory service may be Aeronautical ground light. Any light
provided below and above control areas. specially provided as an aid to air
navigation, other than a light displayed on
Aerodrome. A defined area on land or an aircraft.
water (including any buildings, installations
and equipment) intended to be used either Aeronautical Information Publication
wholly or in part for the arrival, departure (AIP). A publication issued by or with the
and surface movement of aircraft. authority of a State and containing
aeronautical information of a lasting
Note. — The term “aerodrome” where used in character essential to air navigation.
the provisions relating to flight plans and ATS
messages is intended to cover also sites other Aeronautical mobile service. A mobile
than aerodromes which may be used by certain
service between aeronautical stations and
types of aircraft, e.g. helicopters or balloons.
aircraft stations, or between aircraft stations,
in which survival craft stations may
Aerodrome control service. Air traffic
participate; emergency position-indicating
control service for aerodrome traffic.
radio beacon stations may also participate in
this service on designated distress and
Aerodrome control tower. A unit
emergency frequencies.
established to provide air traffic control
service to aerodrome traffic.
Aeronautical station. A land station in the
aeronautical mobile service. In certain
Aerodrome elevation. The elevation of the
instances, an aeronautical station may be
highest point of the landing area.
located, for example, on board ship or on a
platform at sea.
Aerodrome traffic. All traffic on the
manoeuvring area of an aerodrome and all
Aeronautical telecommunication station.
aircraft flying in the vicinity of an aerodrome.
A station in the aeronautical
Note.— An aircraft is in the vicinity of an telecommunication service.
aerodrome when it is in, entering or leaving an
aerodrome traffic circuit. AFIL. An alpha character group used to
designate an air-filed flight plan.
April 30, 2008 2-2

Airborne Collision Avoidance System risk involved, or inconclusive or conflicting

(ACAS). An aircraft system based on evidence precluded such determination.
secondary surveillance radar (SSR)
transponder signals which operate Air-filed flight plan (AFIL). A flight plan
independently of ground-based equipment provided to an air traffic services unit by an
to provide advice to the pilot on potential aircraft during its flight.
conflicting aircraft that are equipped with
SSR transponders. Air-ground communication. Two-way
communication between aircraft and
Aircraft. Any machine that can derive stations or locations on the surface of the
support in the atmosphere from the earth.
reactions of the air other than the reactions
of the air against the earth’s surface. AIRMET information. Information issued
by a meteorological watch office concerning
Aircraft address. A unique combination of the occurrence or expected occurrence of
24 bits available for assignment to an specified en-route weather phenomena
aircraft for the purpose of air-ground which may affect the safety of low-level
communications, navigation and aircraft operations and which was not
surveillance. already included in the forecast issued for
low-level flights in the flight information
Aircraft identification. A group of letters, region concerned or sub-area thereof.
figures or a combination thereof which is
either identical to, or the coded equivalent AIRPROX. The code word used in an air
of, the aircraft call sign to be used in air- traffic incident report to designate aircraft
ground communications, and which is used proximity.
to identify the aircraft in ground-ground air
traffic services communications. Air-report. A report from an aircraft in flight
prepared in conformity with requirements for
Aircraft observation. The evaluation of one position and operational and/or
or more meteorological elements made from meteorological reporting.
an aircraft in flight.
Air-taxiing. Movement of a
Aircraft proximity. A situation in which, in helicopter/VTOL above the surface of an
the opinion of a pilot or air traffic services aerodrome, normally in ground effect and at
personnel, the distance between aircraft as a ground speed normally less than 20 kt.
well as their relative positions and speed
have been such that the safety of the aircraft Note.— The actual height may vary, and some
involved may have been compromised. An helicopters may require air-taxiing above 8 m (25
aircraft proximity is classified as follows: ft) AGL to reduce ground effect turbulence or
provide clearance for cargo slingloads.
Risk of collision. The risk classification of
Air-to-ground communication. One-way
an aircraft proximity in which serious risk of
communication from aircraft to stations or
collision has existed.
locations on the surface of the earth.
Safety not assured. The risk classification
of an aircraft proximity in which the safety of
Air traffic. All aircraft in flight or operating
the aircraft may have been compromised.
on the manoeuvring area of an aerodrome.
No risk of collision. The risk classification of
Air traffic advisory service. A service
an aircraft proximity in which no risk of
provided within advisory airspace to ensure
collision has existed.
separation, in so far as practical, between
Risk not determined. The risk classification
aircraft which are operating on IFR flight
of an aircraft proximity in which insufficient
plans.
information was available to determine the
April 30, 2008 2-3

Air traffic management system. A system

Air traffic control clearance. Authorization that provides ATM through the collaborative
for an aircraft to proceed under conditions integration of humans, information,
specified by an air traffic control unit. technology, facilities and services,
supported by air and ground- and/or space-
Note 1.— For convenience, the term “air traffic based communications, navigation and
control clearance” is frequently abbreviated to surveillance.
“clearance” when used in appropriate contexts.
Air traffic service (ATS). A generic term
Note 2.— The abbreviated term “clearance” may
be prefixed by the words “taxi”, “take-off”, meaning variously, flight information service,
“departure”, “en-route”, “approach” or “landing” to alerting service, air traffic advisory service,
indicate the particular portion of flight to which the air traffic control service (area control
air traffic control clearance relates. service, approach control service or
aerodrome control service).
Air traffic control instruction. Directives
issued by air traffic control for the purpose of Air traffic services airspaces. Airspaces
requiring a pilot to take a specific action. of defined dimensions, alphabetically
designated, within which specific types of
Air traffic control service. A service flights may operate and for which air traffic
provided for the purpose of: services and rules of operation are
a) preventing collisions: specified.
1) between aircraft, and
Note.— ATS airspaces are classified as Class A
2) on the manoeuvring area between
to G
aircraft and obstructions; and
b) expediting and maintaining an orderly
Air traffic services reporting office. A unit
flow of air traffic.
established for the purpose of receiving
reports concerning air traffic services and
Air traffic control unit. A generic term
flight plans submitted before departure.
meaning variously, area control centre,
approach control unit or aerodrome control Note.— An air traffic services reporting office
tower. may be established as a separate unit or
combined with an existing unit, such as another
Air traffic flow management (ATFM). A air traffic services unit, or a unit of the
service established with the objective of aeronautical information service.
contributing to a safe, orderly and
expeditious flow of air traffic by ensuring that Air traffic services unit. A generic term
ATC capacity is utilized to the maximum meaning variously, air traffic control unit,
extent possible, and that the traffic volume is flight information centre or air traffic services
compatible with the capacities declared by reporting office.
the appropriate ATS authority.
Airway. A control area or portion thereof
Air traffic management (ATM). The established in the form of a corridor.
dynamic, integrated management of air
traffic and airspace (including air traffic ALERFA. The code word used to designate
services, airspace management and air an alert phase.
traffic flow management) – safely, Alerting service. A service provided to
economically and efficiently – through the notify appropriate organizations regarding
provision of facilities and seamless services aircraft in need of search and rescue aid,
in collaboration with all parties and involving and assist such organizations as required.
airborne and ground-based functions.
April 30, 2008 2-4

Alert phase. A situation wherein Approach control service. Air traffic

apprehension exists as to the safety of an control service for arriving or departing
aircraft and its occupants. controlled flights.
Allocation, allocate. Distribution of Approach control unit. A unit established

frequencies, SSR Codes, etc. to a State, to provide air traffic control service to
unit or service. Distribution of 24-bit aircraft controlled flights arriving at, or departing
addresses to a State or common mark from, one or more aerodromes.
registering authority.
Approach sequence. The order in which
Alphanumeric characters two or more aircraft are cleared to approach
(alphanumerics). A collective term for to land at the aerodrome.
letters and figures (digits)
Appropriate ATS authority. The relevant
Alternate aerodrome. An aerodrome to authority designated by the State
which an aircraft may proceed when it responsible for providing air traffic services
becomes either impossible or inadvisable to in the airspace concerned.
proceed to or to land at the aerodrome of
intended landing. Alternate aerodromes Appropriate authority.
include the following:
a) Regarding flight over the high seas:
Take-off alternate. An alternate aerodrome The relevant authority of the State of
at which an aircraft can land should this Registry.
become necessary shortly after take-off and
it is not possible to use the aerodrome of b) Regarding flight other than over the
departure. high seas: The relevant authority of
En-route alternate. An aerodrome at which the State having sovereignty over the
an aircraft would be able to land after territory being over flown.
experiencing an abnormal or emergency
condition while en route. Apron. A defined area, on a land
ETOPS en-route alternate. A suitable and aerodrome, intended to accommodate
appropriate alternate aerodrome at which an aircraft for purposes of loading or unloading
aeroplane would be able to land after passengers, mail or cargo, fuelling, parking
experiencing an engine shut-down or other or maintenance.
abnormal or emergency condition while en
route in an ETOPS operation. Apron management service. A service
provided to regulate the activities and
Destination alternate. An alternate movement of aircraft and vehicles on an
aerodrome to which an aircraft may proceed apron.
should it become either impossible or
inadvisable to land at the aerodrome of Area control centre (ACC). A unit
intended landing. established to provide air traffic control
service to controlled flights in control areas
Note.— The aerodrome from which a flight under its jurisdiction.
departs may also be an en-route or a destination
alternate aerodrome for that flight. Area control service. Air traffic control
Altitude. The vertical distance of a level, a service for controlled flights in control areas.
point or an object considered as a point,
measured from mean sea level Area navigation (RNAV). A method of
(MSL). navigation which permits aircraft operation
on any desired flight path within the
coverage of station-referenced navigation
April 30, 2008 2-5

aids or within the limits of the capability of and additional data, as appropriate, in a
self-contained aids, or a combination of broadcast mode via a data link.
these.
Automatic terminal information service
Area navigation route. An ATS route (ATIS). The automatic provision of current,
established for the use of aircraft capable of routine information to arriving and departing
employing area navigation. aircraft throughout 24 hours or a specified
portion thereof:
Assignment, assign. Distribution of
frequencies to stations. Distribution of SSR Data link-automatic terminal information
Codes or 24-bit aircraft addresses to service (D-ATIS). The provision of ATIS via
aircraft. data link.
ATIS. The symbol used to designate Voice-automatic terminal information service

automatic terminal information service. (Voice- ATIS). The provision of ATIS by
means of continuous and repetitive voice
ATS route. A specified route designed for broadcasts.
channeling the flow of traffic as necessary
for the provision of air traffic services. B
Note 1.— The term “ATS route” is used to mean
variously, airway, advisory route, controlled or Base turn. A turn executed by the aircraft
uncontrolled route, arrival or departure route, during the initial approach between the end
etc. of the outbound track and the beginning of
the intermediate or final approach track. The
Note 2.— An ATS route is defined by route
tracks are not reciprocal.
specifications which include an ATS route
designator, the track to or from significant points
Note.— Base turns may be designated as being
(waypoints), distance between significant points,
made either in level flight or while descending,
reporting requirements and, as determined by
according to the circumstances of each
the appropriate ATS authority, the lowest safe
individual procedure.
altitude.
ATS surveillance service. Term used to Blind transmission. A transmission from

indicate a service provided directly by one station to another station in
means of an ATS surveillance system. circumstances where two-way
communication cannot be established but
ATS surveillance system. A generic term where it is believed that the called station is
meaning variously, ADS-B, PSR, SSR or able to receive the transmission.
any comparable ground-based system that
enables the identification of aircraft. Broadcast. A transmission of information
relating to air navigation that is not
Note.- A comparable ground-based system is addressed to a specific station or stations.
one that has been demonstrated, by
comparative assessment or other methodology, C
to have a level of safety and performance equal
to or better than monopulse SSR.
Calendar. Discrete temporal reference
Automatic dependent surveillance – system that provides the basis for defining
broadcast (ADS-B). A means by which temporal position to a resolution of one day
aircraft, aerodrome vehicle and other (ISO 19108).
objects can automatically transmit and/or
receive data such as identification, position Ceiling. The height above the ground or
water of the base of the lowest layer of
April 30, 2008 2-6

cloud below 20 000 ft covering more than Communication facilities whereby direct
half the sky. speech conversation may be conducted
between three or more locations
Change-over point. The point at which an simultaneously.
aircraft navigating on an ATS route segment
defined by reference to very high frequency Contact point. A specified position, time or
omni directional radio ranges is expected to level at which an aircraft is required to
transfer its primary navigational reference establish radio communication with an air
from the facility behind the aircraft to the traffic control unit.
next facility ahead of the aircraft.
Control area. A controlled airspace
Note.— Change-over points are established to extending upwards from a specified limit
provide the optimum balance in respect of signal above the earth.
strength and quality between facilities at all
levels to be used and to ensure a common
Controlled aerodrome. An aerodrome at
source of azimuth guidance for all aircraft
operating along the same portion of a route which air traffic control service is provided to
segment. aerodrome traffic.
Note.— The term “controlled aerodrome”

Clearance limit. The point to which an
indicates that air traffic control service is
aircraft is granted an air traffic control provided to aerodrome traffic but does not
clearance. necessarily imply that a control zone exists.
Clearance void time. A time specified by Controlled airspace. An airspace of

an air traffic control unit at which a defined dimensions within which air traffic
clearance ceases to be valid unless the control service is provided in accordance
aircraft concerned has already taken action with the airspace classification.
to comply therewith.
Note.— Controlled airspace is a generic term
Code (SSR). The number assigned to a which covers ATS airspace Classes A, B, C, D
particular multiple pulse reply signal and E.
transmitted by a transponder in Mode A or
Mode C. Controlled flight. Any flight which is
subject to an air traffic control clearance.
Common Point. A point on the surface of
the earth common to the path of two aircraft, Controller-pilot data link
used as a basis for describing longitudinal communications (CPDLC). A means of
separation minima (e.g., significant point, communication between controller and pilot,
waypoint, navigation aid, fix). using data link for ATC communications.
Note..- Common point is not used for operational Control sector. A subdivision of a
purposes or in pilot/controller communications. designated control area within which
responsibility is assigned to one controller or
Computer. A device which performs to a small group of controllers.
sequences of arithmetical and logical steps
upon data without human intervention. Control zone. A controlled airspace
extending upwards from the surface of the
Note.— When the word “computer” is used in earth to a specified upper limit.
this document it may denote a computer
complex, which includes one or more computers Co-ordination. The process of obtaining
and peripheral equipment.
agreement on clearances, transfer of
control, advice or information to be issued to
Conference communication
aircraft, by means of information exchanged
April 30, 2008 2-7

between air traffic services units or between Data processing. A systematic sequence of
controller positions within such units. operations performed on data.
Cruise climb. An aeroplane cruising Note.— Examples of operations are the merging,
technique resulting in a net increase in sorting, computing or any other transformation or
altitude as the aeroplane mass decreases. rearrangement with the object of extracting or
revising information, or of altering the
representation of information.
Cruising level. A level maintained during a
significant portion of a flight.
Data quality. A degree or level of
confidence that the data provided meets the
Current data authority. The designated
requirements of the data user in terms of
ground system through which a CPDLC
accuracy, resolution and integrity.
dialogue between a pilot and a controller
currently responsible for the flight is
Datum. Any quantity or set of quantities that
permitted to take place.
may serve as a reference or basis for the
calculation of other quantities (ISO 19104).
Current flight plan (CPL). The flight plan,
including changes, if any, brought about by
Decision altitude (DA) or decision height
subsequent clearances.
(DH). A specified altitude or height in the
Note.— When the word “message” is used as a precision approach or approach with vertical
suffix to this term, it denotes the content and guidance at which a missed approach must
format of the current flight plan data sent from be initiated if the required visual reference to
one unit to another. continue the approach has not been
established.
Cyclic redundancy check (CRC). A
mathematical algorithm applied to the digital Note 1.— Decision altitude (DA) is referenced to
expression of data that provides a level of mean sea level and decision height (DH) is
referenced to the threshold elevation.
assurance against loss or alteration of data.
Note 2.— The required visual reference means
D that section of the visual aids or of the approach
area which should have been in view for
sufficient time for the pilot to have made an
Danger area. An airspace of defined
assessment of the aircraft position and rate of
dimensions within which activities change of position, in relation to the desired
dangerous to the flight of aircraft may exist flight path.
at specified times.
In Category III operations with a decision height
Data convention. An agreed set of rules the required visual reference is that specified for
governing the manner or sequence in which the particular procedure and operation.
a set of data may be combined into a
meaningful communication. Note 3.— For convenience where both
expressions are used they may be written in the
form “decision altitude/ height” and abbreviated
Data link communication. A form of
“DA/H”.
communication intended for the exchange of
messages via data link.
Declared capacity. A measure of the
ability of the ATC system or any of its
Data link initiation capability (DLIC). A
subsystems or operating positions to
data link application that provides the ability
provide service to aircraft during normal
to exchange addresses, names and version
activities. It is expressed as the number of
numbers necessary to initiate data link
aircraft entering a specified portion of
applications.
airspace in a given period of time, taking
April 30, 2008 2-8

due account of weather, ATC unit Estimated off-block time. The estimated
configuration, staff and equipment available, time at which the aircraft will commence
and any other factors that may affect the movement associated with departure.
workload of the controller responsible for the
airspace. Estimated time of arrival. For IFR flights,
the time at which it is estimated that the
Dependent parallel approaches. aircraft will arrive over that designated point,
Simultaneous approaches to parallel or defined by reference to navigation aids, from
near-parallel instrument runways where which it is intended that an instrument
radar separation minima between aircraft on approach procedure will be commenced, or,
adjacent extended runway centre lines are if no navigation aid is associated with the
prescribed. aerodrome, the time at which the aircraft will
arrive over the aerodrome. For VFR flights,
DETRESFA. The code word used to the time at which it is estimated that the
designate a distress phase. aircraft will arrive over the aerodrome.
Discrete code. A four-digit SSR Code with Expected approach time. The time at
the last two digits not being “00”. which ATC expects that an arriving aircraft,
following a delay, will leave the holding fix to
Distress phase. A situation wherein there is complete its approach for a landing.
reasonable certainty that an aircraft and its
occupants are threatened by grave and Note.— The actual time of leaving the holding fix
imminent danger or require immediate will depend upon the approach clearance.
assistance.
Downstream clearance. A clearance

F
issued to an aircraft by an air traffic control
unit that is not the current controlling Filed flight plan (FPL). The flight plan as
authority of that aircraft. filed with an ATS unit by the pilot or a
designated representative, without
Downstream data authority. A designated any subsequent changes.
ground system, different from the current
Note.— When the word “message” is used as a
data authority through which the pilot can suffix to this term, it denotes the content and
contact an appropriate ATC unit for the format of the filed flight plan data as transmitted.
purposes of receiving a downstream
clearance. Final approach. That part of an instrument
E approach procedure which commences at
the specified final approach fix or point, or
Elevation. The vertical distance of a point or where such a fix or point is not specified,
a level, on or affixed to the surface of the a) at the end of the last procedure turn, base
earth, measured from mean sea level. turn or inbound turn of a racetrack
procedure, if specified; or
Emergency phase. A generic term b) at the point of interception of the last track
meaning, as the case may be, uncertainty specified in the approach procedure; and
phase, alert phase or distress phase. ends at a point in the vicinity of an
aerodrome from which:
Estimated elapsed time. The estimated
time required to proceed from one 1) a landing can be made; or
significant point to another. 2) a missed approach procedure is initiated.
Flight crew member. A licensed crew

member charged with duties essential to the
April 30, 2008 2-9

operation of an aircraft during a flight duty intended flight or portion of a flight of an

period. aircraft.
Flight information centre. A unit Note.— Specifications for flight plans are
established to provide flight information contained in Annex 2. A Model Flight Plan Form
service and alerting service. is contained in Appendix 2 to PANS-ATM.
Flight progress board. A board designed

Flight information region (FIR). An
and used for the tabular display of flight
airspace of defined dimensions within which
data.
flight information service and alerting service
are provided.
Flight progress display. A display of data
from which the actual and intended progress
Flight information service. A service
of flights may be readily determined.
provided for the purpose of giving advice
and information useful for the safe and
Flight progress strip. Strip used for the
efficient conduct of flights.
display of flight data on a flight progress
board.
Flight level. A surface of constant
atmospheric pressure which is related to a
Flight visibility. The visibility forward from
specific pressure datum, 1 013.2
the cockpit of an aircraft in flight.
hectopascals (hPa), and is separated from
other such surfaces by specific pressure
Flow control. Measures designed to adjust
intervals.
the flow of traffic into a given airspace, along
Note 1.— A pressure type altimeter calibrated in a given route, or bound for a given
accordance with the Standard Atmosphere: aerodrome, so as to ensure the most
effective utilization of the airspace.
a) when set to a QNH altimeter setting, will
indicate altitude; Forecast. A statement of expected
b) when set to QFE altimeter setting, will meteorological conditions for a specified
indicate height above the QFE reference time or period, and for a specified area or
datum; portion of airspace.
c) when set to a pressure of 1 013.2 hPa,
may be used to indicate flight levels.
G
Note 2.— The terms “height” and “altitude”, used
in Note 1 above, indicate altimetric rather than Garbling. The degradation of code
geometric heights and altitudes. information due to the simultaneous
presence in a decoder of overlapping reply
Flight path monitoring. The use of ATS pulse trains.
surveillance system for the purpose of
providing aircraft with information and Geodetic datum. A minimum set of
advice relative to significant deviations from parameters required to define location and
nominal flight path, including deviations from orientation of the local reference system
the terms of their air traffic control with respect to the global reference
clearances. system/frame.
Note.- Some applications may require a specific
Glide path. A descent profile determined for
technology e.g. radar, to support the function of
flight monitoring. vertical guidance during a final approach.
Flight plan. Specified information provided Ground effect. A condition of improved

to air traffic services units, relative to an performance (lift) due to the interference of
the surface with the airflow pattern of the
April 30, 2008 2 - 10

rotor system when a helicopter or other safety and efficiency of aeronautical

VTOL aircraft is operating near the ground. operations.
Note.— Rotor efficiency is increased by ground
I
effect to a height of about one rotor diameter for
most helicopters.
Gregorian calendar. Calendar in general IFR. The symbol used to designate the
use; first introduced in 1582 to define a year instrument flight rules.
that more closely approximates the tropical IFR flight. A flight conducted in accordance
year than the Julian calendar (ISO19108). with the instrument flight rules.
Ground visibility. The visibility at an IMC. The symbol used to designate

aerodrome, as reported by an accredited instrument meteorological conditions.
observer.
INCERFA. The code word used to
H
designate an uncertainty phase.
Incident. An occurrence, other than an

Heading. The direction in which the accident, associated with the operation of an
longitudinal axis of an aircraft is pointed, aircraft which affects or could affect the
usually expressed in degrees from North safety of operation.
(true, magnetic, compass or grid).
Note.— The type of incidents which are of main
Height. The vertical distance of a level, a interest to the International Civil Aviation
point or an object considered as a point, Organization for accident prevention studies are
measured from a specified datum. listed in the ICAO Accident/Incident Reporting
Manual (Doc 9156).
Holding fix. A geographical location that
serves as a reference for a holding Independent parallel approaches.
procedure. Simultaneous approaches to parallel or
near-parallel instrument runways where
Holding procedure. A predetermined radar separation minima between aircraft on
manoeuvre which keeps an aircraft within a adjacent extended runway centre lines are
specified airspace while awaiting further not prescribed.
clearance.
Independent parallel departures.
Hot spot. A location on an aerodrome Simultaneous departures from parallel or
movement area with a history or potential near-parallel instrument runways.
risk of collision or runway incursion, and
where heightened attention by pilots/drivers Initial approach segment. That segment of
is necessary. an instrument approach procedure between
the initial approach fix and the intermediate
Human Factors principles. Principles approach fix or, where applicable, the final
which apply to aeronautical design, approach fix or point.
certification, training, operations and
maintenance and which seek safe interface Instrument approach procedure (IAP). A
between the human and other system series of predetermined manoeuvres by
components by proper consideration to reference to flight instruments with specified
human performance. protection from obstacles from the initial
approach fix, or where applicable, from the
Human performance. Human capabilities beginning of a defined arrival route to a
and limitations which have an impact on the point from which a landing can be
completed and thereafter, if a landing is not
April 30, 2008 2 - 11

completed, to a position at which holding or L

en-route obstacle clearance criteria apply.
Instrument approach procedures are
Landing area. That part of a movement
classified as follows:
area intended for the landing or take-off of
aircraft.
Non-precision approach (NPA) procedure.
An instrument approach procedure which
Level. A generic term relating to the vertical
utilizes lateral guidance but does not utilize
position of an aircraft in flight and meaning
vertical guidance.
variously, height, altitude or flight level.
Approach procedure with vertical guidance
Location indicator. A four-letter code group
(APV). An instrument approach procedure
formulated in accordance with rules
which utilizes lateral and vertical guidance
prescribed by ICAO and assigned to the
but does not meet the requirements
location of an aeronautical fixed station.
established for precision approach and
landing operations.
Precision approach (PA) procedure. An M
instrument approach procedure using
precision lateral and vertical guidance with Manoeuvring area. That part of an
minima as determined by the category of aerodrome to be used for the take-off,
operation. landing and taxiing of aircraft, excluding
aprons.
Note – Lateral and vertical guidance refers
to the guidance provided either by: Meteorological information.
Meteorological report, analysis, forecast,
a) a ground-based navigational aid; or and any other statement relating to existing
b) computer-generated navigational data. or expected meteorological conditions.
Instrument meteorological conditions Meteorological office. An office designated

(IMC). Meteorological conditions expressed to provide meteorological service for
in terms of visibility, distance from cloud, international air navigation.
and ceiling, less than the minima specified
for visual meteorological conditions. Meteorological report. A statement of
observed meteorological conditions related
Note 1.— The specified minima for visual to a specified time and location.
meteorological conditions are contained in
Chapter 3 of Annex 2.
Minimum fuel. The term used to describe a
Note 2.— In a control zone, a VFR flight may situation in which an aircraft’s fuel supply
proceed under instrument meteorological has reached a state where little or no delay
conditions if and as authorized by air traffic can be accepted.
control.
Integrity (aeronautical data). A degree of Note.— This is not an emergency situation but
assurance that an aeronautical data and its merely indicates that an emergency situation is
possible, should any undue delay occur.
value has not been lost nor altered since the
data origination or authorized amendment.
Missed approach procedure. The
International NOTAM office. An office procedure to be followed if the approach
designated by a State for the exchange of cannot be continued.
NOTAM internationally.
Mode (SSR). The conventional identifier
related to specific functions of the
interrogation signals transmitted by an SSR
April 30, 2008 2 - 12

interrogator. There are four modes specified intended for the surface movement of
in Annex 10: A, C, S and intermode. aircraft or that extends above a defined
surface intended to protect aircraft in flight.
Movement area. That part of an aerodrome
to be used for the take-off, landing and Obstacle clearance altitude (OCA) or
taxiing of aircraft, consisting of the obstacle clearance height (OCH). The
manoeuvring area and the apron(s). lowest altitude or the lowest height above
the elevation of the relevant runway
threshold or the aerodrome elevation as
N applicable, used in establishing compliance
with appropriate obstacle clearance criteria.
Near-parallel runways. Non-intersecting Note 1.— Obstacle clearance altitude is
runways whose extended centre lines have referenced to mean sea level and obstacle
an angle of convergence/ divergence of 15 clearance height is referenced to the threshold
degrees or less. elevation or in the case of non-precision
approaches to the aerodrome elevation or the
Next data authority. The ground system so threshold elevation if that is more than 2 m (7 ft)
designated by the current data authority below the aerodrome elevation. An obstacle
through which an onward transfer of clearance height for a circling approach is
referenced to the aerodrome elevation.
communications and control can take place.
Note 2.— For convenience when both
expressions are used they may be written in the
Normal operating zone (NOZ). Airspace of form “obstacle clearance altitude/height” and
defined dimensions extending to either side abbreviated “OCA/H”.
of an ILS localizer course and/or MLS final
approach track. Only the inner half of the Operational control. The exercise of
normal operating zone is taken into account authority over the initiation, continuation,
in independent parallel approaches. diversion or termination of a flight in the
interest of the safety of the aircraft and the
NOTAM. A notice distributed by means of regularity and efficiency of the flight.
telecommunication containing information
concerning the establishment, condition or Operator. A person, organization or
change in any aeronautical facility, service, enterprise engaged in or offering to engage
procedure or hazard, the timely knowledge in an aircraft operation.
of which is essential to personnel concerned
with flight operations.
P
No transgression zone (NTZ). In the
context of independent parallel approaches, Pilot-in-command. The pilot designated by
a corridor of airspace of defined dimensions the operator, or in the case of general
located centrally between the two extended aviation, the owner, as being in command
runway centre lines, where a penetration by and charged with the safe conduct of a
an aircraft requires a controller intervention flight.
to manoeuvre any threatened aircraft on the
adjacent approach. Position indication. The visual indication,
in non-symbolic and/or symbolic form, on a
O situation display, of the position of an
aircraft, aerodrome vehicle or other object.
Obstacle. All fixed (whether temporary or Position symbol. The visual indication in
permanent) and mobile objects, parts symbolic form, on a situation display, of the
thereof, that are located on an area
April 30, 2008 2 - 13

position of an aircraft, aerodrome vehicle or

other object obtained after automatic
processing of position data, derived from
R
any siurce.
Radar. A radio detection device which
provides information on range, azimuth
Pressure-altitude. An atmospheric
and/or elevation of objects.
pressure expressed in terms of altitude
which corresponds to that pressure in the
Radar approach. An approach in which the
Standard Atmosphere.*
final approach phase is executed under the
direction of a controller using radar.
Primary radar. A radar system which uses
reflected radio signals.
Radar clutter. The visual indication on a
situation display of unwanted signals.
Primary surveillance radar (PSR). A
surveillance radar system which uses
Radar contact. The situation which exists
reflected radio signals.
when the radar position of a particular
Printed communications. Communications aircraft is seen and identified on a situation
display.
which automatically provide a permanent
printed record at each terminal of a circuit of
all messages which pass over such circuit.
Procedural control. Term used to indicate Radar echo. The visual indication on a
that information derived from an ATS radar display of a radar signal reflected from
an object.
surveillance system is not required for the
provision of air traffic control service.
Identification. The situation which exists
Procedural separation. The separation when the position indication of a particular
used when providing procedural control. aircraft is seen on a situation display and
positively identified.
Procedure turn. A manoeuvre in which a
Radar separation. The separation used
turn is made away from a designated track
when aircraft position information is derived
followed by a turn in the opposite direction
to permit the aircraft to intercept and from radar sources.
proceed along the reciprocal of the
Radiotelephony. A form of radio
designated track.
communication primarily intended for the
Note 1.— Procedure turns are designated “left” exchange of information in the form of
or “right” according to the direction of the initial speech.
turn.
RCP type. A label (e.g. RCP 240) that
Note 2.— Procedure turns may be designated as represents the values assigned to RCP
being made either in level flight or while parameters for communication transaction
descending, according to the circumstances of time, continuity, availability and integrity.
each individual procedure.
Receiving unit/controller. Air traffic
Profile. The orthogonal projection of a flight services unit/air traffic controller to which a
path or portion thereof on the vertical message is sent.
surface containing the nominal track.
Release time. Time prior to which an
PSR blip. The visual indication, in non- aircraft should be given further clearance or
symbolic form, on a situation display of the prior to which it should not proceed in case
position of an aircraft obtained by primary of radio failure.
radar.
April 30, 2008 2 - 14

Repetitive flight plan (RPL). A flight plan Route description. The unambiguous
related to a series of frequently recurring, delineation of a route in terms of an ordered
regularly operated individual flights with sequence of ATS route designators and/or
identical basic features, submitted by an significant points.
operator for retention and repetitive use by
ATS units. Route segment. A portion of a route to be
flown, as defined by two consecutive
Reporting point. A specified geographical significant points specified in a flight plan.
location in relation to which the position of
an aircraft can be reported. Runway. A defined rectangular area on a
land aerodrome prepared for the landing
Required communication performance and take-off of aircraft.
(RCP). A statement of the performance
required for operational communication in Runway-holding position. A designated
support of specific ATM functions. position intended to protect a runway, an
obstacle limitation surface, or an ILS
Required navigation performance (RNP). critical/sensitive area at which taxiing aircraft
A statement of the navigation performance and vehicles shall stop and hold, unless
necessary for operation within a defined otherwise authorized by the aerodrome
airspace. control tower.
Note.— Navigation performance and Note.- In radiotelephony phraseologies, the

requirements are defined for a particular RNP expression “holding point” is used to
type and/or application. designate the runway –holding position.
Rescue coordination centre. A unit Runway incursion. Any occurrence at an
responsible for promoting efficient aerodrome involving the incorrect presence
organization of search and rescue services of an aircraft, vehicle or person on the
and for coordinating the conduct of search protected area of a surface designed for the
and rescue operations within a search and landing and take-off of aircraft.
rescue region.
Runway visual range (RVR). The range
Rescue unit. A unit composed of trained over which the pilot of an aircraft on the
personnel and provided with equipment centre line of a runway can see the runway
suitable for the expeditious conduct of surface markings or the lights delineating
search and rescue. the runway or identifying its centre line.
Restricted area. An airspace of defined
dimensions, above the land areas or
territorial waters of a State, within which the S
flight of aircraft is restricted in accordance
with certain specified conditions.
Safety management system (SMS). A
RNP type. A containment value expressed systematic approach to managing safety,
as a distance in nautical miles from the including the necessary organizational
intended position within which flights would structures, accountabilities, policies and
be for at least 95 per cent of the total flying procedures.
time.
Secondary radar. A radar system wherein
Example.— RNP 4 represents a navigation a radio signal transmitted from the radar
accuracy of plus or minus 7.4 km (4 NM) on a 95
per cent containment basis.
April 30, 2008 2 - 15

station initiates the transmission of a radio water/ice content, will have a transparent rather
signal from another station. than a cloudy appearance and, at the higher
specific gravities, will be readily distinguishable
Secondary surveillance radar (SSR). A from slush.
surveillance radar system which uses
Snow (on the ground)
transmitters/receivers (interrogators) and
transponders.
a) Dry snow. Snow which can be blown if
loose or, if compacted by hand, will fall
Segregated parallel operations.
apart upon release; specific gravity: up
Simultaneous operations on parallel or near-
to but not including 0.35.
parallel instrument runways in which one
b) Wet snow. Snow which, if compacted
runway is used exclusively for approaches
by hand, will stick together and tend to
and the other runway is used exclusively for
or form a snowball; specific gravity:
departures.
0.35 up to but not including 0.5.
c) Compacted snow. Snow which has
Sending unit/controller. Air traffic services
been compressed into a solid mass
unit/air traffic controller transmitting a
that resists further compression and
message.
will hold together or break up into
lumps if picked up; specific gravity: 0.5
Shoreline. A line following the general
and over.
contour of the shore, except that in cases of
inlets or bays less than 30 nautical miles in
Special VFR flight. A VFR flight cleared by
width, the line shall pass directly across the
air traffic control to operate within a control
inlet or bay to intersect the general contour
zone in meteorological conditions below
on the opposite side.
VMC.
SIGMET information. Information issued by
SSR response. The visual indication, in
a meteorological watch office concerning the
non-symbolic form, on a radar display, of a
occurrence or expected occurrence of
response from an SSR transponder in reply
specified en-route weather phenomena
to an interrogation.
which may affect the safety of aircraft
operations.
Standard instrument arrival (STAR). A
designated instrument flight rule (IFR) arrival
Significant point. A specified geographical
route linking a significant point, normally on
location used in defining an ATS route or the
an ATS route, with a point from which a
flight path of an aircraft and for other
published instrument approach procedure
navigation and ATS purposes.
can be commenced.
Situation display. An electronic display
Standard instrument departure (SID). A
depicting the position and movement of
designated instrument flight rule (IFR)
aircraft and other information as required.
departure route linking the aerodrome or a
specified runway of the aerodrome with a
Slush. Water-saturated snow which with a
specified significant point, normally on a
heel-and-toe slapdown motion against the
designated ATS route, at which the en-route
ground will be displaced with a splatter;
phase of a flight commences.
specific gravity: 0.5 up to 0.8.
Note.— Combinations of ice, snow and/or Station declination. An alignment variation

standing water may, especially when rain, rain between the zero degree radial of a VOR
and snow, or snow is falling, produce and true north, determined at the time the
substances with specific gravities in excess of VOR station is calibrated.
0.8. These substances, due to their high
April 30, 2008 2 - 16

Stopway. A defined rectangular area on the achieved on other exit taxiways thereby
ground at the end of take-off run available minimizing runway occupancy times.
prepared as a suitable area in which an Terminal control area (TMA). A control
aircraft can be stopped in the case of an area normally established at the confluence
abandoned take-off. of ATS routes in the vicinity of one or more
major aerodromes.
Surveillance radar. Radar equipment used
to determine the position of an aircraft in Threshold. The beginning of that portion of
range and azimuth. the runway usable for landing.
Synthetic display. A display of computer- Total estimated elapsed time. For IFR
generated information, normally comprising flights, the estimated time required from
aircraft positions and associated data take-off to arrive over that designated point,
presented in alphanumeric or symbolic form. defined by reference to navigation aids, from
which it is intended that an instrument
approach procedure will be commenced, or,
T if no navigation aid is associated with the
destination aerodrome, to arrive over the
Tabular display. A display of information in destination aerodrome. For VFR flights, the
the form of a table. estimated time required from take-off to
arrive over the destination aerodrome.
Target. In radar,
Touchdown. The point where the nominal
1) generally, any discrete object which glide path intercepts the runway.
reflects or retransmits energy back to
the radar equipment; Note.— “Touchdown” as defined above is only a
2) specifically, an object of radar search datum and is not necessarily the actual point at
which the aircraft will touch the runway.
or surveillance.
Track. The projection on the earth’s surface
Taxiing. Movement of an aircraft on the
of the path of an aircraft, the direction of
surface of an aerodrome under its own
which path at any point is usually expressed
power, excluding take-off and landing.
in degrees from North (true, magnetic or
grid).
Taxiway. A defined path on a land
aerodrome established for the taxiing of
Traffic avoidance advice. Advice provided
aircraft and intended to provide a link
by an air traffic services unit specifying
between one part of the aerodrome and
manoeuvres to assist a pilot to avoid a
another, including:
collision.
a) Aircraft stand taxilane. A portion of an
Traffic information. Information issued by
apron designated as a taxiway and
an air traffic services unit to alert a pilot to
intended to provide access to aircraft
other known or observed air traffic which
stands only.
may be in proximity to the position or
b) Apron taxiway. A portion of a taxiway
intended route of flight and to help the pilot
system located on an apron and
avoid a collision.
intended to provide a through taxi route
across the apron.
Transfer of control point. A defined point
c) Rapid exit taxiway. A taxiway connected
located along the flight path of an aircraft, at
to a runway at an acute angle and
which the responsibility for providing air
designed to allow landing aeroplanes to
traffic control service to the aircraft is
turn off at higher speeds than are
April 30, 2008 2 - 17

transferred from one control unit or control

position to the next. VFR. The symbol used to designate the
visual flight rules.
Transferring unit/controller. Air traffic
control unit/air traffic controller in the VFR flight. A flight conducted in accordance
process of transferring the responsibility for with the visual flight rules.
providing air traffic control service to an
aircraft to the next air traffic control unit/air Visibility. Visibility for aeronautical
traffic controller along the route of flight. purposes is the greater of:
Transition altitude. The altitude at or below
which the vertical position of an aircraft is a) the greatest distance at which a black
controlled by reference to altitudes. object of suitable dimensions, situated
near the ground, can be seen and
Transition layer. The airspace between the recognized when observed against a
transition altitude and the transition level. bright background;
b) the greatest distance at which lights in
Transition level. The lowest flight level the vicinity of 1 000 candelas can be
available for use above the transition seen and identified against an unlit
altitude. background.
Note.— The two distances have different values

U
in air of a given extinction coefficient, and the
latter b) varies with the background illumination.
The former a) is represented by the
Uncertainty phase. A situation wherein meteorological optical range (MOR).
uncertainty exists as to the safety of an
aircraft and its occupants. Visual approach. An approach by an IFR
flight when either part or all of an instrument
Unlimited route concept. A concept of approach procedure is not completed and
controlled airspace organization which the approach is executed in visual reference
allows an operator complete freedon to to terrain.
choose the route to be taken by a flight from
one point to another provided that the route Visual meteorological conditions.
is adequately defined in the flight plan and Meteorological conditions expressed in
adhered to as accurately as circumstances terms of visibility, distance from cloud, and
permit. ceiling, equal to or better than specified
Unmanned free balloon. A non-power- minima.
driven, unmanned, lighter-than-air aircraft in Note.— The specified minima are contained in
free flight. Annex 2, Chapter 4.
Note.— Unmanned free balloons are classified VMC. The symbol used to designate visual
as heavy, medium or light in accordance with meteorological conditions.
specifications contained in Annex 2, Appendix 4.
W
V
Waypoint. A specified geographical location
used to define an area navigation route or
Vectoring. Provision of navigational the flight path of an aircraft employing area
guidance to aircraft in the form of specific navigation. Waypoints are identified as
headings, based on the use of an ATS either:
surveillance system.
April 30, 2008 2 - 18

Fly-by waypoint. A waypoint which requires

turn anticipation to allow tangential
interception of the next segment of a route
or procedure, or
Flyover waypoint. A waypoint at which a turn

is initiated in order to join the next segment
of a route or procedure.
April 30, 2008 2 - 19

CHAPTER 3
GENERAL
3.1 Organizational structure and international bodies such as

functions IATA and ICAO.
Establishment of control zones and
3.1.1 Airports Authority of India control areas and changes to existing
control zones and areas.
3.1.1.1 Airports Authority of India is a Establishment of Danger / Prohibited
Statutory Public Sector Undertaking of the and restricted areas and changes to
Government of India formed by Act 95 mentioned areas in coordination with
/1994 of Parliament as amended by AAI concerned Government Agencies.
Amendment Act 43 of 2003. It is governed Providing Search & Rescue
by a Board of Directors, consisting of whole coordination for aircraft in distress
time members, as well as part-time Providing Aeronautical Information
members, appointed by the Government of Service (AIS) as prescribed by ICAO to
India. all domestic and international airlines
and ATS of other countries.
3.1.1.2 AAI website www.airportsindia.org.in Survey of airports, publication of
and www.aai.aero provide details of the aeronautical maps and charts
organizational structure of AAI Development of Instrument Approach to
Land (IAL) procedures & IAL charts.
3.1.1.3 Postal and telegraphic address Monitor and control of obstructions
around airports to ensure compliance
Airports Authority of India, with SARPS of ICAO.
Rajiv Gandhi Bhawan, Coordination with International Civil
Safdarjung airport, Aviation Organization, Regional Office
New Delhi – 110003 Bangkok and Headquarters Montreal,
Canada on matters relating to airspace
Telephone: 011- 24632950 management, provision of Air
Fax: 011- 24641088 Navigation Services and aviation rules
AFS VIDDYXAC and regulations.
Manpower Planning, training and award
3.1.2 Functions of Airports Authority of of ratings to Air Traffic Controllers in
India and ATM Directorate conformity with ICAO rules and
regulations as stated in Annex 1
3.1.2.1 Various functions of Airports (Personnel Licensing).
Authority of India are listed in Chapter III of Monitoring of standards and procedures
the AAI ACT, 1994 in the provision of Air Traffic Services.
Investigation of Air Traffic Incidents in
3.1.2.2 Functions of Directorate of Air Traffic coordination with DGCA and taking
Management are as follows: corrective action thereupon.
Matters related to Aviation Security.
Provision of Air Traffic Services (ATS) Monitoring of environmental hazards at
to all arriving, departing & over flying airports.
aircraft over Indian airspace.
Establishment of ATS routes, 3.1.2.3 Provision of air traffic management
realignment of existing air routes in services is one of the essential functions of
consultation with user airlines and AAI. This function is carried out under the
April 30, 2008 3-1

direction and control of Member FIRs as published in Aeronautical

(Operations), who is a whole time Board Information Publications (AIP).
Member of AAI The Executive Director
(ATM), reporting to Member (Operations), is 3.4 ATM staffing
the head of ATM Directorate The ATS in-
charges are responsible to supervise the 3.4.1 The ATM Directorate is responsible
provision of ATS at their respective stations to determine the operational (ATM) staffing
and report to the Regional Executive requirements for the country as a whole for
Directors of the region concerned. staff planning purposes. The staff
requirements are worked out taking into
3.1.1.4 The function to plan, procure, account:
install and maintain navigational and
surveillance aids and communication a) ATS requirements based on
equipments at the airports and at such assessment of traffic levels and
locations as may be considered necessary airspace complexities;
for safe navigation of aircraft, is carried out b) Number of operational shifts to be
by CNS Wing of AAI. operated;
c) Fatigue management;
3.2 Roles and responsibilities of air d) Training including refresher training
traffic management directorate needs;
e) Leave requirements.
3.2.1 ATM services include provision of air
traffic control, aeronautical information, 3.5 Provision of air traffic services
airspace management, flow management and
management of ATC training. 3.5.1 With the exception of certain military
areas, state, military and private
3.2.2 The ATM directorate at AAI aerodromes, the Air Traffic Services are
Corporate Headquarters oversees corporate provided for the entire airspace over Indian
strategy, development of processes and Territory including territorial waters as well as
procedures for safety and uniformity in the high seas encompassed by Calcutta,
provision of air traffic services, strategic Chennai and Mumbai Flight Information
supervision of the provision of air traffic Regions. This airspace covers approximately
services, training and rating of air traffic 2.8 million sq. NM.
controllers, including refresher training,
coordination with other concerned 3.5.2 The need for the provision of air traffic
organizations in and outside India. The ATM services has been determined by
directorate has also been assigned the consideration of the following:
responsibilities related to the provision of
Airport Fire Services, Aeronautical a) the types of air traffic involved;
Information Services, Cartography Services b) the density of air traffic;
and Search & Rescue Services. c) the meteorological conditions.
3.3 Operational supervision 3.5.3 Flight Information Centres have been

established at Delhi, Mumbai, Kolkata,
The dynamic application of supervision of air Chennai and Guwahati as per specifications
traffic services rests with the ATS In-charges given in para 2.9 of Annex 11 to provide
at their respective stations where ATC flight information service and alerting service.
centres are established for the provision of Airspace jurisdiction of these have been
air traffic services. The ATS In-Charges also designated as Delhi FIR, Mumbai FIR,
receive technical and administrative support Kolkata FIR, Chennai FIR, and Guwahati FIR
and guidance from the regional units in each respectively.
April 30, 2008 3- 2

3.5.4 Those portions of the airspace Aerodrome Control service separately.

where it has been determined that air traffic These units at Guwahati and Mangalore
control service will be provided to IFR flights airports operate for restricted hours as
have been designated as control areas or published in AIP India / NOTAMS. At all
control zones as detailed in AIP India. other airports mentioned above, these
services are provided on 24 hour basis.
3.5.5 Those portions of the airspace
where it has been determined that air traffic (ii) Aerodrome control towers have been
control service will be provided to VFR flights established at following airports to
also have been designated as Class D provide both aerodrome control service
airspace. as well as approach control service:
Agartala, Amritsar, Aurangabad, Bhopal,
3.5.6 The control areas and control Bhavnagar, Bhubaneshwar Cochin
zones within a Flight Information Region International, Coimbatore, Dibrugarh,
form part of that Flight Information Region. Dimapur, Gaya, Imphal, Calicut Indore,
These control areas and control zones have Jaipur, Keshod, Khajuraho, Lucknow,
been designed as per specifications given in Madurai, Mangalore, Nagpur, Porbandar,
para 2.9 of Annex 11. Patna, Raipur, Rajkot, Ranchi, Trichy,
Tirupati, Udaipur, Vadodara, Varanasi
3.5.7 Following air traffic control units and Vijaywada. Details on hours of
have been established to provide air traffic operation of these aerodrome control
control service, flight information service and towers are published in Aeronautical
alerting service within control areas, control Information Publications, India.
zones and at controlled aerodromes.
(iii) Aerodrome control towers where only
a) Area Control Centres: aerodrome control service is provided to
aerodrome traffic: Bhuntar, Dehradun,
Area Control Centres have been established Gaggal, Kanpur(civil), Kota, Lengpui,
at Delhi, Mumbai, Kolkata, Chennai, Leelabari, Hubli, Pondicherry,
Thiruvananthpuram, Ahmedabad, Nagpur, Rajamundary, Selem, Belgaum,
Hyderabad, Guwahati, Mangalore and Jabalpur, Juhu, Kandla, Diu, Bara Pani,
Varanasi. While the area control centers at Tuticorin Ludhiana, Pant Nagar, Shimla,
Guwahati and Mangalore operate for Safdarjung Surat
restricted hours as published in AIP India, all
other area control centres provide air traffic 3.5.8 Air traffic control service is provided
control services on 24 hour basis. to aerodrome traffic at the aerodromes listed
in 3.5.7 (b) above and accordingly these are
b) Approach control units and Aerodrome designated as controlled aerodromes.
Control Towers:
3.5.9 The hours of operations of air traffic
(i) Separate Approach control units and services or ATC units are published in the
aerodrome control towers have been AIP India. Any changes or amendments are
established at Delhi, Mumbai, Kolkata, notified by NOTAM and subsequently,
Chennai, Guwahati, Thiruvananthpuram, through AIP amendment.
Ahmedabad, Hyderabad and Mangalore
airports to provide Approach control and
operational runways and taxiways but does
3.5.10 The aerodrome control service not include apron.
provided by AAI at the controlled 3.5.11 The movement of persons or vehicles
aerodromes is limited to airspace in the including towed aircraft on the manoeuvring
vicinity of the aerodrome & the maneuvering area of an aerodrome is controlled by the
area of the aerodrome, which consist of all aerodrome control tower as necessary to
April 30, 2008 3- 3

avoid hazard to them or to aircraft landing, electronic aeronautical data system is

taxiing or taking off. available.
3.5.12 Apron management service at Delhi, 3.5.19 The Cartography Section of ATM
Mumbai, Kolkata, Chennai, Kochi and Directorate is responsible for the provision of
Thiruvananthapuram aerodromes is provided raw aeronautical information/data to the
by a separate Apron Control unit. aeronautical information services. It does so
while taking into account specified accuracy
3.5.13 Flight information centers and area & integrity requirements for aeronautical data
control centres have been identified by the in appendix 5 to Annex 11.
names of nearby towns / cities. Aerodrome
control towers and approach control units 3.6 Search and rescue (SAR)
have also been identified by the names of
the nearby towns / cities except that where 3.6.1 Responsible Authority
more than one aerodromes are located near
a city, the aerodrome control tower at the The Search and Rescue Service in India is
smaller aerodrome in the city, has been coordinated by the Airports Authority of India
identified by the name of its location.. in collaboration with the Ministry of Defence
which has the responsibility for making the
3.5.14 The control zones, control areas necessary facilities available.
and flight information regions have been
identified by the names of the units having 3.6.2 Area of Responsibility
jurisdiction over such airspaces.
The Search and Rescue Service is
3.5.15 ATS routes have been published in responsible for entire Indian territory
AIP. These routes have been identified, including territorial waters as well as
established and designated as per provisions airspace over high seas encompassed by
under para 2.11 of Annex 11. Kolkata, Mumbai and Chennai FIRs.
3.5.16 RNP 10 has been prescribed for 3.6.3 Details of the Rescue coordination
some of the designated ATS routes centers and related search and rescue units
published in AIP ENR 3. These routes have are given on page GEN 3.6-2 to GEN 3.6-7.
been prescribed on the basis of regional air In addition, various other departments of the
navigation agreements and are appropriate central and state governments viz, Railways,
to level of communications, navigation, P&T, All India Radio, Police and District
surveillance and air traffic services provided Collectors/Magistrates etc, Municipal and
in the concerned airspace. Local Bodies, Airlines Operators, Flying
Clubs, Professional Pilots, Mercantile
3.5.17 The summary of the Air Traffic Marine, Port Trusts and Armed Forces are
Services provided by each ATC unit, available for search and rescue missions
including airspace classification, airspace when required..
designation, airspace jurisdiction, hours of
operation and the type of service, is 3.6.4 Satellite aided Search and Rescue
published in the AIP India. The relevant
maps and charts are published in the AIP.. 3.6.4.1 India has evolved a Satellite Aided
Search and Rescue Programme participation
3.5.18 Determination and reporting of air in the COSPAS/SARSAT system. It operates
traffic services-related aeronautical data is on 121.5, 243.0 MHz and 406 MHz. Location
undertaken by Cartography section of ATM accuracy is normally within 20 Kms on 121.5
Directorate. The determination and reporting and 243 MHz and 5 Km on 406 MHz. The
of these data is undertaken manually. No system will detect transmission on these
three frequencies through out the Indian
April 30, 2008 3- 4

SRR and also SRR of Bangladesh, 3.8.1 Selected incumbents are nominated to
Myanmar, Bhutan, Indonesia, Kenya, undergo ATC training programmes of
Malaysia, Maldives, Mauritius, Nepal, prescribed durations, at the Civil Aviation
Seychelles, Singapore, Somalia, Sri Lanka Training College, Allahabad. (C.A.T.C. India)
and Thailand.
3.8.2 The ATM Faculty at C.A.T.C. conducts
3.6.4.2 Under this programme two local following courses:
user terminals (LUT) have been established,
one at Bangalore and the other at Lucknow, a) Ab-initio Level Courses
with the Indian Mission Control Centre
(MCC) at Bangalore, which would be Ab-initio Course is conducted for Junior
responsible for coordination with Rescue Executives only.
Coordination Centres and other International
Mission Control Centres. b) Refresher cum Career Progression
Courses
3.6.4.3 The MCC at Bangalore is
connected with the RCCs at Mumbai, Delhi, Aerodrome Control Course
Kolkata and Chennai through AFS network Approach Control Course
and any distress alert received from the Area Control Course
areas covered is automatically transmitted to ATCO’s Advanced Refresher
the RCC. Course
3.6.5 SAR Agreements c) Specialist Courses
3.6.5.1 At present India has no SAR Radar Control Approach Course

agreement with other countries. Search and Rescue Course
ATC (OJT) Instructional Technique
3.6.5.2 Requests for the entry of aircraft, Course
equipment and personnel from other states RNP/RNAV Application Criteria
to engage in search for aircraft in Distress Course
and for rescue of survivors of crashed Basic PANS-OPS (instrument
aircraft should be transmitted to the Director procedure designing) Course
General of Civil Aviation. The postal and
telegraphic address of Director General of 3.8.3 Admission Criteria
Civil Aviation is given on page GEN 1.1 of
AIP India. Ab-initio Course for Junior Executives
3.7 Recruitment procedure for air Engineering Degree in Electronics /
traffic control officers Telecommunication / Radio
Engineering/ Electrical with
Air Traffic Control Officers (ATCO) and ATC specialization in Electronics with 1st
Assistants are recruited as per the class (60%) or M.Sc Degree or its
established recruitment procedures of AAI. equivalent with wireless
The candidates must meet the minimum communication, Electronics, Radio
prescribed qualification requirements. Such Physics or Radio Engineering as a
candidates have to undergo the selection special subject or Equivalent with 1st
process, including a competitive class.
examination, personal interview and medical Good Command of English language,
examination. both written and spoken.
Medical fitness as per ICAO Annex-1
3.8 ATC training
Voice Test.
April 30, 2008 3- 5

will be ensured that every controller is

assessed on all the operating
3.8.4 Course Examination at CATC positions for which ratings are held by
the controller
At the end of every training schedule, the
trainees have to pass a written examination, c) Individual records of the assessment
as well as practical examination consisting of shall be maintained at the station
simulated air traffic control exercises & an concerned and quarterly report sent
oral examination. to GM (S&P)
3.9 On-the-job training and rating d) ATS incharge will ensure that all the
rated controllers spend sufficient time
3.9.1 The ATC Officers, on successful at the operating positions to enable
completion of the approved course(s) at them to maintain satisfactory level of
CATC, are required to undergo on-the-job proficiency.
training (OJT) in ATC units at the stations of
their posting for a minimum of specified 3.10.2 Periodic assessment
period, The ATCOs during OJT shall have
demonstrated a level of knowledge 3.10.2.1 Joint proficiency checks will be
appropriate to the ATC unit in specified carried out by a team comprising of officers
topics for becoming eligible to take the rating from the Standardization Division of AAI and
examination. officers of the DGCA, once every year, at all
the International Airports, the ACC centers
3.9.2 A rating examination shall be held and other major airports on rotational basis
after the ATCO has built up sufficient and with prior intimation. The team will also
confidence and has shown ability to deal with be responsible to identify operational and/or
various situations in handling Air Traffic system deficiency, if any, and report the
independently. The rating examination shall same to the ATS In- charge for immediate
consist of: remedial actions before submitting the final
report.
A written examination
On-the -job Assessment 3.10.2 In case it is found that the
An oral examination performance of an air traffic controller is un-
satisfactory, his/her rating (s) may be
3.9.3 All ratings are issued subject to the suspended and appropriate corrective
requirements and processes notified in training arranged and proficiency reassessed
DARA Circulars as amended from time to as per laid down procedures.
time.
3.10.3 Proficiency assessment of air traffic
3.10 Checking programme controllers shall be carried subject to the
. requirements and procedures notified in
3.10.1 Regular Assessment DARA Circular No. 6 of 1998.
a) Proficiency assessment at Delhi,

Mumbai, Kolkata, Guwahati and
Chennai shall be conducted by
respective GM (S&P) / DGM(S&P) /
WSOs and at all other stations by the
ATS in- charges.
b) Proficiency assessment shall be

conducted at regular intervals and it
April 30, 2008 3- 6

CHAPTER 4
AIR TRAFFIC SERVICES
4.1 Objectives of the air traffic services a) prevent collisions between aircraft;
b) expedite and maintain an orderly flow
4.1.1 The objectives of the air traffic services of air traffic;
shall be to:
ii) Approach control service
a) prevent collisions between aircraft;
b) prevent collisions between aircraft on The provision of air traffic control service for
the manoeuvring area and obstructions those parts of controlled flights associated
on that area; with arrival or departure, in order to
c) expedite and maintain an orderly flow accomplish following objectives:
of air traffic;
d) provide advice and information useful a) prevent collisions between aircraft;
for the safe and efficient conduct of b) expedite and maintain an orderly flow
flights; of air traffic;
e) notify appropriate organizations
regarding aircraft in need of search and iii) Aerodrome control service:
rescue aid, and assist such
organizations as required. The provision of air traffic control service for
aerodrome traffic, except for those parts of
4.2 Divisions of the air traffic services flights which are under the jurisdiction
Approach Control to accomplish objectives:
4.2.1 The air traffic services comprise of
three services identified as follows: a) prevent collisions between aircraft;
b) prevent collisions between aircraft on
4.2.1.1 Air traffic control service the manoeuvring area and obstructions
on that area;
4.2.1.1.1 The air traffic control service, to c) expedite and maintain an orderly flow .
accomplish following objectives: of air traffic;
a) prevent collisions between aircraft;
b) prevent collisions between aircraft on 4. 2.1.2 Flight information service
the manoeuvring area and obstructions
on that area; 4.2.1.2.1 The flight information service, to
c) expedite and maintain an orderly flow accomplish following objective:
of air traffic;
Provide advice and information useful for the
4.2.1.1.2 Air traffic control services have safe and efficient conduct of flights.
been divided in three parts as follows:
4.2.1.3 Alerting service
i) Area control service
4.2.1.3.1 The alerting service to accomplish
The provision of air traffic control service for following objective
controlled flights, except for those parts of
such flights which are under the jurisdiction Notify appropriate organizations regarding
of Approach Control or Aerodrome Control to aircraft in need of search and rescue aid and
accomplish following objectives: assist such organizations as required.
April 30, 2008 4-1

4.3 Classification of airspaces Class G:
4.3.1 ATS airspaces in India are classified IFR and VFR flights are permitted and
and designated in accordance with following. receive flight information service if
requested.
Class D:
Airspaces other than those in Class D, E and
IFR and VFR flights are permitted and all F have been classified and designated as
flights are provided with air traffic control class G airspace.
service, IFR flights are separated from other
IFR flights and receive traffic information in 4.3.2 Requirements for flights within each
respect of VFR flights. VFR flights receive class of airspace shall be as shown in Table-
traffic information in respect of all other 1 on next page.
flights.
4.4 Application of air traffic control
Airspaces in terminal areas, control areas, service
control zones and aerodrome traffic zones
have been classified and designated as Air traffic control service shall be provided:
class D airspace.
a) to all IFR flights in airspace Classes D
Class E: and E;
IFR and VFR flights are permitted; IFR flights b) to all VFR flights in airspace Classes
are provided with air traffic control service D;
and are separated from other IFR flights. IFR
flights receive traffic information in respect of c) to all special VFR flights;
VFR flights; VFR flights receive traffic
information in respect of all other flights, as d) to all aerodrome traffic at controlled
far as is practical. Class E is not be used for aerodromes.
control zones.
4.5 Provision of air traffic control
Airspaces in designated ATS routes outside service
terminal areas, control areas and control
zones, where air traffic control service is The parts of air traffic control service
provided, have been classified and described in 4.2.1.1.2 shall be provided by
designated as class E airspace. the various units as follows:
Class F: 4.5.1 Area control service
IFR and VFR flights are permitted. All IFR Area control service shall be provided:
flights receive an air traffic advisory service
and all flights receive flight information a) by an area control centre (ACC); or
service, if requested.
b) by the unit providing approach control
Airspaces in designated ATS route segments service in a control zone or in a control area
outside terminal areas, control areas and of limited extent which is designated
control zones, where air traffic advisory primarily for the provision of approach control
service is provided, have been classified and service, when no ACC is established.
designated as class F airspace.
April 30, 2008 4-2

TABLE 1: ATS AIRSPACE CLASSES
SERVICES PROVIDED AND FLIGHT REQUIREMENTS
Class Type Separation Services Provided Speed Radio Subject

of provided limitation* communication to an
flight requirement ATC
ATC clearance
D IFR IFR from Air traffic control 250 kt IAS Continuous two- Yes
IFR service, traffic below way
information about 10000 ft
VFR flights (and AMSL
traffic avoidance
advice on request)
VFR Nil IFR/VFR and 250 kt IAS Continuous two- Yes
VFR/VFR traffic below way
information (and 10 000 ft)
traffic AMSL
avoidance advice
on request)
E IFR IFR from Air traffic control 250 kt IAS Continuous two- Yes
IFR service and, below way
as far as practical, 10 000 ft
traffic AMSL
information about
VFR flights
VFR Nil Traffic information 250 kt IAS No No
as far as below
practical 10 000 ft
AMSL
F IFR IFR from Air traffic advisory 250 kt IAS Continuous two- No
IFR as service; flight 10 000 ft way
far as information service AMSL
practical
VFR Nil Flight information 250 kt IAS No No
service below
10000 ft
AMSL
G IFR Nil Flight information 250 kt IAS Continuous two- No
service below way
10 000 ft
AMSL
VFR Nil Flight information 250 kt IAS No No
service below
10 000 ft
AMSL
* When the height of the transition altitude is lower than 10 000 ft AMSL, FL 100 should be used in lieu
of 10 000 ft.
April 30, 2008 4-3

4.5.2 Approach control service 4.6.2 Information on aircraft movements,

together with a record of air traffic control
Approach control service shall be provided: clearances issued to such
a) by an aerodrome control tower or an 4.6.3 Aircraft shall be so displayed as to

ACC, when it is necessary or desirable permit ready analysis in order to maintain an
to combine under the responsibility of efficient flow of air traffic with adequate
one unit the functions of the approach separation between aircraft.
control service and those of the
aerodrome control service or the area 4.7 Responsibility for control
control service; or
4.7.1 Responsibility for control of
b) by an approach control unit, when it is individual flights
established as a separate unit.
A controlled flight shall be under the control
4.5.3 Aerodrome control service of only one air traffic control unit at any given
time.
Aerodrome control service shall be provided
by an aerodrome control tower. 4.7.2 Responsibility for control within a
given block of airspace
4.6 Operation of air traffic control service
Responsibility for the control of all aircraft
4.6.1 In order to provide air traffic control operating within a given block of airspace
service, an air traffic control unit shall: shall be vested in a single air traffic control
unit. However, control of an aircraft or groups
a) be provided with information on the of aircraft may be delegated to other air
intended movement of each aircraft, or traffic control units provided that coordination
variations therefrom, and with current between all air traffic control units concerned
information on the actual progress of is assured.
each aircraft;
4. 4. 8 Transfer of responsibility for control
b) determine from the information
received, the relative positions of 4.8.1 Place or time of transfer
known aircraft to each other;
The responsibility for the control of an aircraft
c) issue clearances and information for shall be transferred from one air traffic
the purpose of preventing collision control unit to another as follows:
between aircraft under its control and of
expediting and maintaining an orderly 4.8.1.1 Between an aerodrome control
flow of traffic; tower and a unit providing
approach control service
d) coordinate clearances as necessary
with other units: 4.8.1.1.1 Except for flights which are
1) whenever an aircraft might provided aerodrome control service only, the
otherwise conflict with traffic control of arriving and departing controlled
operated under the control of such flights shall be divided between units
other units; providing aerodrome control service and
units providing approach control service as
2) before transferring control of an follows:
aircraft to such other units.
April 30, 2008 4-4

1) immediately after the aircraft is

4.8.1.1.1.1 Arriving aircraft: airborne, or
4.8.1.1.1.1.1 The responsibility of control of 2) when the aircraft is at a prescribed

an arriving aircraft shall be transferred from point or level, as specified in MATS 2.
the unit providing approach control service to
the aerodrome control tower when the 4.8.1.2 Between a unit providing
aircraft: approach control service and a
unit providing area control service
a) is in the vicinity of the aerodrome, and:
4.8.1.2.1 When area control service and
1) it is considered that approach and approach control service are not provided by
landing will be completed in visual the same air traffic control unit, responsibility
reference to the ground, or for controlled flights shall rest with the unit
2) has reached uninterrupted visual providing area control service except that a
meteorological conditions, or unit providing approach control service shall
be responsible for the control of:
b) is at a prescribed point or level, as
specified in MATS 2; or a) arriving aircraft that have been
released to it by the ACC;
c) has landed,
b) departing aircraft until such aircraft
4.8.1.1.1.1.2 Transfer of communications to are released to the ACC.
the aerodrome controller should be effected
at such a point, level or time that clearance 4.8.1.2.2 A unit providing approach control
to land or alternative instructions, as well as service shall assume control of arriving
information on essential local traffic, can be aircraft, provided such aircraft have been
issued in a timely manner. released to it, upon arrival of the aircraft at
the point, level or time agreed for transfer of
4.8.1.1.1.2 Departing aircraft. control, and shall maintain control during
approach to the aerodrome.
The responsibility for the control of a
departing aircraft shall be transferred from 4.8.1.3 Between two units providing
the unit providing aerodrome control service area control service
to the unit providing approach control
service: The responsibility for the control of an aircraft
shall be transferred from a unit providing
a) when visual meteorological conditions area control service in a control area to the
prevail in the vicinity of the aerodrome: unit providing area control service in an
adjacent control area at the time of crossing
1) prior to the time the aircraft leaves the common control area boundary as
the vicinity of the aerodrome, or estimated by the ACC having control of the
2) prior to the aircraft entering aircraft or at such other point, level or time as
instrument meteorological has been agreed between the two units.
conditions, or
3) when the aircraft is at a 4.8.1.4 Between control sectors/
prescribed point or level, as positions within the same air
specified in MATS 2; traffic control unit
b) when instrument meteorological The responsibility for the control of an aircraft

conditions prevail at the aerodrome: shall be transferred from one control
sector/position to another control
April 30, 2008 4-5

sector/position within the same ATC unit at a (Guidelines for maintaining the time in
point, level or time, as specified in local different ATS units are contained in CNS
instructions. CIRCULAR 3 of 2003)
4.9 Responsibilities for the provision 4.10.5 Aerodrome control towers shall,
of flight information service and prior to an aircraft taxiing for take-off, provide
alerting service the pilot with the correct time. Air traffic
services units shall, in addition, provide
Flight information service and alerting aircraft with the correct time on request.
service are provided as follows: Time checks shall be given to the nearest
half minute.
a) within a flight information region (FIR):
by a flight information centre, unless 4.11 Air traffic control clearances
the responsibility for providing such
services is assigned to an air traffic Air traffic control clearances shall be based
control unit having adequate facilities solely on the requirements for providing air
for the exercise of such responsibilities; traffic control service
b) within controlled airspace and at 4.11.1 Scope and purpose

controlled aerodromes: by the relevant
air traffic control units. 4.11.1.1 Clearances are issued solely for
expediting and separating air traffic and are
4.10 Time in air traffic services based on known traffic conditions which
affect safety in aircraft operation. Such traffic
4.10.1 Air traffic services units shall use conditions include not only aircraft in the air
Coordinated Universal Time (UTC) and shall and on the manoeuvring area over which
express the time in hours and minutes and, control is being exercised, but also any
when required, seconds of the 24-hour day vehicular traffic or other obstructions not
beginning at midnight. permanently installed on the manoeuvring
area in use.
4.10.2 Air traffic services units shall be
equipped with clocks indicating the time in 4.11.1.2 If an air traffic control clearance
hours, minutes and seconds, clearly visible is not suitable to the pilot-in-command of an
from each operating position in the unit aircraft, the flight crew may request and, if
concerned. practicable, obtain an amended clearance.
4.10.3 Air traffic services unit clocks and 4.11.1.3 The issuance of air traffic control
other time recording devices shall be clearances by air traffic control units
checked as necessary to ensure correct time constitutes authority for an aircraft to
to within plus or minus 30 seconds of UTC. proceed only in so far as known air traffic is
concerned. ATC clearances do not constitute
Wherever data link communications are authority to violate any applicable regulations
utilized by an air traffic services unit, clocks for promoting the safety of flight operations
and other time-recording devices shall be or for any other purpose; neither do
checked as necessary to ensure correct time clearances relieve a pilot-in-command of any
to within 1 second of UTC. responsibility whatsoever in connection with
a possible violation of applicable rules and
4.10.4 The correct time shall be obtained regulations.
from a standard time station or, if not
possible, from another unit which has 4.11.1.4 ATC units shall issue such ATC
obtained the correct time from such station. clearances as are necessary to prevent
April 30, 2008 4-6

collisions and to expedite and maintain an intermediate stops within other control areas
orderly flow of air traffic. but only after coordination between the
ACCs concerned.
4.11.1.5 ATC clearances must be issued
early enough to ensure that they are 4.11.4 Contents of clearances
transmitted to the aircraft in sufficient time for
it to comply with them. 4.11.4.1 Clearances shall contain positive
and concise data and shall, as far as
4.11.2 Aircraft subject to ATC for part practicable, be phrased in a standard
of flight manner.
4.11.2.1 When a flight plan specifies that 4.11.4.2 Clearances shall contain the
the initial portion of a flight will be following in the order listed:
uncontrolled, and that the subsequent a) aircraft identification as shown in the
portion of the flight will be subject to ATC, flight plan;
the aircraft shall be advised to obtain its b) clearance limit;
clearance from the ATC unit in whose area c) route of flight;
controlled flight will be commenced. d) level(s) of flight for the entire route or
part thereof and changes of levels if
4.11.2.2 When a flight plan specifies that required;
the first portion of a flight will be subject to e) any necessary instructions or
ATC, and that the subsequent portion will be information on other matters such as
uncontrolled, the aircraft shall normally be SSR transponder operation, approach
cleared to the point at which the controlled or departure manoeuvres,
flight terminates. communications and the time of expiry
of the clearance.
4.11.3 Flights through intermediate
stops Note.— The time of expiry of the clearance
indicates the time after which the clearance
4.11.3.1 When an aircraft files, at the will be automatically cancelled if the flight
has not been started.
departure aerodrome, flight plans for the
various stages of flight through intermediate
4.11.5 Departing aircraft
stops, the initial clearance limit will be the
first destination aerodrome and new
ACCs shall forward a clearance to approach
clearances shall be issued for each
control units or aerodrome control towers
subsequent portion of flight.
with the least possible delay after receipt of
request made by these units, or prior to such
4.11.3.2 The flight plan for the second
request if practicable.
stage, and each subsequent stage, of a flight
through intermediate stops will become
4.11.6 En-route aircraft
active for ATS and search and rescue (SAR)
purposes only when the appropriate ATS unit
4.11.6.1 An ATC unit may request an
has received notification that the aircraft has
adjacent ATC unit to clear aircraft to a
departed from the relevant departure
specified point during a specified period.
aerodrome, except as provided for in
4.11.3.3.
4.11.6.2 After the initial clearance has
been issued to an aircraft at the point of
4.11.3.3 By prior arrangement between
departure, it will be the responsibility of the
ATC units and the operators, aircraft
appropriate ATC unit to issue an amended
operating on an established schedule may if
clearance whenever necessary and to issue
the proposed route of flight is through more
traffic information, if required.
than one control area, be cleared through
April 30, 2008 4-7

route. The phrases “cleared via

4.11.7 Description of air traffic control (designation) departure” or “cleared via
clearances (designation) arrival” may be used
when standard departure or arrival
4.11.7.1 Clearance Limit routes have been established and
published in Aeronautical Information
a) A clearance limit shall be described by Publication (AIP).
specifying the name of the appropriate
significant point, or aerodrome, or b) The phrase “cleared via flight planned
controlled airspace boundary. route” shall not be used when granting
a reclearance.
b) When prior coordination has been
effected with units under whose control c) Subject to airspace constraints, ATC
the aircraft will subsequently come, or workload and traffic density, and
if there is reasonable assurance that it provided coordination can be effected
can be effected a reasonable time prior in a timely manner, an aircraft should
to their assumption of control, the whenever possible be offered the most
clearance limit shall be the destination direct routing.
aerodrome or, if not practicable, an
appropriate intermediate point, and 4.11.7.3 Levels
coordination shall be expedited so that
a clearance to the destination Instructions included in clearances relating to
aerodrome may be issued as soon as levels shall consist of:
possible.
a) cruising level(s),and if necessary, the
c) If an aircraft has been cleared to an point to which the clearance is valid
intermediate point in adjacent with regard to the level(s);
controlled airspace, the appropriate
ATC unit will then be responsible for b) levels at which specified significant
issuing, as soon as practicable, an points are to be crossed, when
amended clearance to the destination necessary;
aerodrome.
c) the place or time for starting climb or
d) When the destination aerodrome is descent, when necessary;
outside controlled airspace, the ATC
unit responsible for the last controlled d) the rate of climb or descent, when
airspace through which an aircraft will necessary;
pass shall issue the appropriate
clearance for flight to the limit of that e) detailed instructions concerning
controlled airspace. departure or approach levels, when
necessary.
4.11.7.2 Route of Flight
4.11.7.4 Clearance of a requested change
a) The route of flight shall be detailed in in flight plan
each clearance when deemed
necessary. The phrase “cleared via a) When issuing a clearance covering a
flight planned route” may be used to requested change in route or level,
describe any route or portion thereof, the exact nature of the change shall
provided the route or portion thereof is be included in the clearance.
identical to that filed in the flight plan
and sufficient routing details are given b) When traffic conditions will not permit
to definitely establish the aircraft on its clearance of a requested change, the
April 30, 2008 4-8

word “UNABLE” shall be used. When instruction has been correctly acknowledged
warranted by circumstances, an by the flight crew and take immediate action
alternative route or level should be to correct any discrepancies revealed by the
offered. read-back.
c) When an alternative route is offered 4.11.7.5.4 Transfer of communication shall

and accepted by the flight crew under be segregated from instructions requiring
the procedures described in 4.11.7.4 read back by the flight crew and therefore,
(b) the amended clearance issued transmitted separately.
shall describe the route to the point
where it joins the previously cleared 4.11.7.5.5 Voice read-back of controller-
route, or, if the aircraft will not re-join pilot data link communications (CPDLC)
the previous route, to the destination. messages shall not be required.
4.11.7.5 Read-back of clearances 4.12 Horizontal speed control

instructions
4.11.7.5.1 The flight crew shall read back to
the air traffic controller safety-related parts of 4.12.1 General
ATC clearances and instructions which are
transmitted by voice. The following items 4.12.1.1 In order to facilitate a safe and
shall always be read back: orderly flow of traffic, aircraft may, subject to
consideration of aircraft performance
a) ATC route clearances; limitations, be instructed to adjust speed in a
specified manner. Flight crews should be
b) clearances and instructions to enter, given adequate notice of planned speed
land on, take off from, hold short of, control.
cross, taxi and backtrack on any
runway; and 4.12.1.2 Speed control shall not be applied
to aircraft entering or established in a holding
c) runway-in-use, altimeter settings, pattern.
SSR codes, level instructions,
heading and speed instructions and, 4.12.1.3 Speed adjustments should be
whether issued by the controller or limited to those necessary to establish and/or
contained in automatic terminal maintain a desired separation minimum or
information service (ATIS) spacing. Instructions involving frequent
broadcasts, transition levels. changes of speed, including alternate speed
increases and decreases, should be
Note.— If the level of an aircraft is reported in avoided.
relation to standard pressure 1 013.2 hPa, the
words “FLIGHT LEVEL” precede the level 4.12.1.4 The flight crew shall inform the
figures. If the level of the aircraft is reported in
ATC unit concerned if at any time they are
relation to QNH/QFE, the figures are followed
by the word “FEET”, as appropriate. unable to comply with a speed instruction. In
such cases, the controller shall apply an
4.11.7.5.2 Other clearances or instructions, alternative method to achieve the desired
including conditional clearances, shall be spacing between the aircraft concerned.
read back or acknowledged in a manner to
clearly indicate that they have been 4.12.1.5 At levels at or above FL 250,
understood and will be complied with. speed adjustments should be expressed in
multiples of 0.01 Mach; at levels below FL
4.11.7.5.3 The controller shall listen to the 250, speed adjustments should be
read back to ascertain that the clearance or expressed in multiples 10 knots based on
indicated airspeed (IAS).
April 30, 2008 4-9

a) Determine the interval required and the

Note 1.— Mach 0.01 equals approximately 6 kt point at which the interval is to be
IAS at higher flight levels. accomplished.
Note 2.— When an aircraft is heavily loaded and
b) Implement the speed adjustment based
at a high level, its ability to change speed may, in
cases, be very limited. on the following principles:
Priority of speed adjustment
4.12.1.6 The controller shall not apply instructions is determined by
speed control restrictions to departing relative speed and position of the
aircraft. aircraft involved and the spacing
requirement.
4.12.1.7 Aircraft are required to follow Speed adjustments are not
following speed control restrictions: achieved instantaneously.
Aircraft configuration, altitudes,
a) All aircraft (including arrivals and and speed determine the time
departures) operating below 10,000 and distance required
feet, to fly IAS not greater than 250 accomplishing the adjustment.
knot.
c) Allow increased time and distance to
b) All arriving aircraft operating below achieve speed adjustments in the
10,000 feet, within 15 NM radius of following situations:
VOR / DME serving the aerodrome to Higher altitudes
fly IAS not greater than 220 knot. Greater speed
Clean configurations
Note: ATC may suspend speed control by using d) Ensure that aircraft are allowed to
the phrase ’NO ATC SPEED RESTRICTION’ in
following conditions: operate in a clean configuration as long
a) If traffic conditions permit; as circumstances permit.
b) The aircraft is flying in Class D airspace;
c) All aircraft in relevant part of airspace are in e) Ground speed may vary with altitude.
contact with ATC; Therefore, when assigning speeds to
d) VFR aircraft which operate on ‘see and achieve spacing between aircraft at
avoid’ principle are separated by minimum different altitudes, further speed
standard separation; and adjustment may be necessary to attain
e) VMC climb and descent is not involved. the desired spacing.
4.12.2 Methods of application Note 1.— The true airspeed (TAS) of an aircraft
will decrease during descent when maintaining a
4.12.2.1 In order to establish a desired constant IAS. When two descending aircraft
spacing between two or more successive maintain the same IAS, and the leading aircraft is
aircraft, the controller should first reduce the at the lower level, the TAS of the leading aircraft
speed of the last aircraft, or increase the will be lower than that of the following aircraft.
The distance between the two aircraft will thus be
speed of the lead aircraft, then adjust the
reduced, unless a sufficient speed differential is
speed(s) of the other aircraft in order. applied. For the purpose of calculating a desired
speed differential between two succeeding
4.12.2.2 In order to maintain a desired aircraft, 6 kt IAS per 1 000 ft height difference
spacing using speed control techniques, may be used as a general rule. At levels below
specific speeds need to be assigned to all FL 80 the difference between IAS and TAS is
the aircraft concerned. negligible for speed control purposes.
4.12.2.3 The controller should consider the Note 2.— Time and distance required to achieve
following when applying the speed control: a desired spacing will increase with higher levels,
April 30, 2008 4 - 10

higher speeds, and when the aircraft is in a clean

configuration. 4.12.3.5 Arriving aircraft should be
permitted to operate in a clean configuration
4.12.3 Descending and arriving for as long as possible. Below FL 150, speed
aircraft reductions for turbojet aircraft to not less
than 220 knots IAS, which will normally be
4.12.3.1 An aircraft should, when very close to the minimum speed of turbojet
practicable, be authorized to absorb a period aircraft in a clean configuration, may be
of notified terminal delay by cruising at a used.
reduced speed for the latter portion of its
flight. 4.12.3.6 Unless a pilot concurs in the use
of lower speed, the controller should use the
4.12.3.2 An arriving aircraft may be following minima for arriving aircraft
instructed to maintain its “maximum speed”, operating below 10,000 ft:
“minimum clean speed”, “minimum speed”,
or a specified speed. An IAS not less than 210 knots, except when
the aircraft is within 20 flying miles of the
Note.— “Minimum clean speed” signifies the runway threshold of the airport of intended
minimum speed at which an aircraft can be flown
landing, an IAS not less than-
in a clean configuration, i.e. without deployment
of lift-augmentation devices, speed brakes or 090 Knots for aircraft category A,
landing gear. 120 Knots for aircraft category B,
160 Knots for aircraft category C,
4.12.3.3 Speed reductions to less than 250 185 Knots for aircraft category D/E,
knots IAS for turbojet aircraft during initial
descent from cruising level should be applied Note: It may be necessary for the pilot to level off
temporarily and reduce speed prior to descending
only with the concurrence of the flight crew.
below 10,000 feet.
4.12.3.4 Instructions for an aircraft to
4.12.3.7 Only minor speed reductions not
simultaneously maintain a high rate of
exceeding plus/minus 20 knots IAS should
descent and reduce its speed should be
be used for aircraft on intermediate and final
avoided as such manoeuvres are normally
approach.
not compatible. Any significant speed
reduction during descent may require the
4.12.3.8 Speed control should not be applied
aircraft to temporarily level off to reduce
to aircraft
speed before continuing descent. The
controller should specify the action which is
a) after passing a point 4 NM from the
expected first when combining speed
threshold on final approach;
reduction with a descent clearance as
follows: b) carrying out Cat II / Cat III A ILS
a) Speed reduction prior to descent, e.g. approach within 20 NM from
REDUCE SPEED TO ( number ) KNOTS, touchdown.
THEN DESCEND TO ( level)
REDUCE SPEED BY ( number ) KNOTS, 4.12.3.9 At the time approach clearance is
THEN DESCEND TO (level) issued, previously issued speed adjustments
b) Speed reduction subsequent to shall be restated if required.
descent
DESEND TO ( level), THEN REDUCE SPEED Note:- Approach clearances cancel any
TO ( number ) KNOTS previously assigned speed adjustment. Pilots are
DESEND TO ( level), THEN REDUCE SPEED expected to make their own speed adjustments to
TO MACH ( number ) complete the approach unless the adjustments
DESEND TO ( level),, THEN REDUCE SPEED are restated
BY ( number ) KNOTS
April 30, 2008 4 - 11

4.12.4 Termination 4.13.2.3 Descending aircraft may be

instructed to maintain a specified rate of
Aircraft shall be advised when a speed descent, a rate of descent equal to or greater
control restriction is no longer required. than a specified value or a rate of descent
equal to or less than a specified value.
4.13 VERTICAL SPEED CONTROL
INSTRUCTIONS 4.13.2.4 In applying vertical speed control,
the controller should ascertain to which
4.13.1 General level(s) climbing aircraft can sustain a
specified rate of climb or, in the case of
4.13.1.1 In order to facilitate a safe and descending aircraft, the specified rate of
orderly flow of traffic, aircraft may be descent which can be sustained, and shall
instructed to adjust rate of climb or rate of ensure that alternative methods of
descent. Vertical speed control may be maintaining separation can be applied in a
applied between two climbing aircraft or two timely manner, if required.
descending aircraft in order to establish or
maintain a specific vertical separation Note 1.— Controllers need to be aware of aircraft
minimum. performance characteristics and limitations in
relation to a simultaneous application of
horizontal and vertical speed limitations.
4.13.1.2 Vertical speed adjustments
should be limited to those necessary to Note 2.— Controllers should keep in mind the
establish and/or maintain a desired rate of climb / descent restrictions specified in
separation minimum. Instructions involving ‘DGCA Operations Circular No. 4 of 2002 dated
frequent changes of climb/descent rates 6th Nov 2002’ while applying the vertical speed
should be avoided. control. As per this circular, to reduce false TCAS
RA, crew must reduce the aircraft rate of climb or
4.13.1.3 The flight crew shall inform the descent as applicable to 1500 feet per minute or
ATC unit concerned if unable, at any time, to less when the airplane is 2000 feet to level off
comply with a specified rate of climb or altitude.
descent. In such cases, the controller shall
apply an alternative method to achieve an 4.14 CHANGE FROM IFR TO VFR FLIGHT
appropriate separation minimum between
aircraft, without delay. 4.14.1 Change from instrument flight rules
(IFR) flight to visual flight rules (VFR) flight is
4.13.1.4 Aircraft shall be advised when a only acceptable when a message initiated by
rate of climb/descent restriction is no longer the pilot-in-command containing the specific
required. expression “CANCELLING MY IFR FLIGHT”,
together with the changes, if any, to be made
4.13.2 Methods of application to the current flight plan, is received by an air
traffic services unit. No invitation to change
4.13.2.1 An aircraft may be instructed to from IFR flight to VFR flight is to be made
expedite climb or descent as appropriate to either directly or by inference.
or through a specified level, or may be
instructed to reduce its rate of climb or rate 4.14.2 No reply, other than the
of descent. acknowledgment “IFR FLIGHT CANCELLED
AT ... (time)”, should normally be made by an
4.13.2.2 Climbing aircraft may be air traffic services unit.
instructed to maintain a specified rate of
climb, a rate of climb equal to or greater than 4.14.3 When an ATS unit is in
a specified value or a rate of climb equal to possession of information that instrument
or less than a specified value. meteorological conditions are likely to be
encountered along the route of flight, a pilot
April 30, 2008 4 - 12

changing from IFR flight to VFR flight should, 4.15.2.2 The transition level shall be the
if practicable, be so advised in following lowest flight level available for use above the
manner: transition altitude established for the
aerodrome(s) concerned. Where a common
INSTRUMENT METEOROLOGICAL CONDITIONS transition altitude has been established for
REPORTED (or forecast) IN THE VICINITY OF (location)”. two or more aerodromes which are so
closely located as to require coordinated
4.14.4 An ATC unit receiving notification procedures, the appropriate ATS units shall
of an aircraft’s intention to change from IFR establish a common transition level to be
to VFR flight shall, as soon as practicable used at any given time in the vicinity of the
thereafter, so inform all other ATS units to aerodrome.
whom the IFR flight plan was addressed,
except those units through whose regions or 4.15.3 Minimum cruising level for IFR
areas the flight has already passed. flights
4.15 ALTIMETER SETTING Cruising levels below the established

PROCEDURES minimum flight altitudes shall not be
assigned.
4.15.1 Expression of vertical position
of aircraft 4.15.4 Provision of altimeter setting
information
4.15.1.1 For flights in the vicinity of
aerodromes and within terminal control areas 4.15.4.1 The flight crew shall be provided
the vertical position of aircraft shall be with the transition level in due time prior to
expressed in terms of altitudes at or below reaching it during descent.
the transition altitude and in terms of flight This may be accomplished by voice
levels at or above the transition level. While communications, ATIS broadcast or data
passing through the transition layer, vertical link.
position shall be expressed in terms of flight
levels when climbing and in terms of
4.15.4.2 The transition level shall be
altitudes when descending.
included in approach clearances or
requested by the pilot.
4.15.1.2 For flights en route the vertical
position of aircraft shall be expressed in
4.15.4.3 A QNH altimeter setting shall be
terms of:
included in the descent clearance when first
cleared to an altitude below the transition
a) flight levels at or above the lowest
level, in approach clearances or clearances
usable flight level;
to enter the traffic circuit, and in taxi
clearances for departing aircraft, except
b) altitudes below the lowest usable flight
when it is known that the aircraft has already
level.
received the information.
4.15.2 Determination of the transition

level
4.15.2.1 The appropriate ATS unit shall

establish the transition level to be used in the
vicinity of the aerodrome(s) concerned.
April 30, 2008 4 - 13

CHAPTER 5
SEPARATION METHODS AND MINIMA
5.1 Provision for the separation 5.1.2 Degraded aircraft performance

of controlled traffic
Whenever, as a result of failure or
5.1.1 Vertical or horizontal separation shall degradation of navigation, communications,
be provided: altimetry, flight control or other systems,
aircraft performance is degraded below the
a) between IFR flights in Class D and E level required for the airspace in which it is
airspaces except when VMC climb or operating, the flight crew shall advise the
descent is involved under the ATC unit concerned without delay. Where
conditions specified in para 5.5.6; the failure or degradation affects the
separation minimum currently being
b) between IFR flights and special VFR employed, the controller shall take action to
flights; and establish another appropriate type of
separation or separation minimum.
c) between special VFR flights
5.2 Reduction in separation minima
5.1.2 No clearance shall be given to execute
any manoeuvre that would reduce the 5.2.1 In the vicinity of aerodromes
spacing between two aircraft to less than the
separation minimum applicable in the In the vicinity of aerodromes, the separation
circumstances. minima may be reduced if:
5.1.3 Larger separations than the specified a) adequate separation can be provided
minima should be applied whenever by the aerodrome controller when
exceptional circumstances such as unlawful each aircraft is continuously visible to
interference or navigational difficulties call this controller; or
for extra precautions. This should be done b) each aircraft is continuously visible to
with due regard to all relevant factors so as flight crews of the other aircraft
to avoid impeding the flow of air traffic by concerned and the pilots thereof report
the application of excessive separations. that they can maintain their own
separation; or
Note — Unlawful interference with an aircraft c) in the case of one aircraft following
constitutes a case of exceptional circumstances another. The flight crew of the
which might require the application of succeeding aircraft reports that the
separations larger than the specified minima,
between the aircraft being subjected to unlawful
other aircraft is in sight and separation
interference and other aircraft.
can be maintained.
5.1.4 Where the type of separation or 5.2.2 In the event of complete failure of
minimum used to separate two aircraft radar equipment
cannot be maintained, another type of
separation or another minimum shall be As an emergency measure, use of flight
established prior to the time when the levels spaced by half the applicable vertical
current separation minimum would be separation minimum may be resorted to
infringed. temporarily if standard non-radar separation
cannot be provided immediately.
April 30, 2008 5-1

5.3 Loss of separation 5.5 Vertical separation
If, for any reason, a controller is faced with a 5.5.1 Vertical Separation Minimum
situation in which two or more aircraft are
separated by less than the prescribed a) A nominal 1000 feet below FL290 and
minima due to reason other than ACAS RA a nominal 2000 feet at or above
(e.g. air traffic control errors or difference in FL290, except as provided for in b)
the pilot’s estimated and actual times over below; and
reporting points) controller is to b) A nominal 1000 feet when both aircraft
are RVSM compliant and operating
a) use every means at his / her disposal within designated RVSM airspace.
to obtain the required minimum with
the least possible delay; and 5.5.2 Cruise climb
b) pass essential traffic information. Cruise climb is not permitted in Indian FIRs.
5.4 Essential traffic information 5.5.3 Vertical Separation during

climb and descent
5.4.1 Essential traffic is that controlled
traffic to which the provision of separation by 5.5.3.1 An aircraft may be cleared to a level
ATC is applicable, but which, in relation to a previously occupied by another aircraft after
particular controlled flight is not, or will not the latter has reported vacating it, except
be, separated from other controlled traffic by when:
the appropriate separation minimum.
a) severe turbulence is known to exist; or
5.4.2 Essential traffic information shall be
given to controlled flights concerned b) the aircraft concerned are established
whenever they constitute essential traffic to at the same holding pattern; or
each other.
c) the difference in aircraft performance
5.4.3 Essential traffic information shall is such that less than the applicable
include: separation minimum may result;
a) direction of flight of aircraft concerned; in which case such clearance shall be

withheld until the aircraft vacating the level
b) type and wake turbulence category(if has reported at or passing another level
relevant) of aircraft concerned; separated by the required minimum.
c) cruising level of aircraft concerned 5.5.4 Pilot in direct communication with

and; each other may, with their concurrence, be
cleared to maintain a specified vertical
i) estimated time over the reporting separation between their aircraft during
point nearest to where the level ascent or descent.
will be crossed; or
ii) relative bearing of the aircraft 5.5.5 Step climb and descents
concerned in terms of the 12-hour
clock as well as distance from the 5.5.5.1 The step climb / descent
conflicting traffic; or procedure may be used for simultaneous
iii) actual or estimated position of the climb / descent of the aircraft to vertically
aircraft concerned. separated levels provided that the lower /
higher aircraft is progressively assigned
April 30, 2008 5-2

levels that provide vertical separation with By position reports which positively indicate
the higher / lower aircraft. the aircraft are over different geographic
locations as determined visually or by
5.5.5.2 When applying the step climb or reference to a navigation aid.
step descent procedures, pilot must be
advised that they are subject to a step climb
or descent.
5.5.6 VMC climb and descent:
When so requested by an aircraft and

provided it is agreed by the pilot of the other
aircraft, an ATC unit may clear a controlled
flight, including departing and arriving flights,
operating in airspace Classes D and E in
VMC during the hours of daylight to fly
subject to maintaining own separation to 5.6.1.2 By using the same navigation
one other aircraft and remaining in VMC. aid or method
When a controlled flight is so cleared, the
following shall apply: By requiring to fly on specified tracks which
are separated by a minimum amount
a) Clearances shall be for a specified appropriate to the navigational aid or
portion of the flight at or below 10,000 method employed. Lateral separation
feet, during climb and descent; between two aircraft exists when:
b) Essential traffic information shall be a) VOR

passed; and
Both aircraft are established on radials
c) If there is possibility that flight under diverging by at least 15 degrees and at least
VMC may become impracticable, an one aircraft is 15 NM or more from the
IFR flight shall be provided with facility.
alternative instructions to be complied
with in the event that in VMC cannot
be maintained for the term of
clearance.
5.6 Horizontal separation
The three types of horizontal separation are:
a) Lateral separation;
b) Longitudinal separation;
c) Radar separation.
5.6.1 Lateral separation
Means by which lateral separation may be b) NDB

applied include the following:
Both aircraft are established on tracks to or
5.6.1.1 By using the same or different from the NDB, which are diverging by at
geographic locations:
April 30, 2008 5-3

least 30 degrees and at least one aircraft is b) crossed a radial which is different by
15 NM or more from the facility. at least 20 degrees from the radial of
first aircraft; and
c) is 20 DME or more from the VOR

used by first aircraft.
c) DR (dead reckoning)
Both aircraft are established on tracks

diverging by at least 45 degrees and at least
one aircraft is 15 NM or more from the point
of intersection of the tracks, this point being
determined either visually or by reference to
a navigational aid and both aircraft are
established outbound from the intersection.
d) By using crossing radials of the same

VOR:
When one aircraft is maintaining a radial
from a VOR and other aircraft is crossing its
track, and after crossing the angular
difference of 45 deg to 135 deg inclusive,
aircraft will be deemed to be laterally
separated, when the other aircraft
a) has passed the radial of first aircraft;

and
April 30, 2008 5-4

b) Reciprocal tracks
Opposite tracks and intersecting tracks

or portions thereof, the angular
difference of which is more than 135
degrees but less than 225 degrees, and
5.6.2 Longitudinal separation whose protection areas overlap.
Longitudinal separation shall be applied so

that the spacing between the estimated
positions of the aircraft being separated is
never less than a prescribed minimum.
5.6.2.1 For the purpose of application of

longitudinal separation, the terms same
track, reciprocal tracks and crossing tracks
shall have the following meanings:
a) Same track
same direction tracks and intersecting

tracks or portions thereof, the angular
difference of which is less than 45
degrees or more than 315 degrees, and
whose protection areas overlap.
c) Crossing Tracks
Intersecting tracks or portions thereof

other than those specified in a) and b)
above.
April 30, 2008 5-5

5.6.2.2.2.2 Aircraft flying on crossing tracks:
a) 15 minutes;
5.6.2.2 Longitudinal separation

minima based on time:
5.6.2.2.1 Cross Check Calculations
a) Separation requirements must be

cross-checked to ensure the integrity
of calculations. b) 10 minutes if navigation aids permit
b) The cross-check is to validate the frequent determination of position and
initial calculation and to confirm that speed
the calculation is consistent with the
traffic disposition.
5.6.2.2.2 Aircraft at the same cruising

level
5.6.2.2.2.1 Aircraft flying on the same track:
a) 15 minutes;
5.6.2.2.3 Aircraft climbing or descending
5.6.2.2.3.1 Traffic on the same track.
When an aircraft will pass through the level

of another aircraft on the same track, the
following minimum longitudinal separation
shall be provided:
b) 10 minutes, if navigation aids permit a) 15 minutes while vertical separation
frequent determination of position and does not exist
speed;
April 30, 2008 5-6

aircraft has reported over an exact

reporting point.
c) 10 minutes while vertical separation

does not exist, provided that such
separation is authorized only where
navigation aids permit frequent
determination of position and speed
Note.— To facilitate application of the procedure

where a considerable change of level is
involved, a descending aircraft may be cleared
to some convenient level above the lower
aircraft, or a climbing aircraft to some convenient
level below the higher aircraft, to permit a further
check on the separation that will obtain while
d) 5 minutes while vertical separation vertical separation does not exist.
does not exist, provided that the
level change is commenced within
10 minutes of the time the second
April 30, 2008 5-7

5.6.2.2.3.2 Traffic on crossing tracks: least ten minutes prior to and after the time
the aircraft are estimated to pass, or are
a) 15 minutes while vertical separation estimated to have passed.
does not exist
Provided that it has been determined that

the aircraft have passed each other, this
minimum need not apply:
c) 10 minutes while vertical separation
does not exist if navigation aids 5.6.2.3 Longitudinal separation
permit frequent determination of minima based on distance
position and speed. using DME and/or GNSS
5.6.2.3.1 Separation shall be established by

maintaining not less than specified
distance(s) between aircraft positions as
reported by reference to DME in conjunction
with other appropriate navigation aids and/or
GNSS. This type of separation shall be
applied between two aircraft using DME, or
two aircraft using GNSS, or one aircraft
using DME and one aircraft using GNSS.
Direct controller-pilot VHF voice
communication shall be maintained while
such separation is used.
Note.- For the purpose of applying GNSS

based separation minimum, a distance
derived from an integrated navigation
system incorporating GNSS input is
regarded as equivalent to GNSS distance.
5.6.2.3.2 All distance reports must be made

with reference to the same DME station.
5.6.2.3.3 When applying these separation

minima between any aircraft with area
navigation capability, controllers shall
5.6.2.2.3.3 Traffic on reciprocal tracks specifically request GNSS derived distance.
Where lateral separation is not provided, Note.- Reason making a pilot unable to provide
vertical separation shall be provided for at GNSS distance information may include
April 30, 2008 5-8

inadequate onboard equipment, on GNSS input i) the same “on track” DME
into an integrated navigation system, or a loss of station when both aircraft are
GNSS integrity. utilizing DME, or
ii) an “on track” DME station
5.6.2.3.4 Aircraft at the same cruising and a collocated waypoint
level when one aircraft is utilizing
DME and the other is utilizing
5.6.2.3.4.1 Aircraft on the same track: GNSS, or
iii) the same waypoint when
a) 20 NM, provided: both aircraft are utilizing
GNSS, and
1) each aircraft utilizes,
3) separation is checked by obtaining
i) the same “on track” DME station simultaneous DME and/or GNSS
when both aircraft are utilizing readings from the aircraft at
DME, or frequent intervals to ensure that
the minimum will not be infringed.
ii) an “on track” DME station and a
collocated waypoint when one
aircraft is utilizing DME and the
other is utilizing GNSS, or
iii) the same waypoint when both
aircraft are utilizing GNSS, and
2) separation is checked by obtaining

simultaneous DME and/or GNSS
readings from the aircraft at
frequent intervals to ensure that the
minimum will not be infringed.
5.6.2.3.4.2 Aircraft on crossing tracks:
a) 20 NM, provided:
i) each aircraft reports distance from the

DME station and/or collocated
waypoint/or same waypoint located at
the crossing point of the tracks and
that the relative angle between the
tracks is less than 90 degrees; and
ii) separation is checked by obtaining

b) 10 NM, provided: simultaneous DME and/or GNSS
readings from the aircraft at frequent
1) the leading aircraft maintains a true intervals to ensure that the minimum
airspeed of 20 kt or more faster will not be infringed.
than the succeeding aircraft;
2) each aircraft utilizes,
April 30, 2008 5-9

b) 10 NM provided: 5.6.2.3.5 Aircraft climbing or

descending
i) the leading aircraft maintains a true
airspeed of 20 kts or more faster than 5.6.2.3.5.1 Aircraft on the same track
the succeeding aircraft;
10 NM while vertical separation does not
ii) each aircraft reports distance from the exist, provided:
DME station and/or collocated
waypoint/or same waypoint located at a) each aircraft utilizes,
the crossing point of the tracks and
that the relative angle between the i) the same “on track” DME station
tracks is less than 90 degrees; and when both aircraft are utilizing
DME, or
iii) separation is checked by obtaining
simultaneous DME and/or GNSS ii) an “on track” DME station and a
readings from the aircraft at such collocated waypoint when one
intervals as are necessary to ensure aircraft is utilizing DME and the
that the minimum is established and other is utilizing GNSS, or
will not be infringed. iii) the same waypoint when both
aircraft are utilizing GNSS, and
b) one aircraft maintains a level while

vertical separation does not exist; and
c) separation is established by obtaining

simultaneous DME and/or GNSS
readings from the aircraft.
April 30, 2008 5 - 10

5.6.2.4 Longitudinal separation minima

with Mach number technique based on
time:
5.6.2.4.1 The following conditions shall be

met when the Mach number technique is
being applied:
a) Aircraft Types: Turbojet aircraft only.
b) Routes:
i) The aircraft concerned have reported

over the same common point
and follow the same track or
Note.— To facilitate application of the procedure continuously diverging tracks
where a considerable change of level is until some other form of
involved, a descending aircraft may be cleared separation is provided; or
to some convenient level above the lower
aircraft, or a climbing aircraft to some convenient ii) If the aircraft have not reported
level below over the same reporting point and
the higher aircraft, to permit a further check on it is possible to ensure, by radar,
the separation that will obtain while vertical ADS-B or other means, that the
separation does not exist. appropriate time interval will exist
at the common point from which
5.6.2.3.5.2 Aircraft on reciprocal tracks they either follow the same track or
continuously diverging tracks.
Aircraft utilizing on-track DME and/or
collocated waypoint or same waypoint may c) Levels: The aircraft concerned are in
be cleared to climb or descend to or through level flight, climbing or descending.
the levels occupied by other aircraft utilizing
on-track DME and/or collocated waypoint or Note1. The Mach Number Technique is applied
same waypoint, provided that it has been using True Mach Number
positively established that the aircraft have
passed each other and are at least 10 NM d) Mach Number Assignment: A Mach
apart. number (or, when appropriate, a range
of Mach numbers) shall be issued to
each aircraft.
April 30, 2008 5 - 11

Note: Turbojet aircraft shall adhere to the Mach NOTE-Control estimates are calculated by the
number approved by ATC and shall request ATC controller using known wind patterns, previous
approval before making any changes thereto. If it aircraft transit times, pilot progress reports, and
is essential to make an immediate temporary pilot estimates.
change in the Mach number (e.g. due to
turbulence), ATC shall be notified as soon as d) Relative Speeds
possible that such a change has been made.
The preceding aircraft maintains the
If it is not feasible, due to aircraft performance, to same or a greater Mach number than
maintain the last assigned Mach number during
the following aircraft; or
en-route climbs and descents, pilots of aircraft
concerned shall advise ATC at the time of the If the following aircraft is faster than
climb/descent request. the lead aircraft, ensure that the
appropriate time interval will exist until
e) Separation Minima another form of separation is
achieved.
i) When Mach number technique is
applied, minimum longitudinal NOTE- The calculation of ground speeds and
estimated times over significant points is a time-
separation between turbojet aircraft on consuming process which, in dense traffic situations,
the same track, whether in level, could result in unacceptable delays in issuance of
climbing or descending flight shall be clearances. A “rule of thumb” may be applied which
10 minutes; or the prescribed minima allows clearances to be issued in a timely manner,
provided the expected minimum longitudinal
based on application of differential separation over the exit point is subsequently
Mach number on prescribed ATS confirmed when the calculated flight progress strip
routes. data become available. This rule of thumb can be
ii) The applicable longitudinal separation stated as follows: for each 600 NM in distance
minima is maintained by: between the entry and exit points of the area where
the Mach number technique is used, add one minute
for each 0.01 difference in Mach number for the two
Ensuring that the spacing aircraft concerned to compensate for the fact that the
between the estimated positions second aircraft is overtaking the first aircraft (See
of the aircraft is not less than the Table below.)
prescribed minimum.
Continuously monitoring aircraft
position reports and updating Application of the Mach Number Technique
control estimates along the when the Following Aircraft is Faster
aircraft's track(s). If after
establishing the Mach number Distance to Fly and Separation (in
technique between aircraft, Minutes) Required at Entry Point
control information indicates that
001- 601- 1201- 1801- 2401-
less than the applicable minima Difference
600 1200 1800 2400 3000
between aircraft may exist, in Mach
NM NM NM NM NM
immediately
0.01 11 12 13 14 15
B Issue crossing restrictions to
ensure the appropriate 0.02 12 14 16 18 20
longitudinal minima at the
next significant point, or 0.03 13 16 19 22 25
B Assign revised Mach
numbers appropriate for the 0.04 14 18 22 26 30
estimated interval, or
B Establish vertical separation. 0.05 15 20 25 30 35
April 30, 2008 5 - 12

0.06 16 22 28 34 40
0.07 17 24 31 38 45
0.08 18 26 34 42 50
0.09 19 28 37 46 55
0.10 20 30 40 50 60
When preceding aircraft is maintaining a true Mach 5.7 Minimum separation between
number greater than the following aircraft separation departing aircraft
minima of 9 and 5 minutes inclusive, on prescribed
minima may be applied in accordance with the
following table: 5.7.1 One-minute separation if aircraft are to
fly on tracks diverging by at least 45
degrees immediately after take-off so that
Application of the Mach Number Technique lateral separation is provided.
when the Preceding Aircraft is Faster
Separation
Mach Number by which the
Minima in
Preceding Aircraft is Faster
Minutes
09 0.02
08 0.03
07 0.04
06 0.05 Note 1.— Wake turbulence categorization of

aircraft and longitudinal separation minima are
05 0.06 contained in Para 5.9
5.7.2 Two minutes between take-offs when

5.6.2 Separation of aircraft holding in the preceding aircraft is 40 kt or more faster
flight than the following aircraft and both aircraft
propose to follow the same track.
5.6.2.1 Aircraft established in adjacent
holding patterns shall be separated by the
applicable vertical separation minimum.
5.6.2.2 Except when lateral separation

exists, vertical separation shall be applied
between aircraft holding in flight and other
aircraft, whether arriving, departing or en
route, whenever the other aircraft concerned
are within five minutes flying time of the
holding area or within a distance prescribed
by the appropriate authority. Note: Calculations, based on TAS, of speed
differentials of aircraft during climb may not be
sufficiently accurate in all circumstances for
determining if the procedures in 5.8.2 can be
April 30, 2008 5 - 13

applied, in which case calculations based on IAS a) in any direction until five minutes
may be more suitable. before the arriving aircraft is estimated
to be over the instrument runway;
5.7.3 Five-minute separation while vertical
separation does not exist if a departing b) in a direction which is different by at
aircraft will be flown through the level of a least 45 degrees from the reciprocal of
preceding departing aircraft and both aircraft the direction of approach of the
propose to follow the same track. Action arriving aircraft:
must be taken to ensure that the five-minute
separation will be maintained or increased i) until three minutes before the
while vertical separation does not exist. arriving aircraft is estimated to be
over the beginning of the
instrument runway, or
ii) before the arriving aircraft crossing

a designated fix on the approach
track; the location of such fix to be
determined by the appropriate ATS
authority after consultation with the
operators.
5.8 Separation of departing aircraft
from arriving aircraft Note: Lateral separation is considered to exist
between an arriving aircraft that subsequently
5.8.1 The following separation shall be commenced final approach and the departing
applied when take-off clearance is based on aircraft that has established on a course
the position of an arriving aircraft: diverging by at least 45 degrees from the
reciprocal of the final approach course.
5.8.1.1 If an arriving aircraft is making a
complete instrument approach, a departing
aircraft may take off:
a) in any direction until an arriving

aircraft has started its procedure turn
or base turn leading to final
approach;
b) in a direction which is different by at

least 45 degrees from the reciprocal
of the direction of approach after the
arriving aircraft has started
procedure turn or base turn leading
to final approach, provided that the
take-off will be made at least three
minutes before the arriving aircraft is
estimated to be over the beginning of
the instrument runway.
Note: Use of runway other than runway- in- use
5.8.1.2 If an arriving aircraft is making a for the purpose of application of separation vide
straight-in approach, a departing aircraft para 5.8.1.1.a) and 5.8.1.2.b) is not authorized.
may take off:
April 30, 2008 5 - 14

5.8.2 Departing aircraft is maintaining a established on VOR radial is at a DME

radial from a VOR and arriving aircraft distance of 10 miles or greater than
established on a DME arc: the DME arc maintained by the
i) Case 1: arriving aircraft.
An arriving aircraft carrying out a DME

arc procedure, and a departing
aircraft, established on a track which
is different by at least 45 degrees from
the reciprocal of the direction of final
approach track of the arriving aircraft,
will be deemed to be laterally
separated, when
a) the arriving aircraft is established on

a DME arc of at least 10 NM using 5.9 Time-based wake turbulence
same VOR and is moving away from longitudinal separation minima
the track of the departing aircraft
maintaining VOR radial; and 5.9.1 Categorization of aircraft: Wake
turbulence separation minima should be
b) the departing aircraft maintaining the based on a grouping of aircraft types into
VOR radial is crossing the arc of the three categories according to the maximum
arriving aircraft from behind; and certificated take-off mass.
c) the arriving aircraft has passed a Category Maximum Certified

take off mass
VOR radial which is different by at
Heavy 1,36,000 kg or more
least 30 degrees from the radial
Medium Less than 1.36,000 kg
maintained by departing aircraft. but more than 7000 kg
Light 7000 kg or less
5.9.2 The ATC unit concerned shall not be

required to apply wake turbulence
separation:
a) for arriving VFR flights landing on the

same runway as a preceding landing
HEAVY or MEDIUM aircraft; and
b) between arriving IFR flights executing

visual approach when the aircraft has
reported the preceding aircraft in sight
and has been instructed to follow and
maintain own separation from that
ii) Case 2: aircraft.
When a departing aircraft is 5.9.3 The ATC unit shall, in respect of the
maintaining a radial from a VOR and flights specified in 5.9.2 a) and b) as well as
arriving aircraft established on a DME when otherwise deemed necessary, issue a
arc of at least 10 NM using same caution of possible wake turbulence.
VOR, will be deemed to be laterally
separated, when the aircraft
April 30, 2008 5 - 15

5.9.4 Arriving aircraft

Except as provided in 5.9.2 a) and b), the
following minima shall be applied to aircraft
landing behind a HEAVY or a MEDIUM
aircraft:
Leading Following Separation

Aircraft Aircraft Minima
HEAVY MEDIUM 2 min
HEAVY
or LIGHT 3 min
MEDIUM
5.9.5 Departing aircraft
Followin
Leading g Separation Minima
Aircraft Aircraft
Departing from
a) the same runway

b) parallel runway
separated by less
MEDIUM than 760 m
HEAVY or c) crossing runways
LIGHT if the projected
flight path of the
second aircraft will
cross the
projected flight
path of the first
aircraft at the
same altitude or
less than 1 000 ft
below;
d) Parallel runways 2 min
separated by 760
m or more, if the
projected flight
path of the second
aircraft will cross
MEDIUM LIGHT the projected flight
path of the first
aircraft at the
same altitude or
less than 1 000 ft
below. 5.9.6 Opposite direction
HEAVY MEDIUM Departing from A separation minimum of 2 minutes shall be

(Full or
length LIGHT a) an intermediate
applied between a LIGHT or MEDIUM
take-off) part of the same aircraft and a HEAVY aircraft and between a
runway; or 3 min LIGHT aircraft and a MEDIUM aircraft when
the heavier aircraft is making a low or
b) an intermediate missed approach and the lighter aircraft is:
MEDIUM part of a parallel
(Full LIGHT runway
length
take-off)
April 30, 2008 5 - 16

a) utilizing an opposite-direction runway for c) an arriving LIGHT or MEDIUM aircraft

take-off; follows a HEAVY aircraft departure and
an arriving LIGHT aircraft follows a
MEDIUM aircraft departure if the
projected flight paths are expected to
cross.
Note: Wake Vortex generation begins when the

nose wheel lifts off the runway on take-off and
continues until the nose wheel touches down on
landing.
or
b) landing on the same runway in the

opposite direction, or on a parallel
opposite-direction runway separated by
less than 760 m.
5.9.7 Displaced landing threshold
A separation minimum of 2 minutes shall be

applied between a LIGHT or MEDIUM
aircraft and a HEAVY aircraft and between a
LIGHT aircraft and a MEDIUM aircraft when
operating on a runway with a displaced
landing threshold when:
a) a departing LIGHT or MEDIUM aircraft

follows a HEAVY aircraft arrival and a
departing LIGHT aircraft follows a
MEDIUM aircraft arrival; or
April 30, 2008 5 - 17

Chapter 6
PROCEDURES/ SEPARATION IN THE VICINITY OF AERODROMES
6.1 ESSENTIAL LOCAL TRAFFIC responsibility of the pilot-in-command of an

aircraft to decide between making such a
6.1.1 Information on essential local traffic take-off or waiting for take-off in a preferred
known to the controller shall be transmitted direction.
without delay to departing and arriving
aircraft concerned. 6.2.2.2 If departures are delayed, the
delayed flights shall normally be cleared in
Note 1.— Essential local traffic in this context an order based on their estimated time of
consists of any aircraft, vehicle or personnel on departure, except that deviation from this
or near the runway to be used, or traffic in the order may be made to:
take-off and climb-out area or the final approach a) facilitate the maximum number of
area, which may constitute a collision hazard to
departures with the least average
a departing or arriving aircraft.
delay;
b) accommodate requests by an
6.1.2 Essential local traffic shall be
operator in respect of that operator’s
described so as to be easily identified.
flights to the extent practicable.
6.2 PROCEDURES FOR DEPARTING
6.2.2.3 Air traffic control units should when
AIRCRAFT
practicable advise aircraft operators or their
designated representatives when
6.2.1 General
anticipated delays are expected to exceed
30 minutes.
6.2.1.1 Clearances for departing aircraft
shall specify, when necessary for the
6.3 INFORMATION FOR DEPARTING
separation of aircraft, direction of takeoff
AIRCRAFT
and turn after take-off; heading or track to
be made good before taking up the cleared
6.3.1 Meteorological conditions
departure track; level to maintain before
Information regarding significant changes in
continuing climb to assigned level; time,
the meteorological conditions in the take-off
point and/or rate at which a level change
or climb-out area, obtained by the unit
shall be made; and any other necessary
providing approach control service after a
manoeuvre consistent with safe operation of
departing aircraft has established
the aircraft.
communication with such unit, shall be
transmitted to the aircraft without delay,
6.2.1.2 At aerodromes where
except when it is known that the aircraft
standard instrument departures (SIDs) have
already has received the information.
been established, departing aircraft should
normally be cleared to follow the appropriate
Note.— Significant changes in this context
SID. include those relating to surface wind direction or
speed, visibility, runway visual range or air
6.2.2 Departure Sequence temperature (for turbine-engine aircraft), and the
occurrence of thunderstorm or cumulonimbus,
6.2.2.1 Departing aircraft may be moderate or severe turbulence, wind shear, hail,
expedited by suggesting a take-off direction moderate or severe icing, severe squall line,
which is not into the wind. It is the freezing precipitation, severe mountain waves,
April 30, 2008 6-1

sand storm, dust storm, blowing snow, tornado for use when providing ATS
or waterspout. surveillance services.
6.3.2 Operational status of visual or 6.4.1.4 At aerodromes where standard

non-visual aids instrument arrivals (STARs) have been
established, arriving aircraft should normally
Information regarding changes in the be cleared to follow the appropriate STAR.
operational status of visual or non-visual The aircraft shall be informed of the type of
aids essential for take-off and climb shall be approach to expect and runway-in-use as
transmitted without delay to a departing early as possible.
aircraft, except when it is known that the
aircraft already has received the information. 6.4.1.5 After coordination with the
approach control unit, the ACC may clear
6.4 PROCEDURES FOR ARRIVING the first arriving aircraft for approach rather
AIRCRAFT than to a holding fix.
6.4.1 General 6.4.2 Visual Approach:

6.4.1.1 When it becomes evident that
delays will be encountered by arriving 6.4.2.1 Visual approach is an approach by
aircraft, operators or designated an IFR flight when either part or all of an
representatives shall, to the extent instrument approach procedure is not
practicable, be notified and kept currently completed and the approach is executed in
informed of any changes in such expected visual reference to terrain.
delays.
6.4.2.2 Clearance for an IFR flight to
6.4.1.2 The controller may request an execute a visual approach may be
arriving aircraft to report when leaving or requested by the pilot or initiated by the
passing a significant point or navigation aid, controller.
or when starting procedure turn or base
turn, or any other information, to expedite 6.4.2.3 The controller shall not initiate a
departing and arriving aircraft. visual approach when there is a reason to
believe that the flight crew concerned is not
6.4.1.3 An IFR flight shall not be cleared familiar with the aerodrome and its
for an initial approach below the Minimum surrounding terrain.
Sector Altitude (MSA) or Minimum Holding
Altitude (MHA) whichever is higher, nor to 6.4.2.4 Controller should take into
descend below that altitude unless: consideration the prevailing traffic and
meteorological conditions before initiating
a) the pilot has reported passing an visual approach.
appropriate point defined by a
navigation aid or as a waypoint; or 6.4.2.5 Aircraft may be cleared for direct
base leg/ final, if there is reasonable
b) the pilot reports that the aerodrome is assurance that visual approach and landing
and can be maintained in sight; or can be completed.
c) the aircraft is conducting a visual 6.4.2.6 Separation shall be provided

approach; or between an aircraft cleared to execute a
visual approach and other arriving and
d) the controller has determined the departing aircraft.
aircraft’s position by the use of ATS
surveillance system, and a lower 6.4.2.7 When clearance to execute visual
minimum altitude has been specified approach has been issued, it shall be the
April 30, 2008 6-2

responsibility of pilot to maintain terrain 6.4.2.9.1 The procedural controller may

clearance. initiate visual approach subject to following
conditions
6.4.2.8 Visual approach by a flight crew:
a) Ground visibility is not below the
6.4.2.8.1 A flight crew may request visual aerodrome operating minima of non
approach if he has runway in sight and the precision approach available at the
pilot can maintain visual reference to terrain aerodrome and which aircraft is
subject to the following conditions only: capable of carrying out,
a) the reported ceiling is at or above b) Concurrence of the flight crew is

initial approach level i.e. minimum obtained, and
holding altitude at the facility
associated with the instrument c) The reported ceiling is at or above the
approach procedure; or approved initial approach level
the pilot finds at the initial approach 6.4.2.9.2 Clearance to execute a visual
level or at any time during the approach shall only be issued provided the
instrument approach procedure that aircraft can maintain visual reference to
the meteorological conditions are such terrain and has the aerodrome or the
that with reasonable assurance a runway in sight.
visual approach and landing can be
completed; Phraseologies:
b) the ground visibility is not below the 4 ADVISE ABLE TO ACCEPT VISUAL APPROACH
‘Aerodrome Operating Minima’ of non RUNWAY (number);
precision approach available at the 4 EXPECT VISUAL APPROACH RUNWAY (number),
aerodrome and which aircraft is REPORT RUNWAY IN SIGHT;
capable of carrying out at the time 4 CLEARED VISUAL APPROACH RUNWAY (number),
visual approach is requested, REPORT (position in the traffic circuit).
6.4.2.8.2 The pilot at the time of 6.4.2.10 Visual approach initiated by a

requesting for visual approach should give radar controller:
position report.
6.4.2.10.1 The radar controller may initiate
6.4.2.8.3 The pilot shall advise the controller visual approach subject to the following
immediately when conditions
a) weather has deteriorated and unable a) Ground visibility is not below the
to keep the terrain in sight; or aerodrome operating minima of non
precision approach available at the
b) unable to continue flight following the aerodrome and which aircraft is
preceding aircraft; or capable of carrying out,
c) additional spacing is required from b) Concurrence of the flight crew is

preceding aircraft. obtained, and
6.4.2.9 Visual approach initiated by a c) The reported ceiling is at or above the

procedural controller: minimum altitude applicable to radar
vectoring and meteorological
conditions are such that, with
reasonable assurance, a visual
April 30, 2008 6-3

approach and landing can be distance between the aircraft is less than the
completed. appropriate wake turbulence minimum, the
controller shall issue caution of possible
6.4.2.10.2 Clearance for visual approach wake turbulence.
shall be issued, provided the aircraft can
maintain visual reference to terrain and has Phraseology: CAUTION WAKE TURBULANCE
the aerodrome or, runway in sight, at which
time radar vectoring would normally be 6.4.2.11.3 The pilot-in-command of the
terminated. aircraft concerned shall be responsible for
ensuring that the spacing from a preceding
Phraseologies: aircraft of a heavier wake turbulence
category is acceptable. If it is determined
4 ADVISE ABLE TO ACCEPT VISUAL APPROACH that additional spacing is required, the flight
RUNWAU (number) crew shall inform the ATC unit accordingly,
4 (vectoring instruction) VECTORING FOR VISUAL stating their requirements.
APPROACH RUNWAY (number), REPORT RUNWAY
IN SIGHT 6.4.2.12 Transfer of communication to the
4 (vectoring instruction) VECTORING FOR) (position in Aerodrome controller should be effected at
the traffic circuit), REPORT RUNWAY IN SIGHT such a point or time that information on
4 CLEARED VISUAL APPROACH RUNWAY (number), essential local traffic, if applicable, and
REPORT (position in the traffic circuit) clearance to land or alternative instruction
can be issued to the aircraft in a timely
6.4.2.10.3 If the pilot does not sight the manner.
runway, the aircraft will either be vectored
for pilot interpreted final approach aid / 6.4.2.13 The aerodrome controller should
surveillance radar approach or the aircraft endeavour to sight the aircraft and upon
will be climbed to minimum holding altitude sighting should inform the pilot so. The
associated with landing nav-aid and cleared landing clearance should be issued by the
for IAL procedure of the nav-aid. controller only after sighting the aircraft.
6.4.2.11 Successive visual approaches: 6.4.3 Instrument approach
6.4.2.11.1 For successive visual 6.4.3.1 The approach control unit shall
approaches, separation shall be maintained specify the instrument approach procedure
by the controller until the pilot of a to be used by arriving aircraft. A flight crew
succeeding aircraft reports having the may request an alternative procedure and, if
preceding aircraft in sight. The aircraft shall circumstances permit, should be cleared
then be instructed to follow and maintain accordingly.
own separation from the preceding aircraft
and report runway in sight. 6.4.3.2 If a pilot reports or it is clearly
Phraseologies: apparent to the ATC unit that the pilot is not
familiar with an instrument approach
4 REPORT NUMBER (number) (aircraft type and procedure, the initial approach level, the
position) IN SIGHT
point (in minutes from the appropriate
4 CLEARED VISUAL APPROACH RUNWAY (number) reporting point) at which base turn or
MAINTAIN OWN SEPARATION FROM PRECEDING
[CAUTION WAKE TURBULANCE]
procedure turn will be started, the level at
4 REPORT RUNWAY IN SIGHT which the procedure turn shall be carried out
and the final approach track shall be
6.4.2.11.2 When both aircraft are of a heavy specified, except that only the last-
wake turbulence category, or the preceding mentioned need be specified if the aircraft is
aircraft is of heavier wake turbulence to be cleared for a straight-in approach. The
category than the following, and the frequency(ies) of the navigation aid(s) to be
April 30, 2008 6-4

used as well as the missed approach 6.4.4.6 Aircraft should normally be held
procedure shall also be specified when at a designated holding fix. The required
deemed necessary. minimum vertical, lateral or longitudinal
separation from other aircraft shall be
6.4.3.3 If visual reference to terrain is provided. Criteria and procedures for the
established before completion of the simultaneous use of adjacent holding
approach procedure, the entire procedure patterns shall be prescribed in local
must nevertheless be executed unless the instructions.
aircraft requests & is cleared for a visual
approach. 6.4.4.7 Levels at holding fix or visual
holding location shall as far as practicable
6.4.4 Holding be assigned in a manner that will facilitate
clearing each aircraft to approach in its
6.4.4.1 In the event of extended delays, proper priority. Normally, the first aircraft to
aircraft should be advised of the anticipated arrive over a holding fix or visual holding
delay as early as possible and, when location should be at the lowest level, with
practicable, be instructed or given the option following aircraft at successively higher
to reduce speed en route in order to absorb levels.
delay.
6.4.4.8 When extended holding is
6.4.4.2 When delay is expected, the ACC anticipated, turbojet aircraft should, when
shall normally be responsible for clearing practicable, be permitted to hold at higher
aircraft to the holding fix , and for including levels in order to conserve fuel, whilst
holding instructions, and expected approach retaining their order in the approach
time or onward clearance time, as sequence.
applicable, in such clearances.
6.4.4.9 If an aircraft is unable to comply
6.4.4.3 After coordination with the with the published or cleared holding
approach control unit, the ACC may clear procedure, alternative instructions shall be
arriving aircraft to visual holding location to issued.
hold until further advised by the approach
control unit. 6.4.4.10 For the purpose of maintaining a
safe and orderly flow of traffic, an aircraft
6.4.4.4 After coordination with the may be instructed to orbit at its present or at
aerodrome control tower, the approach any other position, provided the required
control unit may clear arriving aircraft to obstacle clearance is ensured.
visual holding location to hold until further
advised by the aerodrome control tower. 6.4.5 Approach sequence
6.4.4.5 Holding and holding pattern entry 6.4.5.1 The following procedures shall be
shall be accomplished in accordance with applied whenever approaches are in
published procedures. If entry and holding progress.
procedures have not been published or if
the procedures are not known to a flight 6.4.5.1.1 The approach sequence shall be
crew, the appropriate air traffic control unit established in a manner which will facilitate
shall specify the designator of the location or arrival of the maximum number of aircraft
aid to be used, the inbound track, radial or with the least average delay. Priority shall
bearing, direction of turn in the holding be given to:
pattern as well as the time of the outbound a) an aircraft which anticipates being
leg or the distances between which to hold. compelled to land because of factors
affecting the safe operation of the
April 30, 2008 6-5

aircraft (engine failure, shortage of awaiting weather change or re-routing.

fuel, etc.); Alternatively, the aircraft should be given a
b) hospital aircraft or aircraft carrying any clearance to place it at the top of the
sick or seriously injured person approach sequence so that other holding
requiring urgent medical attention; aircraft may be permitted to land.
Coordination shall be effected with any
c) aircraft engaged in search and rescue adjacent ATC unit or control sector, when
operations; and required, to avoid conflict with the traffic
under the jurisdiction of that unit or sector.
d) VIP I (President), VIP II (Vice
President), VIP III (Prime Minister) and 6.4.5.1.5 When establishing the approach
VIP V (Foreign Heads of State/Govt.) sequence, an aircraft which has been
aircraft. authorized to absorb a specified period of
notified terminal delay by cruising at a
6.4.5.1.2 Succeeding aircraft shall be reduced speed en route, should, in so far as
cleared for approach: practicable, be credited with the time
absorbed en route.
a) when the preceding aircraft has
reported that it is able to complete its 6.4.6 Expected approach time
approach without encountering
instrument meteorological conditions; 6.4.6.1 An expected approach time shall
or be determined for an arriving aircraft that will
b) when the preceding aircraft is in be subjected to a delay of 10 minutes or
communication with and sighted by the more. The expected approach time shall be
aerodrome control tower and transmitted to the aircraft as soon as
reasonable assurance exists that a practicable and preferably not later than at
normal landing can be accomplished, the commencement of its initial descent
or from cruising level. A revised expected
c) when timed approaches are used, the approach time shall be transmitted to the
preceding aircraft has passed the aircraft without delay whenever it differs
defined point inbound and reasonable from that previously transmitted by 5
assurance exists that a normal landing minutes or more, or such lesser period of
can be accomplished; time as agreed between the ATS units
d) when the required longitudinal spacing concerned.
between succeeding aircraft, as
observed by radar, has been 6.4.6.2 An expected approach time shall
established. be transmitted to the aircraft by the most
expeditious means whenever it is
6.4.5.1.3 In establishing the approach anticipated that the aircraft will be required
sequence, the need for increased to hold for 30 minutes or more.
longitudinal spacing between arriving aircraft 6.4.6.3 The holding fix to which an
due to wake turbulence shall be taken into expected approach time relates shall be
account. identified together with the expected
approach time whenever circumstances are
6.4.5.1.4 If the pilot of an aircraft in an such that this would not otherwise be
approach sequence has indicated an evident to the pilot.
intention to hold for weather improvement,
or for other reasons, such action shall be 6.4.7 Onward clearance time
approved. However, when other holding
aircraft indicate intention to continue their In the event an aircraft is held en route or at
approach-to-land, the pilot desiring to hold a location or aid other than the initial
will be cleared to an adjacent fix for holding approach fix, the aircraft concerned shall, as
April 30, 2008 6-6

soon as practicable, be given an expected ix) trend-type landing forecast, when

onward clearance time from the holding fix . available.
The aircraft shall also be advised if further
holding at subsequent holding fix is c) current runway surface conditions, in
expected. case of precipitants or other temporary
hazards;
Note.— “Onward clearance time” is the time at
which an aircraft can expect to leave the fix at d) changes in the operational status of
which it is being held. visual and non visual aids essential for
approach and landing.
6.5 INFORMATION FOR ARRIVING
AIRCRAFT 6.5.2 If it becomes necessary or
operationally desirable that an arriving
6.5.1 As early as practicable after an aircraft follow an instrument approach
aircraft has established communication with procedure or use a runway other than that
the unit providing approach control service, initially stated, the flight crew shall be
the following elements of information, in the advised without delay.
order listed, shall be transmitted to the
aircraft, with the exception of such elements 6.5.3 At the commencement of final
which it is known the aircraft has already approach, the following information shall be
received: transmitted to aircraft:
a) type of approach and runway-in-use; a) significant changes in the mean

surface wind direction and speed;
b) meteorological information, as follows:
Note.— If the controller possesses wind
i) surface wind direction and information in the form of components, the
speed, including significant significant changes are:
variations;
4 Mean head-wind component: 10 kt
ii) visibility and, when applicable, 4 Mean tail-wind component: 2 kt
runway visual range (RVR); 4 Mean cross-wind component: 5 kt
iii) present weather; b) the latest information, if any, on wind

shear and/or turbulence in the final
iv) cloud below 5 000 ft or below the approach area;
highest minimum sector altitude,
whichever is greater; c) the current visibility representative of
cumulonimbus; the direction of approach and landing
or, when provided, the current runway
v) air temperature; visual range value(s) and the trend, if
practicable, supplemented by slant
vi) dew point temperature; visual range value(s), if provided.
vii) altimeter setting(s); 6.5.5 During final approach, the following

information shall be transmitted without
viii) any available information on delay:
significant meteorological
phenomena in the approach a) the sudden occurrence of hazards
area; and (e.g. unauthorized traffic on the
runway);
April 30, 2008 6-7

b) significant variations in the current

surface wind, expressed in terms of
minimum and maximum values;
c) significant changes in runway surface

conditions;
d) changes in the operational status of

required visual or non-visual aids;
e) changes in observed RVR value(s), in

accordance with the reported scale in
use, or changes in the visibility
representative of the direction of
approach and landing.
April 30, 2008 6-8

CHAPTER 7
AERODROME CONTROL SERVICE
7.1 FUNCTIONS OF AERODROME 7.1.3 The functions of an aerodrome control

CONTROL TOWERS tower may be performed by different control
or working positions, such as:
7.1.1 Aerodrome control towers shall issue
information and clearances to aircraft under aerodrome controller, normally
their control to achieve a safe, orderly and responsible for operations on the
expeditious flow of air traffic on and in the runway and aircraft flying within the
vicinity of an aerodrome with the object of area of responsibility of the aerodrome
preventing collision(s) between: control tower;
a) aircraft flying within the designated ground controller, normally

area of responsibility of the control responsible for traffic on the
tower, including the aerodrome traffic manoeuvring area with the exception
circuits; of runways;
b) aircraft operating on the manoeuvring Clearance delivery position,

area; normally responsible for delivery of
start-up and ATC clearance to
c) aircraft landing and taking off; departing IFR flights.
d) aircraft and vehicles operating on the 7.1.4 Where parallel or near parallel
manoeuvring area; runways are used for simultaneous
operations, individual aerodrome controllers
e) aircraft on the manoeuvring area and should be responsible for operations on
obstructions on that area. each of the runways.
7.1.2 Aerodrome controllers shall maintain a 7.2 ALERTING SERVICE PROVIDED BY

continuous watch on all flight operations on AERODROME CONTROL TOWERS
and in the vicinity of an aerodrome as well
as vehicles and personnel on the 7.2.1 Aerodrome control towers are
manoeuvring area. Watch shall be responsible for alerting the rescue and fire
maintained by visual observation, fighting services whenever:
augmented in low visibility conditions by an
ATS surveillance system when available. a) an aircraft accident has occurred on or
Traffic shall be controlled in accordance with in the vicinity of the aerodrome; or,
the procedures set forth herein and all
applicable traffic rules specified in MATS 2 / b) information is received that the safety
Temporary Local Instructions (TLI) of the of an aircraft which is or will come
concerned airport. If there are other under the jurisdiction of the aerodrome
aerodromes within a control zone, traffic at control tower may have or has been
all aerodromes within such a zone shall be impaired; or
coordinated so that traffic circuits do not
conflict. c) requested by the flight crew; or
d) when otherwise deemed necessary or

desirable.
April 30, 2008 7-1

7.2.2 Procedures concerning the alerting of 7.4.3 A runway for take-off or landing
the rescue and fire fighting services shall be appropriate to the operation, may be
contained in local instructions. Such nominated for noise abatement purposes,
instructions shall specify the type of the objective being to utilize whenever
information to be provided to the rescue and possible those runways that permit
fire fighting services, including type of aeroplanes to avoid noise-sensitive areas
aircraft and type of emergency and, when during the initial departure and final
available, number of persons on board, and approach phases of flight.
any dangerous goods carried on the aircraft.
7.4.4 Only one aircraft shall be cleared to
7.2.3 Aircraft which fail to report after having land on the runway-in-use at any one time
been transferred to an aerodrome control except formation flight by military aircraft.
tower, or, having once reported, cease radio
contact and in either case fail to land five 7.4.4 Whenever change of the runway-in-
minutes after the expected landing time, use is necessary the aerodrome controller,
shall be reported to the approach control after prior consultation with approach
unit, ACC or flight information centre, or to control, shall inform to aircraft under his
the rescue coordination centre or rescue control and other agencies according to
sub-centre, in accordance with local local instructions.
instructions.
7.5 INITIAL CALL TO AERODROME
7.3 FAILURE OR IRREGULARITY OF CONTROL TOWER
AIDS AND EQUIPMENT
7.5.1 For aircraft being provided with
Aerodrome control towers shall immediately aerodrome control service, the initial call
report in accordance with local instructions shall contain:
any failure or irregularity of operation in any
equipment, light or other device established i) designation of station being called;
at an aerodrome for the guidance of ii) call sign, and for aircraft in the heavy
aerodrome traffic and flight crews or wake turbulence category, the word
required for provision of air traffic control “Heavy”;
start time procedures are employed. iii) position; and
iv) additional elements, as required by
7.4 SELECTION OF RUNWAY-IN-USE the appropriate ATS authority.
7.4.1 The term “runway-in-use” shall be 7.6 INFORMATION TO AIRCRAFT BY

used to indicate the runway or runways that, AERODROME CONTROL TOWERS
at a particular time, are considered by the
aerodrome control tower to be the most 7.6.1 Information related to the
suitable for use by the types of aircraft operation of aircraft
expected to land or take off at the
aerodrome. 7.6.1.1 Start-Up Time Procedures:
7.4.2 In selecting runway-in-use the unit Start-up time procedures should be

providing aerodrome control service shall contained in the local instructions and
take into consideration, besides surface should specify the criteria and conditions for
wind speed and direction, other relevant determining when and how start-up times
factors such as the aerodrome traffic shall be calculated and issued to departing
circuits, the length of runways, and the aircraft.
approach and landing aids available.
April 30, 2008 7-2

7.6.1.2 Aerodrome and Meteorological with the exception of such elements which it
Information is known the aircraft has already received:
7.6.1.2.1 Prior to taxiing for take-off, a) the runway to be used;

aircraft shall be advised of the following b) the surface wind direction and speed,
elements of information, in the order listed, including significant variations there
with the exception of such elements which it from;
is known the aircraft has already received: c) the QNH altimeter setting and, either
on a regular basis in accordance with
a) the runway to be used; local arrangements or, if so requested
b) the surface wind direction and speed, by the aircraft, the QFE altimeter
including significant variations; setting
c) the QNH altimeter setting and, either
on a regular basis in accordance with 7.6.2 Essential Local Traffic Information
local arrangements or if so requested
by the aircraft, the QFE altimeter 7.6.2.1 Information on essential local traffic
setting; shall be issued in a timely manner, either
d) the air temperature for the runway to directly or through the unit providing
be used, in the case of turbine-engine approach control service when, in the
aircraft; judgment of the aerodrome controller, such
e) the visibility representative of the information is necessary in the interests of
direction of take-off and initial climb, if safety, or when requested by aircraft.
less than 10 km, or, when applicable,
the RVR value(s) for the runway to be 7.6.2.2 Essential local traffic shall be
used; considered to consist of any aircraft, vehicle
f) the correct time. or personnel on or near the manoeuvring
area or traffic operating in the vicinity of the
7.6.1.2.2 Prior to take-off aircraft shall be aerodrome, which may constitute a hazard
advised of: to the aircraft concerned.
a) any significant changes in the 7.6.2.3 Essential local traffic shall be

surface wind direction and speed, described so as to be easily identified.
the air temperature, and the visibility
or RVR value(s) 7.6.3 Runway Incursion or Obstructed
b) significant meteorological conditions Runway
in the take-off and climb-out area,
except when it is known that the In the event the aerodrome controller
information has already been observes, after a take-off clearance or a
received by the aircraft. landing clearance has been issued, any
obstruction on the runway likely to impair the
Note.— Significant meteorological conditions in safety of an aircraft taking off or landing,
this context include the occurrence or expected such as a runway incursion by an aircraft or
occurrence of cumulonimbus or thunderstorm, vehicle, or animals or flocks of birds on the
moderate or severe turbulence, wind shear, hail,
runway, appropriate action shall be taken as
moderate or severe icing, severe squall line,
freezing precipitation, severe mountain waves, follows:
sand storm, dust storm, blowing snow, tornado
or waterspout in the take-off and climb-out area. a) in all cases inform the aircraft
concerned of the obstruction and its
7.6.1.2.3 Prior to entering the traffic circuit location on the runway;
or commencing its approach to land, an b) cancel the take-off clearance for an
aircraft shall be provided with the following aircraft which has not started to roll;
elements of information, in the order listed, c) instruct a landing aircraft to go around.
April 30, 2008 7-3

7.6.4 Uncertainty of position on the operations and assist the aircraft or vehicle
manoeuvring area concerned to determine its position.
7.6.4.1 Except as provided for 7.6.4.2 7.6.5 Wake Turbulence and Jet Blast
below, a pilot in doubt as to the position of Hazard
the aircraft with respect to the manoeuvring
area shall immediately: 7.6.5.1 Aerodrome controllers shall, when
applicable, apply the wake turbulence
a) Stop the aircraft; and separation minima specified in Chapter 5.
Whenever the responsibility for wake
b) Simultaneously notify the turbulence avoidance rests with the pilot-in-
appropriate ATS unit of the command, aerodrome controllers shall, to
circumstances (including the last the extent practicable, advise aircraft of the
known position). expected occurrence of hazards caused by
turbulent wake.
7.6.4.2 In those situations where a pilot is in
doubt as to the position of the aircraft with 7.6.5.2 In issuing clearances or
respect to the manoeuvring area, but instructions, air traffic controllers should take
recognizes that the aircraft is on a runway, into account the hazards caused by jet blast
the pilot shall immediately: and propeller slipstream to taxiing aircraft, to
aircraft taking off or landing, particularly
a) Notify the appropriate ATS unit of the when intersecting runways are being used,
circumstances (including the last and to vehicles and personnel operating on
known position); the aerodrome.
b) If able to locate a nearby suitable
taxiway, vacate the runway as 7.6.6 Abnormal Aircraft Configuration
expeditiously as possible, unless and Condition
otherwise instructed by the ATS unit;
and then, 7.6.6.1 Whenever an abnormal configuration
c) Stop the aircraft. or condition of an aircraft is observed by or
reported to the aerodrome controller, the
7.6.4.3 A vehicle driver in doubt as to the aircraft concerned shall be advised without
position of the vehicle with respect to the delay.
manoeuvring area shall immediately:
7.6.6.2 When requested by the flight
a) Notify the appropriate ATS unit of the crew of a departing aircraft suspecting
circumstances (including the last damage to the aircraft, the departure runway
known position); used shall be inspected without delay and
b) Simultaneously, unless otherwise the flight crew advised in the most
instructed by the ATS unit, vacate expeditious manner as to whether any
the landing area, taxiway, or other aircraft debris or bird or animal remains
part of the manoeuvring area, to a have been found or not.
safe distance as expeditiously as
possible; and then, 7.7 ESSENTIAL INFORMATION ON
c) Stop the vehicle. AERODROME CONDITIONS
7.6.4.4 In the event the aerodrome controller 7.7.1 Essential information on

becomes aware of an aircraft or vehicle that aerodrome conditions is information
is lost or uncertain of its position on the necessary to safety in the operation of
manoeuvring area, appropriate action shall aircraft, which pertains to the movement
be taken immediately to safeguard area or any facilities usually associated
April 30, 2008 7-4

7.7.2 Essential information on aerodrome are phrased in a clear, concise and

conditions shall include information relating complete manner.
to the following:
7.8.2 Designated positions of aircraft in
a) construction or maintenance work on, the aerodrome traffic and taxi
or immediately adjacent to the circuits
movement area; The following positions of aircraft in the
b) rough or broken surfaces on a runway, traffic and taxi circuits are the positions
a taxiway or an apron, whether where the aircraft normally receive
marked or not; aerodrome control tower clearances. Where
c) snow, slush or ice on a runway, a practicable, all clearances should be issued
taxiway or an apron; without waiting for the aircraft to initiate the
d) water on a runway, a taxiway or an call.
apron;
e) snow banks or drifts adjacent to a
runway, a taxiway or an apron;
f) other temporary hazards, including
parked aircraft and birds on the ground
or in the air;
g) failure or irregular operation of part or
all of the aerodrome lighting system;
h) any other pertinent information.
7.7.3 Essential information on

aerodrome conditions shall be given to
every aircraft, except when it is known that
the aircraft already has received all or part
of the information from other sources. The
information shall be given in sufficient time Position 1. Aircraft initiates call to taxi for
for the aircraft to make proper use of it, and departing flight. Runway-in-use information
the hazards shall be identified as distinctly and taxi clearances given.
as possible. Position 2. If there is conflicting traffic, the
departing aircraft will be held at this position.
7.7.4 When a not previously notified Engine run-up will, when required, normally
condition pertaining to the safe use by be performed here.
aircraft of the manoeuvring area is reported Position 3. Take-off clearance is issued
to or observed by the controller, the here, if not practicable at position 2.
appropriate aerodrome authority shall be Position 4. Clearance to land is issued here
informed and operations on that part of the as practicable.
manoeuvring area terminated until otherwise Position 5. Clearance to taxi to apron is
advised by the appropriate aerodrome issued here.
authority. Position 6. Parking information issued here,
if necessary.
7.8 CONTROL OF AERODROME
TRAFFIC 7.8.3 Traffic on the manoeuvring area
7.8.1 General 7.8.3.1 Control of Taxiing Aircraft

As the view from the flight deck of an aircraft
is normally restricted, the controller shall 7.8.3.1.1 Taxi Clearance
ensure that instructions and information
which require the flight crew to employ a) prior to issuing a taxi clearance, the
visual detection, recognition and observation controller shall determine where the
April 30, 2008 7-5

aircraft concerned is parked. Taxi runway-in-use whenever another

clearances shall contain concise aircraft is effecting a landing, until the
instructions and adequate information landing aircraft has passed the point of
so as to assist the flight crew to follow intended holding.
the correct taxi routes, to avoid
collision with other aircraft or objects
and to minimize the potential for the
aircraft inadvertently entering an active
runway.
b) When a taxi clearance contains a taxi
limit beyond a runway, it shall contain
an explicit clearance to cross or an
instruction to hold short of that runway.
7.8.3.1.2 Taxiing on a Runway-In-Use
a) For the purpose of expediting air

traffic, aircraft may be permitted to taxi
on the runway-in-use, provided no
delay or risk to other aircraft will result.
Where control of taxiing aircraft is 7.8.4 Helicopter Taxiing Operations
provided by a ground controller and
the control of runway operations by an 7.8.4.1 When necessary for a wheeled
aerodrome controller, the use of a helicopter or vertical take-off and landing
runway by taxiing aircraft shall be (VTOL) aircraft to taxi on the surface, the
coordinated with and approved by the following provisions are applicable.
aerodrome controller. Communication
with the aircraft concerned should be Note.— Ground taxiing uses less fuel than air-
transferred from the ground controller taxiing and minimizes air turbulence. However,
to the aerodrome controller prior to the under certain conditions, such as rough, soft or
uneven terrain, it may become necessary to air-
aircraft entering the runway.
taxi for safety considerations. Helicopters with
articulating rotors (usually designs with three or
b) If the control tower is unable to more main rotor blades) are subject to “ground
determine, either visually or via an resonance” and may, on rare occasions,
ATS surveillance system that a suddenly lift off the ground to avoid severe
vacating or crossing aircraft has damage or destruction.
cleared the runway, the aircraft shall
be requested to report when it has 7.8.4.2 When it is requested or
vacated the runway. The report shall necessary for a helicopter to proceed at a
be made when the entire aircraft is slow speed above the surface, normally
beyond the relevant runway-holding below 20 kt and in ground effect, air taxiing
position. may be authorized.
7.8.3.1.3 Use of Runway-Holding Note.— Air-taxiing consumes fuel at a high burn

Positions rate, and helicopter downwash turbulence
(produced in ground effect) increases
a) Except as provided in b) below, aircraft significantly with larger and heavier helicopters.
shall not be held closer to a runway-in-
7.8.4.3 Instructions which require small
use than at a runway-holding position.
aircraft or helicopters to taxi in close
proximity to taxiing helicopters should be
b) Aircraft shall not be permitted to line
avoided and consideration should be given
up and hold on the approach end of a
April 30, 2008 7-6

to the effect of turbulence from taxiing b) Subject to the provisions in 7.8.5.2.1,

helicopters on arriving and departing light the vehicles shall remain at safe
aircraft distance from taxiing aircraft.
7.8.4.4 A frequency change should not 7.8.5.2 Priority on the Manoeuvring Area
be issued to single-pilot helicopters hovering
or air-taxiing. Whenever possible, control 7.8.5.2.1 Emergency vehicles proceeding
instructions from the next ATS unit should to the assistance of an aircraft in distress
be relayed as necessary until the pilot is shall be afforded priority over all other
able to change frequency. surface movement traffic. All movement of
surface traffic should, to the extent
Note.— Most light helicopters are flown by one practicable, be halted until it is determined
pilot and require the constant use of both hands that the progress of the emergency vehicles
and feet to maintain control during low- will not be impeded.
altitude/low-level flight. Although flight control
friction devices assist the pilot, changing
7.8.5.2.2 Subject to the provisions
frequency near the ground could result in
inadvertent ground contact and consequent loss in 7.8.5.2.1, vehicles on the manoeuvring
of control. area shall be required to comply with the
following rules:
7.8.5. CONTROL OF OTHER THAN
AIRCRAFT TRAFFIC a) vehicles, vehicles towing aircraft and
pedestrians shall give way to aircraft
7.8.5.1 Entry to the Manoeuvring Area which are landing, taking off or taxiing;
b) vehicles shall give way to other
7.8.5.1.1 The movement of persons or vehicles towing aircraft;
vehicles including towed aircraft on the c) vehicles shall give way to other
manoeuvring area of an aerodrome shall be vehicles in accordance with ATS unit
controlled by the aerodrome control tower instructions;
as necessary to avoid hazard to them or to d) notwithstanding the provisions of a), b)
aircraft landing, taxiing or taking off. and c), vehicles and vehicles towing
Persons, including drivers of all vehicles, aircraft shall comply with instructions
shall be required to obtain authorization issued by the aerodrome control
from the aerodrome control tower before tower.
entry to the manoeuvring area.
Notwithstanding such an authorization, entry 7.8.5.2.3 When an aircraft is landing or
to a runway or runway strip or change in the taking off, vehicles shall not be permitted to
operation authorized shall be subject to a hold closer to the runway-in use than:
further specific authorization by the
aerodrome control tower. a) at a taxiway/runway intersection:-
at a runway holding position; and
7.8.5.1.2 In conditions where low visibility
procedures are in operation: b) at a location other than a taxiway/runway
intersection:-
a) persons and vehicles operating on the at a distance equal to the separation
manoeuvring area of an aerodrome distance of the runway-holding position.
shall be restricted to the essential
minimum, and particular regard shall 7.8.5.3 Communication Requirements
be given to the requirements to protect Visual Signals
the ILS sensitive area(s) when
Category II or Category III A precision 7.8.5.3.1 At controlled aerodrome vehicles
instrument operations are in progress; employed on the manoeuvring area shall be
capable of maintaining two-way radio
April 30, 2008 7-7

communication with the aerodrome control two-way radio communication with the
tower, except when the vehicle is aerodrome control tower.
occasionally used on the manoeuvring area
and is: 7.8.5.4 Runway Occupancy
a) accompanied by a vehicle with the
required communications capability, or 7.7.5.4.1 When aircraft, persons or
b) employed in accordance with a pre- vehicles have been given permission to
arranged plan established with the cross or occupy a runway in use, the
aerodrome control tower. controller shall, as a positive reminder that
the runway is blocked, display a strip(s) or
7.8.5.3.2 When communications by a marker(s) on the part of the flight progress
system of visual signals is deemed to be board which is used to represent the
adequate, or in the case of radio runway.
communication failure, the signals given
hereunder shall have the meaning indicated 7.8.5.4.2 At units where flight progress
therein: boards are not used, such runway
occupancy is to be shown effectively by a
Light signal Meaning suitable method similar to the above.
from aerodrome
control 7.9 CONTROL OF TRAFFIC IN THE
Green flashes Permission to TRAFFIC CIRCUIT
cross landing area
or to move onto 7.9.1 General
taxiway
Steady red Stop 7.9.1.1 Aircraft in the traffic circuit shall be
Red flashes Move off the controlled to provide the separation minima
landing area or outlined in 7.11.2, 7.12.1 and Chapter 5,
taxiway and watch Section 5.9, except that:
out for aircraft
White flashes Vacate a) aircraft in formation are exempted from
manoeuvring area the separation minima with respect to
in accordance with separation from other aircraft of the
local instructions same flight;
b) aircraft operating in different areas or
7.8.5.3.3 In emergency conditions or if the different runways on aerodromes
signals in 7.8.5.3.2 are not observed, the suitable for simultaneous landings or
signal given hereunder shall be used for take-offs are exempted from the
runways or taxiways equipped with a lighting separation minima;
system and shall have the meaning c) separation minima shall not apply to
indicated therein aircraft operating under military
. necessity.
Light signal Meaning
Flashing runway Vacate the runway 7.9.1.2 Sufficient separation shall be
or taxiway lights and observe the effected between aircraft in flight in the
tower for light traffic circuit to allow the spacing of arriving
signal and departing aircraft as outlined in 7.11.2,
7.12.1 and Chapter 5, Section 5.9.
7.8.5.3.4 When employed in accordance
with a plan pre-arranged with the aerodrome 7.9.2 Entry of traffic circuit
control tower, constructional and
maintenance personnel should not normally 7.9.2.1 The clearance to enter the traffic
be required to be capable of maintaining circuit should be issued to an aircraft
April 30, 2008 7-8

whenever it is desired that the aircraft 7.10 ORDER OF PRIORITY FOR

approach the landing area in accordance ARRIVING AND DEPARTING
with current traffic circuits but traffic AIRCRAFT
conditions do not yet allow a landing
clearance to be issued. Depending on the An aircraft landing or in the final stages of
circumstances and traffic conditions, an an approach to land shall normally have
aircraft may be cleared to join at any priority over an aircraft intending to depart
position in the traffic circuit. from the same or an intersecting runway.
7.9.2.2 An arriving aircraft executing an 7.11 CONTROL OF DEPARTING

instrument approach shall normally be AIRCRAFT
cleared to land straight in unless visual
manoeuvring to the landing runway is 7.11.1 Departure sequence
required. Departures shall normally be cleared in the
order in which they are ready for take-off,
7.9.3 Priority for landing except that deviations may be made from
this order of priority to facilitate the
7.9.3.1 If an aircraft enters an aerodrome maximum number of departures with the
traffic circuit without proper authorization, it least average delay. Factors which should
shall be permitted to land if its actions be considered in relation to the departure
indicate that it so desires. If circumstances sequence include, inter alia:
warrant, aircraft which are in contact with
the controller may be instructed by the a) types of aircraft and their relative
controller to give way so as to remove as performance;
soon as possible the hazard introduced by b) routes to be followed after take-off;
such unauthorized operation. In no case c) any specified minimum departure
shall permission to land be withheld interval between take-offs;
indefinitely. d) need to apply wake turbulence
separation minima;
7.9.3.2 In cases of emergency it may be e) aircraft which should be afforded
necessary, in the interests of safety, for an priority; and
aircraft to enter a traffic circuit and effect a f) aircraft subject to ATFM requirements.
landing without proper authorization.
Controllers should recognize the possibilities 7.11.2 Separation of departing aircraft
of emergency action and render all
assistance possible. A departing aircraft will not normally be
permitted to commence take-off until the
7.9.3.3 Priority shall be given to: preceding departing aircraft has crossed the
end of the runway-in-use or has started a
a) an aircraft which anticipates being turn or until all preceding landing aircraft are
compelled to land because of factors clear of the runway-in-use.
affecting the safe operation of the
aircraft (engine failure, shortage of 7.11.3 Take-off clearance
fuel, etc.);
b) hospital aircraft or aircraft carrying any 7.11.3.1 Take-off clearance may be
sick or seriously injured persons issued to an aircraft when there is
requiring urgent medical attention; reasonable assurance that the separation in
c) aircraft engaged in search and rescue 7.11.2 will exist when the aircraft
operations; commences take-off.
d) VVIP aircraft.
7.11.3.2 When an ATC clearance is
required prior to takeoff, the take-off
April 30, 2008 7-9

clearance shall not be issued until the ATC

clearance has been transmitted to and
acknowledged by the aircraft concerned.
The ATC clearance shall be forwarded to
the aerodrome control tower with the least
possible delay after receipt of a request
made by the tower or prior to such request if
practicable.
7.11.3.3 Subject to 7.10.3.2, the take-off

clearance shall be issued when the aircraft
is ready for take-off and at or approaching
the departure runway, and the traffic
situation permits. To reduce the potential for
misunderstanding, the take-off clearance
shall include the designator of the departure
runway.
7.11.3.4 In the interest of expediting

traffic, a clearance for immediate take-off 7.12.2 Clearance to land
may be issued to an aircraft before it enters
the runway. On acceptance of such An aircraft may be cleared to land when
clearance the aircraft shall taxi out to the there is reasonable assurance that the
runway and take off in one continuous separation in 7.11.1 will exist when the
movement. aircraft crosses the runway threshold,
provided that a clearance to land shall not
7.12 CONTROL OF ARRIVING be issued until a preceding landing aircraft
AIRCRAFT has crossed the runway threshold. To
reduce the potential for misunderstanding,
7.12.1 Separation of landing aircraft and the landing clearance shall include the
preceding landing and departing aircraft designator of the landing runway.
using the same runway
7.12.3 Landing and roll-out
A landing aircraft will not normally be manoeuvres
permitted to cross the runway threshold on 7.12.3.1 When necessary or desirable in
its final approach until the preceding order to expedite traffic, a landing aircraft
departing aircraft has crossed the end of the may be requested to:
runway-in-use, or has started a turn, or until a) hold short of an intersecting runway
all preceding landing aircraft are clear of the after landing;
runway-in-use b) land beyond the touchdown zone of
the runway;
c) vacate the runway at a specified exit
taxiway;
d) expedite vacating the runway.
7.12.3.2 In requesting a landing aircraft to

perform a specific landing and/or roll-out
manoeuvre, the type of aircraft, runway
length, location of exit taxiways, reported
braking action on runway and taxiway, and
prevailing weather conditions shall be
considered. A HEAVY aircraft shall not be
April 30, 2008 7 - 10

requested to land beyond the touchdown 7.14 SUSPENSION OF VISUAL FLIGHT

zone of a runway. RULES OPERATIONS
7.12.3.3 If the pilot-in-command considers 7.14.1 Any or all VFR operations on and
that he or she is unable to comply with the in the vicinity of an aerodrome may be
requested operation, the controller shall be suspended by any of the following units,
advised without delay. persons or authorities whenever safety
requires such action:
7.12.3.4 When necessary or desirable,
e.g. due to low visibility conditions, a landing a) the approach control unit or the
or a taxiing aircraft may be instructed to appropriate ACC;
report when a runway has been vacated. b) the aerodrome control tower;
The report shall be made when the entire
aircraft is beyond the relevant runway- 7.14.2 All such suspensions of VFR
holding position. operations shall be accomplished through or
notified to the aerodrome control tower.
7.13 PROCEDURES FOR LOW VISIBILITY
OPERATIONS 7.14.3 The following procedures shall
be observed by the aerodrome control tower
7.13.1 Control of aerodrome surface whenever VFR operations are suspended:
traffic in conditions of low visibility a) hold all VFR departures;
b) recall all local flights operating under
7.13.1.1 In conditions where low visibility VFR or obtain approval for special
procedures are in operation, persons and VFR operations;
vehicles operating on the manoeuvring area c) notify the approach control unit or ACC
of an aerodrome shall be restricted to the as appropriate of the action taken;
essential minimum, and particular regard d) notify all operators, or their designated
shall be given to the requirements to protect representatives, of the reason for
the ILS sensitive area(s) when Category II taking such action, if necessary or
or Category III A precision instrument requested.
operations are in progress.
7.15 AUTHORIZATION OF SPECIAL VFR
7.13.1.2 When there is a requirement for FLIGHTS:
traffic to operate on the manoeuvring area in
conditions of visibility which prevent the 7.15.1 When traffic conditions permit,
aerodrome control tower from applying special VFR flights may be authorized
visual separation between aircraft, and subject to the approval of the unit providing
between aircraft and vehicles, the following approach control service and the following
shall apply: provisions:
7.13.1.2.1 At the intersection of taxiways, an a) Requests for such authorization shall

aircraft or vehicle on a taxiway shall not be be handled individually.
permitted to hold closer to the other taxiway b) Separation shall be effected between
than the holding position limit defined by a all special VFR flights and between
clearance bar, stop bar or taxiway such flights and IFR flights in
intersection marking. accordance with separation minima
applicable to IFR flights.
7.13.1.2.2 Subject to the provisions in c) When the ground visibility is not less
7.8.5.2.1, the vehicles shall remain at safe than 1 500 m, special VFR flights may
distance from taxiing aircraft. be authorized to: enter a control zone
for the purpose of landing, take off and
depart from a control zone, cross a
April 30, 2008 7 - 11

control zone or operate locally within a 7.16.1.3 At aerodromes equipped with

control zone. Performance Class I, lights of variable intensity a table of intensity
Performance Class II and military settings, based on conditions of visibility and
helicopters may be authorized to ambient light, should be provided for the
operate special VFR flights when the guidance of air traffic controllers in effecting
ground visibility is not less than 1000 adjustment of these lights to suit the
meters. prevailing conditions. When so requested by
an aircraft, further adjustment of the
7.15.2 Performance class 1 helicopter: A intensity shall be made whenever possible.
helicopter with performance such that, in
case of critical power- unit failure, it is able 7.16.2 Approach lighting
to land on the rejected take-off area or
safely continue the flight to an appropriate Note.— Approach lighting includes such lights as
landing area depending on when the failure simple approach lighting systems, precision
occurs. approach lighting systems, visual approach
slope indicator systems, circling guidance lights,
approach light beacons and runway alignment
7.15.3 Performance class 2 helicopter: A indicators.
helicopter with performance such that, in
case of critical power-unit failure, it is able to 7.16.2.1 Approach lighting shall also be
safety continue the flight, except when the operated:
failure occurs prior to a defined point after a) during the time from sunset to sun
take-off or after a defined point before rise;
landing, in which cases a forced landing b) during time from sunrise to sunset
may be required. when visibility is 3000 m or less;
c) when requested by pilot;
7.16 AERONAUTICAL GROUND LIGHTS. d) at any other time when their use,
based on weather conditions, is
7.16.1 General considered desirable for the safety of
air traffic;
7.16.1.1 All aeronautical ground lights shall e) when the associated runway lighting is
be operated operated.
a) during the time from sunset to sun
rise; 7.16.2.2 The lights of a visual approach
b) during time from sunrise to sunset slope indicator system shall be operated
when visibility is 3000 m or less; during the hours of daylight as well as of
c) when requested by pilot; darkness and irrespective of the visibility
d) at any other time when their use, conditions when the associated runway is
based on meteorological conditions, is being used.
considered desirable for the safety of
air traffic. 7.16.3 Runway lighting
7.16.1.2 Lights on and in the vicinity of Note.— Runway lighting includes such lights as
aerodromes that are not intended for en- edge, threshold, centre line, end, touchdown
route navigation purposes may be turned zone and wing bar lights.
off, subject to further provisions hereafter, if
no likelihood of either regular or emergency 7.16.3.1 Runway lighting shall not be
operation exists, provided that they can be operated if that runway is not in use for
again brought into operation at least one landing, take-off or taxiing purposes, unless
hour before the expected arrival of an required for runway inspections or
aircraft. maintenance.
April 30, 2008 7 - 12

7.16.3.2 If runway lighting is not operated 7.16.7.1 Obstacle lighting associated with
continuously, lighting following a take-off the approach to or departure from a runway
shall be provided as specified below: or channel, where the obstacle does not
project through the inner horizontal surface
a) at aerodromes where air traffic control should be turned off and on simultaneously
service is provided and where lights are with the runway lights.
centrally controlled, the lights of one
runway shall remain lighted after take- 7.16.7.2 Un -serviceability lights may not be
off as long as is considered necessary turned off as permitted under 7.15.1.2 while
for the return of the aircraft due to an the aerodrome is open.
emergency occurring during or
immediately after take-off; 7.16.8 Monitoring of visual aids
b) at aerodromes without air traffic control
service or without centrally controlled 7.16.8.1 Aerodrome controllers shall
lights, the lights of one runway shall make use of automatic monitoring facilities,
remain lighted until such time as would when provided, to ascertain whether the
normally be required to reactivate the lighting is in good order and functioning
lights in the likelihood of the departing according to selection.
aircraft returning for an emergency
landing, and in any case not less than 7.16.8.2 In the absence of an automatic
fifteen minutes after take-off. monitoring system or to supplement such a
system, the aerodrome controller shall
7.16.4 Stopway lighting visually observe such lighting as can be
seen from the aerodrome control tower and
Stopway lights shall be operated whenever use information from other sources such as
the associated runway lights are operated. visual inspections or reports from aircraft to
maintain awareness of the operational
7.16.5 Taxiway lighting status of the visual aids.
Note.— Taxiway lighting includes such lights as 7.16.8.3 On receipt of information

edge lights, centre line lights, stop bars and indicating a lighting fault, the aerodrome
clearance bars. controller shall take such action as is
warranted to safeguard any affected aircraft
Where required to provide taxi guidance,
or vehicles, and initiate action to have the
taxiway lighting shall be turned on in such
fault rectified.
order that a continuous indication of the taxi
path is presented to taxiing aircraft. Taxiway
7.17 WIND SHEAR ADVISORIES
lighting or any portion thereof may be turned
off when no longer needed. Note: Wind shear is a sustained change in the
wind velocity along the aircraft flight path, which
7.16.6 Stop bars occurs significantly faster than the aircraft can
accelerate or decelerate. It can occur at any
Stop bars shall be switched on to indicate level, but it is 'low level wind shear', occurring
that all traffic shall stop and switched off to from the surface to a height of approximately
indicate that traffic may proceed. 1500 feet, which can cause problems of
sufficient magnitude to affect the control of
Note.— Stop bars are located across taxiways at aircraft in departure or final approach phases of
the point where it is desired that traffic stop, and flight.
consist of lights, showing red, spaced across the
7.17.1 Whenever a pilot reports wind shear
taxiway.
conditions to ATC, the information shall be
passed to subsequent arriving and departing
7.16.7 Obstacle lighting
aircraft until either confirmation is received
April 30, 2008 7 - 13

that the condition no longer exists or wind

shear information has been included in ATIS
and flight crew of the concerned aircraft
reports the receipt of the appropriate ATIS
designator.
Phraseology:
WIND SHEAR WARNING ARRIVING (or DEPARTING)
(type of aircraft) REPORTED LIGHT (or MEDIUM or
HEAVY) WIND SHEAR
7.17.2 Reports on wind shear from aircraft

should be passed to Meteorological office.
7.18 Designation of hot spot
The aerodrome operator shall whenever

necessary designate a location or several
locations on the movement area of the
aerodrome as hot spot(s). The hot spot(s)
shall be chartered in accordance with Annex
4, Chapters 13.6, 14.6, 15.6 and Appendix
2.
Note.- Guidance material related to hot spot is

contained in the Manual on the Prevention of
Runway Incursions (Doc 9870).
April 30, 2008 7 - 14

CHAPTER 8
ATS SURVEILLANCE SERVICES
8.1 GENERAL PROVISIONS: quality degrades below a level specified by

8.1.1 ATS surveillance systems, such as
primary surveillance radar (PSR), secondary 8.1.6 Where PSR and SSR are required to be
surveillance radar (SSR) and automatic used in combination, SSR alone may be used
dependence surveillance – broadcast (ADS- in the event of PSR failure to provide
B) may be used either alone or in separation between identified transponder-
combination in the provision of air traffic equipped aircraft, provided the accuracy of
services, including in the provision of the SSR position indications has been verified
separation between aircraft, provided: by monitor equipment or other means.
a) reliable coverage exists in the area; 8.1.7 The number of aircraft simultaneously
b) The probability of detection, the provided with ATS surveillance services shall
accuracy and the integrity of the ATS not exceed that which can safely be handled
surveillance system(s) are satisfactory; under the prevailing circumstances, taking
and into account:
c) In the case of ADS-B, the availability of
data from participating aircraft is a) the structural complexity of the control
adequate, area or sector concerned;
8.1.2 PSR systems should be used in b) the functions to be performed within the
circumstances where SSR and/or ADS-B control area or sector concerned;
alone would not meet the air traffic services
requirements. c) assessments of controller workloads,
taking into account different aircraft
8.1.3 SSR system, especially those utilizing capabilities, and sector capacity; and
monopulse technique or having Mode S
capability, may be used alone, including in d) the degree of technical reliability and
the provision of separation between aircraft, availability of the primary and back-up
provided; communications, navigation and
surveillance system, both in the aircraft
a) the carriage of SSR transponders is and on the ground.
mandatory within the area; and
8.1.8 The following types of radar services
b) identification is established and may be provided to aircraft operating within
maintained. reliable radar coverage:
8.1.4 ADS-B shall only be used for the Type of radar service Class of
provision of air traffic control service provided airspace
the quality of the information contained in the Radar control service D&E
ADS-B message exceeds the values Radar Advisory service F
specified by the appropriate ATS authority. Radar Flight information G
service
8.1.5 The provision of ATS surveillance 8.1.9 Before providing radar service to an
services shall be limited when position data aircraft, radar identification shall be
established and the pilot informed.
April 30, 2008 8-1

Thereafter, radar identification shall be 8.2.1.3 Provide separation and maintain

maintained until termination of the radar normal traffic flow when an aircraft
service. experiencing communication failure is within
area of coverage.
8.1.10 If radar identification is subsequently
lost, the pilot shall be informed accordingly 8.2.1.4 Maintain flight path monitoring of air
and, when applicable, appropriate instructions traffic
issued.
8.2.1.5 Maintain a watch on the progress of
8.1.11 The provision of radar services air traffic, in order to provide a procedural
requires that aircraft remain in direct two way controller with:
communication with the unit providing the a) improved position information regarding
service. However radar separation may be aircraft under control.
provided between two radar identified aircraft b) supplementary information regarding
even when only one of the aircraft is in direct other traffic.
communication with the radar unit. c) any significant deviations by aircraft
from their assigned routing or level.
8.1.12 In the event of an aircraft in or
appearing to be in, any form of emergency NOTE: To be considered ‘Significant’ an aircraft’s
ATC will provide all possible assistance, track deviation should be sufficient to take it
including the provision of radar service to the beyond the boundary of the route being followed
extent possible. or be assessed by the radar controller as liable to take
it beyond the edge of the protected airspace of the route
being followed.
8.2 USE OF ATS SURVEILLANCE SYSTEM
IN AIR TRAFFIC CONTROL SERVICE:
8.2.2 The position indication presented on a
situation display may be used to perform the
8.2.1 The information provided by ATS following additional functions in the provision
surveillance systems and presented on a of approach control service:
situation display may be used to perform the a) provide vectoring of arriving traffic on to
following functions in the provision of air pilot-interpreted final approach aids;
traffic control service; b) provide vectoring of arriving traffic to a
point from which a visual approach can
8.2.1.1 Provide ATS surveillance services in be completed;
order to:- c) provide vectoring of arriving traffic to a
a) improve airspace utilization; point from which a surveillance radar
b) reduce delays; approach can be made;
c) facilitate direct routings and more d) provide flight path monitoring of other
optimum flight profiles; pilot-interpreted approaches;
e) in accordance with prescribed
d) enhance safety
procedures, conduct: surveillance radar
approaches;
8.2.1.2 Provide vectoring to:- f) provide separation between:
a) Departing aircraft for expeditious and
efficient departure flow and expediting i) succeeding departing aircraft;
climb to cruising level ii) succeeding arriving aircraft; and
b) Arriving aircraft for the purpose of iii) a departing aircraft and a
expediting descent from cruising level succeeding arriving aircraft.
and establishing an expeditious and
efficient approach sequence.
c) aircraft for purpose of resolving potential
conflict.
d) assist pilot in their navigation.
April 30, 2008 8-2

8.3 USE OF SSR TRANSPONDERS code/call-sign association and

AND ADS-B TRANSMITTERS consequently an easy identification of
flights.
8.3.1 To ensure the safe and efficient b) Continuity: A code assigned to a flight
use of Secondary surveillance Radar (SSR) will be retained as long as possible
and ADS-B pilots and controllers shall strictly (preferably for the entire duration of the
adhere to published operating procedures flight). This measure secures permanent
and standard radiotelephony phraseology display of individual flights, especially
shall be used. The correct setting of for control transfers between adjacent
transponder codes and/or aircraft units.
identification shall be ensured at all times.
8.3.3.2 The uniqueness and continuity
8.3.2 Use of SSR without Primary Radar: criteria enhance safety by limiting the
likelihood of identification errors due to the
8.3.2.1 SSR information may be used alone presence of several aircraft having the same
in the provision of separation between aircraft code or to wrong settings. They assist traffic
provided; aircraft identification is established flow equally well since radar identification and
and maintained by use of discrete SSR all aspects connected with transfers are
codes. facilitated. This result in some reduction of
controllers’ workload (Radio-telephony,
monitoring for identification, etc.).
8.3.2.2 Procedural separation will be applied
between transponder-equipped aircraft and
8.3.3.3 The detailed principles governing
an aircraft without a SSR transponder or with
the use of SSR codes in the Asia/PAC
a non-functioning SSR transponder.
Region are based on the following general
principles:
8.3.2.3 In the event of an aircraft transponder
failure or ATC determining that transponder a) Mode A/3 codes should be used for
does not meet serviceability requirements the ATS purposes only.
aircraft (for whom carriage of Transponder is b) Code assignment practices should be
mandatory) will normally be permitted to based on the temporary use of codes
continue to operate to the next point of and permit the most economic code re-
landing. cycling. The need for code changes
during flight should be minimum and
8.3.2.4 An aircraft (for whom carriage of may be resorted to only when essential
transponder is mandatory) whose for the operations of the ATC
transponder failure is detected before system/unit having control responsibility.
departure may be specifically authorized by c) Codes are allotted on the basis of duly
ATC to operate without serviceable justified operational requirements, with
transponder provided a request is included in the actual number derived from the
the flight plan. number of aircraft to be handled
simultaneously within a specified area
8.3.3 SSR Code management and for a determined period of
protection (uniqueness) during traffic
8.3.3.1 Uniqueness and continuity criteria peaks.
are used to provide permanent visibility and d) Codes should be assigned to aircraft as
identification of individual flights with a close as possible to their actual
minimum of errors and of interruptions. departure time, and preferably at the
a) Uniqueness: Only one aircraft should time they receive their start-up
respond on a given code in any clearance. In the case of having to
particular area and at any given time. change the code of an aircraft while in
This measure provides an unambiguous flight, the assignment should be made
April 30, 2008 8-3

as close as possible to the time the 8.3.3.5.4 Each flight will retain the original
flight is to transfer to the control of the code assigned for the entire flight within the
assigning ATS unit/system originating FIR at least.
e) Codes may be assigned according to 8.3.3.5.5 Appropriate code protection
the earliest time of release. However, in criteria shall be applied in order to avoid
units assigning codes manually, the duplication by too early re-assignment of the
cyclical assignment of the codes same code. For most FIRs within the
released should be undertaken instead ASIA/PAC Region, a protection period of two
of an allocation. (2) hours should be sufficient. However,
larger FIRs may need to apply longer
8.3.3.4 Special Purpose Codes: protection periods, or protection by some
other criteria (i.e. knowledge of the aircraft
8.3.3.4.1 Specific codes in certain series are having reached its destination or having
reserved for special purposes as follows: passed a predetermined point). For reasons
of economy, every effort should be made to
SSR Codes Purpose reduce the length of the protection periods
0000 Available as a general- whenever possible.
purpose code for domestic
use by any State. 8.3.3.5.6 The protection period needs to be
2000 Reserved for use on the calculated with respect to preventing
initiative of pilots to provide duplication in adjacent FIRs as well as within
recognition of aircraft which the FIR in which the flight originated.
have not received ATC 8.3.3.5.7 Code changes at FIR boundaries
instructions regarding which should only be undertaken to meet the
code to squawk. essential needs of ATC in the receiving FIR.
7500 Reserved for use in the
event of unlawful 8.3.3.6 Domestic Codes:
interference.
7600 Reserved for use in the 8.3.3.6.1 Domestic codes are allotted for
event of radiotelephony assignment to aircraft engaged in flights
communication failure which will remain wholly within the State
7700 Reserved for use in the FIRs.
event of emergencies
8.3.3.6.2 Domestic codes should be used
8.3.3.5 International Codes: so that the utmost economy in the number of
codes required is achieved. All of the general
8.3.3.5.1 International codes are allotted for principles described above and several of
assignment to aircraft engaged in those ascribed to international code
international flights. They may also be assignment (i.e. prevention of duplication,
assigned to international flights which overfly, code retention for flight leg, protection period
or fly into the, FIR. However, in keeping with etc.), are relevant with respect to domestic
the principle of continuity, this action should code use.
always be seen as a exception to
recommended practice. 8.3.3.7 Except as provided in para 8.3.4,
8.3.5 and 8.3.6 below pilots shall operate
8.3.3.5.2 International codes are assigned transponders and select modes and codes in
in accordance with the following principles. accordance with the following procedures.
8.3.3.5.3 Duplication of code assignments a) Aircraft departing from an aerodrome

by different units in the same FIR is located in Delhi, Calcutta, Chennai,
prevented. Mumbai and Guwahati FIR shall be
assigned an appropriate SSR code on
April 30, 2008 8-4

departure. This SSR code setting shall 8.3.6.1 Should an aircraft in flight be
continue unless instructed otherwise. subjected to unlawful interference, the pilot
b) Aircraft engaged in International flight, shall endeavor to set the transponder to
entering Delhi, Calcutta, Chennai, mode A3 code 7500 to give indication of the
Mumbai and Guwahati FIR shall situation unless circumstances warrant the
continue to maintain the SSR code use of mode A3 code 7700.
being squawked in the adjacent FIR.
This SSR code setting shall be included 8.3.6.2 When a pilot has selected mode A3
in the first position report prior to code 7500 and is subsequently requested to
entering the FIR. confirm his code by ATC he shall, according
to circumstances either confirm this or not
c) Aircraft engaged on domestic flight
reply at all.
shall operate the transponder on the last
assigned code.
NOTE: The absence of a reply from the pilot will
d) Aircraft not assigned a SSR code shall be taken by ATC as an indication that the use of
operate transponder on mode A3 code code 7500 is not due to an inadvertent false code
2000 before entry into Delhi, Calcutta, selection.
Chennai, Mumbai and Guwahati FIR
and maintain that code setting until 8.3.7 Operation of SSR transponders:
otherwise instructed.
e) In order to avoid interference on Radar 8.3.7.1 When it is observed that the Mode A
display, the pilot shall not operate the code shown on the situation display is
transponder when the aircraft is on different to what has been assigned to the
ground except when entering the aircraft, the pilot shall be requested to confirm
runway for take-off or till vacating the the code selected and, if the situation
runway after landing. warrants (e.g. not being a case of unlawful
interference), to reselect the correct code.
8.3.4 Emergency Procedure:
8.3.4.1 An aircraft encountering a state of 8.3.7.2 If the discrepancy between assigned
emergency may continue to operate the and displayed Mode A codes still persists, the
transponder on the previously assigned code, pilot may be requested to stop the operation
until otherwise advised. Alternatively the of the aircraft’s transponder. The next control
transponder shall be set to mode A3 code position and any other affected unit using
7700. SSR in the provision of ATS shall be informed
accordingly.
8.3.4.2 Not withstanding the procedure in 8.3.7.3 Aircraft equipped with Mode S
8.3.4.1 above, a pilot may select mode A3 having an aircraft identification feature shall
code 7700 whenever the nature of the transmit the aircraft identification as specified
emergency is such that this appears to be the in Item 7 of the ICAO flight plan or, when no
most suitable course of action. flight plan has been filed, the aircraft
registration.
8.3.5 Radio Communication Failure
8.3.8 Level Information based on the use
8.3.5.1 In the event of an aircraft radio of pressure altitude information:
receiver failure, a pilot shall select mode A3
code 7600 and follow established procedures; 8.3.8.1 Verification of accuracy of level
subsequent control of the aircraft will be information:
based on those procedures.
8.3.8.1.1 The tolerance value used to
determine that pressure altitude-derived level
8.3.6 Unlawful Interference information displayed to the controller is
April 30, 2008 8-5

accurate shall be ± 200 ft in RVSM airspace. control positions or ATC unit concerned
In other airspace, it shall be ±300 ft. with the aircraft of the action taken;
Geometric height information shall not be
used for separation. b) inform the pilot of the discrepancy and
request that the relevant operation
8.3.8.1.2 Verification of pressure altitude- continue in order to prevent loss of
derived level information displayed to the position and identity information of the
controller shall be effected at least once by aircraft, and, when authorized by the
each suitably equipped ATC unit on initial appropriate ATS authority, override the
contact with the aircraft concerned or, if this is label-displayed level information with the
not feasible, as soon as possible thereafter. reported level. Notify the next control
The verification shall be effected by position or ATC unit concerned with the
simultaneous comparison with altimeter- aircraft of the action taken.
derived level information received from the
same aircraft by radiotelephony. The pilot 8.3.8.2 Determination of level occupancy:
of the aircraft whose pressure altitude-
derived level information is within the 8.3.8.2.1 The criterion which shall be used to
approved tolerance value need not be determine that a specific level is occupied by
advised of such verification. Geometric height an aircraft shall be ± 200 ft in RVSM airspace.
information shall not be used to determine if In other airspace, it shall be ±300 ft.
altitude differences exist.
8.3.8.2.2 Aircraft maintaining a level. An
Note 1: The accuracy of pressure altitude-derived aircraft is considered to be maintaining its
level information displayed to the controller may assigned level as long as the pressure
be verified based on the level information report altitude-derived level information indicates
given by aircraft that it is within ±300 ft of the assigned level.
Note 2: When the accuracy of pressure altitude- 8.3.8.2.3 Aircraft vacating a level. An aircraft
derived level information displayed to the
cleared to leave a level is considered to have
controller has been verified by a controller and
handoff is made to another controller at the same commenced its manoeuvre and vacated the
airport (intra facility), the accepting controller need previously occupied level when the pressure
not verify the pressure altitude-derived level altitude-derived level information indicates a
information. change of more than ±300 ft in the anticipated
direction from its previously assigned level.
8.3.8.1.3 If the displayed level information is
not within the approved tolerance value or 8.3.8.2.4 Aircraft passing a level in climb or
when a discrepancy in excess of the descent. An aircraft in climb or descent is
approved tolerance value is detected considered to have crossed a level when the
subsequent to verification, the pilot shall be pressure altitude-derived level information
advised accordingly and requested to check indicates that it has passed this level in the
the pressure setting and confirm the aircraft’s required direction by more than ±300 ft.
level.
8.3.8.2.5 Aircraft reaching a level. An
8.3.8.1.4 If, following confirmation of the aircraft is considered to have reached the
correct pressure setting the discrepancy level to which it has been cleared when the
continues to exist, the following action should elapsed time of three display updates, three
be taken according to circumstances: sensor updates or 15 seconds, whichever is
the greater, has passed since the pressure
a) request the pilot to stop Mode C or ADS-B altitude-derived level information has
altitude data transmission, provided this indicated that it is within + 300 ft of its
does not cause the loss of position and assigned level.
identity information, and notify the next
April 30, 2008 8-6

8.3.8.2.6 Intervention by a controller shall 8.5.1.1.1 Where ADS-B is used for

only be required if differences in level identification, aircraft may be identified by one
information between that displayed to the or more of the following procedures:
controller and that used for control purposes
are in excess of the values stated above. a) direct recognition of the aircraft
identification in an ADS-B label;
8.4 PERFORMANCE CHECKS b) transfer of ADS-B identification;
c) observation of compliance with an
8.4.1 The controller shall adjust the situation instruction to TRANSMIT ADS-B
display(s) and carry out adequate checks on IDENT;
the accuracy thereof, in accordance with the
technical instructions contained in Manual of Note.- In automated system, the “IDENT’ feature
Air Traffic Services Part-2. may be presented in different ways, e.g. as a
flashing of all or part of the position indication and
8.4.2The controller shall be satisfied that the associated label.
available functional capabilities of the ATS
surveillance system as well as the information 8.5.1.2 SSR Identification Procedures
presented on the situation display(s) is
adequate for the functions to be performed. 8.5.1.2.1 Where SSR is used for
identification, aircraft may be identified by one
8.4.3 The controller shall report, in or more of the following procedures:
accordance with local procedures contained
in Manual of Air Traffic Services Part-2, any a) recognition of the aircraft identification in
fault in the equipment, or any incident a radar label;
requiring investigation, or any circumstances
Note.— The use of this procedure requires that
which make it difficult or impractical to provide
the code/call sign correlation is achieved
ATS surveillance services. successfully, taking into account the Note
following b) below.
8.5 IDENTIFICATION OF AIRCRAFT
b) recognition of an assigned discrete
8.5.1 Before providing ATS surveillance code, the setting of which has been
service to an aircraft, identification shall be verified, in a radar label;
established and the pilot informed.
Thereafter, identification shall be maintained Note.— The use of this procedure requires a
until termination of the ATS surveillance system of code assignment which ensures that
service. each aircraft in a given portion of airspace is
assigned a discrete code.
8.5.2 If identification is subsequently lost, the
pilot shall be informed accordingly and, when c) direct recognition of the aircraft
applicable, appropriate instructions issued. identification of a Mode S-equipped
aircraft in a radar label;
8.5.3 When a discrete code has been d) by transfer of identification;
assigned to an aircraft, a check shall be made e) observation of compliance with an
at the earliest opportunity to ensure that the instruction to set a specific code;
code set by the pilot is identical to that f) observation of compliance with an
assigned for the flight. Only after this check instruction to squawk IDENT;
has been made shall the discrete code be
used as a basis for identification. Note 1.— In automated radar systems, the
“IDENT” feature may be presented in different
8.5.1.1 ASD-B Identification Procedures ways, e.g. as a flashing of all or part of the
position indication and associated label.
April 30, 2008 8-7

Note 2.— Garbling of transponder replies may ¾ instructing the pilot to execute one or
produce “IDENT”-type of indications. Nearly more changes of heading of 30
simultaneous “IDENT” transmissions within the degrees or more and correlating the
same area may give rise to errors in identification. movements of one particular radar
position indication with the aircraft’s
8.5,1.2.2 When a discrete code has been acknowledged execution of the
assigned to an aircraft, a check shall be made instructions given; or
at the earliest opportunity to ensure that the
¾ correlating the movements of a
code set by the pilot is identical to that
particular radar position indication with
assigned for the flight. Only after this check
manoeuvres currently executed by an
has been made shall the discrete code be
aircraft having so reported.
used as a basis for identification.
b) When using these methods, the radar
controller shall:
8.5.1.3 PSR Identification Procedures:
i) verify that the movements of not
more than one radar position
8.5.1.3.1 Where PSR is used for
indication correspond with those of
identification, aircraft may be identified by one
the aircraft; and
or more of the following procedures:
ii) ensure that the manoeuvre(s) will
not carry the aircraft outside the
8.5.1.3.1.1 Position Report Method:
coverage of the radar or the
situation display.
By correlating aparticular radar position
indication with an aircraft reporting its position Note 1: Caution must be exercised when
over or as bearing and distance from, a point employing these methods in areas where route
shown on the situation display; and by changes normally take place.
ascertaining that the track of the particular
radar position is consistent with the aircraft Note 2: With reference to ii) above, para 8.9.1
path or reported heading. regarding radar vectoring of controlled aircraft
should be referred.
8.5.1.3.1.2 Departing Aircraft Method:
8.6 DOUBTFUL IDENTIFICATION:
By correlating an observed radar position
indication with an aircraft which is known to 8.6.1 Controller should use more than one
have just departed, provided that the method of identification when proximity of
identification is established within 1 NM from radar position indications, duplication of
the end of the runway used. observed action, or any other circumstances
Particular care should be taken to avoid cause doubt as to identification of radar
confusion with aircraft holding over or position indication.
overflying the aerodrome, or with aircraft
departing from or making a missed approach 8.6.2 If identification is doubtful due to any
over adjacent runways. reason, a controller shall take immediate
action to re-identify the aircraft or terminate
8.5.1.3.1.3 By Transfer of Identification. the radar service.
(see para 8.7)
8.7 TRANSFER OF RADAR
8.5.1.3.1.4 The Turn Method: DENTIFICATION:
a) An aircraft may be identified by 8.7.1 Transfer of identification from one

ascertaining the aircraft heading, if controller to another should only be attempted
circumstances require, and following a when it is considered that the aircraft is within
period of track observation:
April 30, 2008 8-8

the accepting controller’s surveillance

coverage. The distance between the aircraft and
the reference point must not exceed:
8.7.2 Transfer of identification shall be
effected by one of the following methods: i) 30 miles, if the aircraft is flying along a
published ATS route or direction is
a) designation of the radar position given as a bearing in degrees;
indication by automated means,
provided that only one radar position ii) 15 miles in other circumstances.
indication is thereby indicated and there
is no possible doubt of correct Note.— Caution must be exercised before
identification; transferring identification using this method,
particularly if other position indications are
b) notification of the aircraft’s discrete SSR observed on similar headings and in close
proximity to the aircraft under control.
code or aircraft address;
Inherent radar deficiencies, such as
inaccuracies in bearing and distance of the
Note.— The use of a discrete SSR code radar position indications displayed on
requires a system of code assignment individual situation displays and parallax
which ensures that each aircraft in a errors, may cause the indicated position of
given portion of airspace is assigned a an aircraft in relation to the known point to
discrete code. differ between the two situation displays.
c) notification that the aircraft is SSR Mode g) where applicable, issuance of an

S-equipped with an aircraft identification instruction to the aircraft by the
feature when SSR Mode S coverage is transferring controller to change SSR
available; code and the observation of the change
by the accepting controller; or
d) notification that the aircraft is ADS-B-
equipped with an aircraft identification h) issuance of an instruction to the aircraft
feature when compatible ADS-B by the transferring controller to
coverage is available; squawk/transmit IDENT and observation
of this response by the accepting
e) direct designation (pointing with the controller;
finger) of the position indication, if the
two situation displays are adjacent, or if Note.— Use of procedures g) and h) requires prior
a common “conference” type of situation coordination between the controllers, since the
display is used. If parallax is likely to indications to be observed by the accepting
controller are of short duration.
cause an error, an alternative method is
to be used;
8.8 POSITION INFORMATION
f) designation of the position indication by
8.8.1 An aircraft provided with ATS
reference to, or in terms of bearing and
surveillance service should be informed of its
distance from, a geographical position
position in the following circumstances:
or navigational facility accurately
indicated on both situation displays,
a) upon identification, except when the
together with the track of the observed
identification is established:
position indication if the route of the
aircraft is not known to both controllers.
i) based on the pilot’s report of the
aircraft position or within one nautical
The radar position indication, as seen
mile of the runway upon departure
by the accepting controller, must be
and the observed position on the
within 3 miles of the position stated.
April 30, 2008 8-9

situation display is consistent with concerned, including points at which air-

the aircraft’s time of departure; or reports are required for meteorological
ii) by use of ADS-B aircraft purposes. Unless automated position
identification, SSR Mode S aircraft reporting is in effect (e.g. ADS-C), pilots shall
identification or assigned discrete resume voice or CPDLC position reporting:
SSR codes and the location of the a) when so instructed;
observed position indication is b) when advised that the ATS surveillance
consistent with the current flight plan service has been terminated; or
of the aircraft; or c) when advised that identification is lost.
iii) by transfer of identification;
8.9 VECTORING
b) when the pilot requests this information;
8.9.1 Vectoring shall be achieved by issuing
c) when a pilot’s estimate differs to the pilot specific headings which will enable
significantly from the radar controller’s the aircraft to maintain the desired track.
estimate based on the observed When vectoring an aircraft, a controller shall
position; comply with the following:
d) when the pilot is instructed to resume 8.9.1.1 Whenever practicable, the aircraft
own navigation after vectoring if the shall be vectored along tracks on which the
current instructions had diverted the pilot can monitor the aircraft position with
aircraft from a previously assigned reference to pilot-interpreted navigation aids
route, (this will minimize the amount of navigational
e) immediately before termination of ATS assistance required and alleviate the
surveillance service, if the aircraft is consequences resulting from an ATS
observed to deviate from its intended surveillance system failure);
route.
8.9.1.2 When an aircraft is given its initial
8.8.2 Position information shall be passed to vector diverting it from a previously assigned
aircraft in one of the following forms: route, the pilot shall be informed, what the
vector is to accomplish and, the limit of the
a) as a well-known geographical position; vector shall be specified (e.g. to ... position,
b) magnetic track and distance to a for ... approach);
significant point, an en-route navigation
aid, or an approach aid; 8.9.1.3 Except when transfer of radar control
c) direction (using points of the compass) is to be effected, aircraft shall not be vectored
and distance from a known position; closer than 2.5 NM, or, where the minimum
d) distance to touchdown, if the aircraft is permissible separation is greater than 5 NM is
on final approach; or prescribed, a distance equivalent to one half
e) distance and direction from the centre of the prescribed separation minimum, from
line of an ATS route. the limit of the airspace for which the radar
controller is responsible, unless local
8.8.3 Whenever practicable, position arrangements have been made to ensure that
information shall relate to positions or routes separation will exist with aircraft operating in
pertinent to the navigation of the aircraft adjoining areas;
concerned and shown on the situation display
map. 8.9.1.4 Controlled flights shall not be vectored
into uncontrolled airspace except in the case
8.8.4 When so informed, the pilot may omit of emergency or in order to circumnavigate
position reports at compulsory reporting severe weather (in which case the pilot
points or report only over those reporting should be so informed), or at the specific
points specified by the air traffic services unit request of the pilot; and
April 30, 2008 8 - 10

8.9.1.5 When an aircraft has reported services shall state the reason (e.g. to avoid
unreliable directional instruments, the pilot areas of adverse weather or unreliable
shall be requested, prior to the issuance of navigational instruments) and shall give as
manoeuvring instructions, to make all turns at much information as possible in the
an agreed rate and to carry out the circumstances.
instructions immediately upon receipt.
8.11 INTERRUPTION OR TERMINATION
8.9.2 When vectoring an IFR flight and giving OF ATS SURVEILLANCE SERVICE
an IFR flight a direct routing which takes the
aircraft off an ATS route, the controller shall 8.11.1 An aircraft which has been informed
issue clearances such that the prescribed that it is provided with ATS surveillance
obstacle clearances will exist at all times until service should be informed immediately
the aircraft reaches the point when pilot when, for any reason, the service is
resumes his own navigation. interrupted or terminated.
Note 1.— When an IFR flight is being vectored, 8.11.2 Radar service is automatically
the pilot is often unable to determine the aircraft’s terminated when an arriving aircraft receiving
exact position and consequently the altitude which radar service has been instructed to contact
provides the required obstacle clearance. . tower frequency. Position of aircraft to touch
down should be given to the aircraft before
8.9.3 When ATC provides vectors to a VFR changing over the aircraft to tower.
flight, the pilot retains responsibility for terrain
clearance. 8.11.3 When the control of an identified
aircraft is to be transferred to a control sector
8.9.4 Report of incidents involving activations that will provide the aircraft with procedural
of aircraft ground proximity warning systems separation, the radar controller shall ensure
should be encouraged so that their locations that appropriate procedural separation is
can be identified and altitude, routing and/or established between that aircraft and any
aircraft operating procedures can be altered other controlled aircraft before the transfer is
to prevent recurrences. effected.
8.9.5 In terminating vectoring of an aircraft, 8.12 MINIMUM LEVELS
the controller shall instruct the pilot to resume
own navigation, giving the pilot the aircraft’s 8.12.1 The controller shall at all times be in
position and appropriate instructions, as possession of full and up-to-date information
necessary, in the form prescribed in 8.8.2 b), regarding:
if the current instructions had diverted the
aircraft from a previously assigned route. a) established minimum flight altitudes
within the area of responsibility;
8.10 NAVIGATION ASSISTANCE
b) the lowest usable flight level or levels
8.10.1 An identified aircraft observed to determined
deviate significantly from its intended route or
designated holding pattern shall be advised c) established minimum altitudes
accordingly. Appropriate action shall also be applicable to procedures based on
taken if, in the opinion of the controller, such tactical radar vectoring.
deviation is likely to affect the service being
provided. 8.12.2 Unless otherwise specified by the
appropriate ATS authority, minimum
8.10.2 The pilot of an aircraft requesting altitude for procedures based on tactical
navigation assistance from an air traffic vectoring with any ATS surveillance
control unit providing ATS surveillance system shall be determined using the
April 30, 2008 8 - 11

criteria applicable to tactical radar frontal surfaces) as observed on situation

vectoring. displays, should, when practicable, be
reported to the associated meteorological
8.13 INFORMATION REGARDING office.
ADVERSE WEATHER
8.15 SEPARATION APPLICATION
8.13.1 Modern ATS surveillance system and
processors are normally designed to Note.— Factors which the controller using an ATS
suppress weather clutter. Even the most surveillance system must take into account in
active areas of adverse weather may not be determining the spacing to be applied in particular
circumstances in order to ensure that the
presented on the situation display. An
separation minimum is not infringed include
aircraft’s weather radar will normally provide aircraft relative headings and speeds, ATS
better detection and definition of adverse surveillance system technical limitations, controller
weather than radar sensors in use by ATC. workload and any difficulties caused by
communication congestion.
8.13.2 If, however weather is observed that
appears that appears likely to affect the flight, 8.15.1 Except as provided for in 8.15.5,
the controller may pass the information to the 8.15.6 and 8.19.3.2, the separation minima
pilot. (AIP) specified in 8.16 shall only be applied
between identified aircraft when there is
8.13.3 If an aircraft is equipped with weather reasonable assurance that identification will
radar and the pilot intends to circumnavigate be maintained.
the adverse weather area observed on his
situation display, he should intimate and 8.15.2 When control of an identified aircraft is
obtain clearance from controller for his to be transferred to a control sector that will
proposed action. This is necessary to ensure provide the aircraft with procedural
that separation which the controller may be separation, such separation shall be
providing to any other aircraft is not established the transferring controller before
jeopardized. the aircraft reaches the limits of the
transferring controller’s area of responsibility,
8.13.4 In vectoring an aircraft for or before the aircraft leaves the relevant area
circumnavigating any area of adverse of surveillance coverage.
weather, the controller should ascertain that
the aircraft can be returned to its intended or 8.15.3 Separation based on the use of ADS-
assigned flight path within the available radar B, SSR and/or PSR position symbol and/or
coverage, and, if this does not appear PSR blips shall be applied so that the
possible, inform the pilot of the distance between the centres of the position
circumstances. symbols and/or PSR blips, representing the
positions of the aircraft concerned, is never
Note.— Attention must be given to the fact that less than a prescribed minimum.
under certain circumstances the most active area
of adverse weather may not be displayed.
8.15.4 In no circumstances shall the edges of
the position indications touch or overlap
8.14 REPORTING OF SIGNIFICANT
unless vertical separation is applied between
METEOROLOGICAL INFORMATION TO
the aircraft concerned, irrespective of the type
METEOROLOGICAL OFFICES
of position indication displayed and
separation minimum applied.
Although a controller is not required to keep a
special watch for heavy precipitation, etc.
8.15.5 In the event that the controller has
information on the position, intensity, extent
been notified of a controlled flight entering or
and movement of significant meteorological
about to enter the airspace within which
conditions (i.e. heavy showers or well-defined
separation minima specified in 8.16 is
April 30, 2008 8 - 12

applied, but has not identified the aircraft, the horizontal radar separations to aircraft in
controller may continue to provide ATS the approach and departure phases of
surveillance service to identified aircraft flight shall be applied when
provided that:
i) the LIGHT an aircraft is operating
a) reasonable assurance exists that the directly behind the HEAVY aircraft at
unidentified controlled flight will be the same altitude or less than 1
identified using SSR or ADS-B or the 000 ft below; or
flight is being operated by an aircraft of
a type which may be expected to give ii) The LIGHT aircraft following the
an adequate return on primary radar in HEAVY aircraft using the same
the airspace within which the separation runway, or parallel runways
is applied; and separated by less than 760 m or
b) the separation is maintained between iii) The LIGHT aircraft is crossing

identified flights and any other observed behind the HEAVY aircraft, at the
ADS-B and/or radar position indications same altitude or less than 1 000 ft
until either the unidentified controlled below.
flight has been identified or procedural
separation has been established.
8.15.6 The separation minima specified in

8.16 may be applied between an aircraft
taking off and a preceding departing aircraft
or other identified traffic provided there is
reasonable assurance that the departing
aircraft will be identified within 1 NM from the
end of the runway, and that, at the time, the
required separation will exist.
8.15.7 Separation minima specified in 8.16

shall not be applied between aircraft holding
over the same holding fix. When applying
radar separation between holding aircraft and
other flights, the controller shall maintain
identity of holding aircraft for the provision of
separation minima based on radar and/or
ADS-B to other flights. No doubt shall exist
about the identity of holding aircraft for any
reason when such separation is applied. The
controller shall also keep in mind the likely
manoeuvres of the holding aircraft during b) 10 NM horizontal radar separation beyond
application of such separation. 60 NM from radar head.
8.16 Separation minima based on ATS 8.17 TRANSFER OF RADAR CONTROL

surveillance systems
8.17.1 Where ATS surveillance service is
The following horizontal radar separation being provided, transfer of control should be
minima shall be applied: effected, whenever practicable, so as to
enable the uninterrupted provision of ATS
a) 5 NM horizontal radar separation upto 60 surveillance service.
NM from radar head except 6 NM
April 30, 2008 8 - 13

8.17.2 Where SSR and/or ADS-B is used and controller, normally with an agreed
the display of position indications with advance notice;
associated labels is provided for, transfer of
control of aircraft between adjacent control f) the accepting controller is informed of
positions or between adjacent ATC units may any level, speed or vectoring
be effected without prior coordination, instructions given to the aircraft prior to
provided that: its transfer and which modify its
anticipated flight progress at the point of
a) updated flight plan information on the transfer.
aircraft about to be transferred,
including the discrete assigned SSR 8.17.3 The minimum agreed separation
Code or, with respect to SSR Mode S between aircraft about to be transferred
and ADS-B, the aircraft identification, is (8.17.2 d refers) and the advance notice
provided to the accepting controller prior (8.17.2 e refers) shall be determined taking
to transfer; into account all relevant technical, operational
and other circumstances. If circumstances
b) ADS-B or radar coverage provided to arise in which these agreed conditions can no
the accepting controller is such that the longer be satisfied, controllers shall revert to
aircraft concerned is presented on the the procedure in 8.18.4 until the situation is
situation display before the transfer is resolved.
effected and is identified on, but
preferably before, receipt of the initial 8.17.4 Where primary radar is being
call; used, and where SSR and/or ADS-B is
employed but the provisions of 8.18.2 are not
c) when the controllers are not physically applied, the transfer of control of aircraft
adjacent, two-way direct speech between adjacent control positions or
facilities, which permit communications between two adjacent ATS units may be
to be established instantaneously, are effected, provided that:
available between them at all times; a) identification has been transferred to or
has been established directly by the
Note.— “Instantaneous” refers to accepting controller;
communications which effectively provide
for immediate access between controllers. b) when the controllers are not physically
adjacent, two-way direct-speech
d) the transfer point or points and all other facilities between them are at all times
conditions of application, such as available which permit communications
direction of flight, specified levels, to be established instantaneously;
transfer of communication points, and
especially an agreed minimum c) separation from other controlled flights
separation between aircraft, including conforms to the minima authorized for
that applicable to succeeding aircraft on use during transfer of control between
the same route, about to be transferred the sectors or units concerned;
as observed on the situation display,
have been made the subject of specific d) the accepting controller is informed of
instructions (for intra-unit transfer) or of any level, speed or vectoring
a specific letter of agreement between instructions applicable to the aircraft at
two adjacent ATC units; the point of transfer;
e) the instructions or letter of agreement e) radio-communication with the aircraft is
specify explicitly that the application of retained by the transferring controller
this type of transfer of control may be until the accepting controller has agreed
terminated at any time by the accepting to assume responsibility for providing
April 30, 2008 8 - 14

the ATS surveillance service to the the aircraft. Transfer to adjacent sectors shall
aircraft. Thereafter, the aircraft should also be effected when appropriate.
be instructed to change over to the
appropriate channel and from that point Note.— If the pilot of an aircraft encountering a
is the responsibility of the accepting state of emergency has previously been directed
controller. by ATC to select a specific transponder code
and/or an ADS-B emergency mode, that
code/mode will normally be maintained unless, in
8.18 SPEED CONTROL
special circumstances, the pilot has decided or
has been advised otherwise. Where ATC has not
8.18.1 In order to facilitate sequencing or to requested a code or emergency mode to be set,
reduce the need for vectoring, a controller, the pilot will set the transponder to Mode A Code
subject to consideration of the aircraft 7700 and/or the appropriate ADS-B emergency
performance limitation, may request aircraft to mode.
adjust their speed in a specified manner.
8.19.2 Collision hazard information
8.18.2 Unless a pilot concurs in the use of
lower speed, the controller should use the 8.19.2.1 When an identified controlled flight is
following minima for arriving aircraft operating observed to be on a conflicting path with an
below 10,000 ft: unknown aircraft deemed to constitute a
An IAS not less than 210 knots, except when collision hazard, the pilot of the controlled
the aircraft is within 20 flying miles of the flight shall, whenever practicable:
runway threshold of the airport of intended
landing, an IAS not less than a) be informed of the unknown aircraft and
if so requested by the controlled flight
i) 90 knots for aircraft category A, or, if in the opinion of the controller the
ii) 120 knots for aircraft category B, situation warrants, a course of avoiding
iii) 160 knots for aircraft category C, action should be suggested; and
iv) 185 knots for aircraft category D/E
b) be notified when the conflict no longer
Note.— Procedures for speed control exists.
instructions are contained in Chapter 4.
8.19.2.2 When an identified IFR flight
8.19 EMERGENCIES, HAZARDS AND operating outside controlled airspace is
EQUIPMENT FAILURES observed to be on a conflicting path with
another aircraft, the pilot should:
8.19.1 Emergencies
a) be informed as to the need for collision
8.19.1.1 In the event of an aircraft in, or avoidance action to be initiated, and if
appearing to be in, any form of emergency, so requested by the pilot or if, in the
every assistance shall be provided by the opinion of the controller, the situation
controller, and the procedures prescribed warrants, a course of avoiding action
herein may be varied according to the should be suggested; and
situation.
b) be notified when the conflict no longer
8.19.1.2 The progress of an aircraft in exists.
emergency shall be monitored and (whenever
possible) plotted on the situation display until 8.19.2.3 In both cases mentioned in 8.19.2.1
the aircraft passes out of coverage of the ATS and 8.19.2.2 the decision whether to comply
surveillance system, and position information with ATC suggestion or not, rests with the
shall be provided to all air traffic services pilot.
units which may be able to give assistance to
April 30, 2008 8 - 15

8.19.2.4 Information regarding traffic on a Note2.- ADS-B-equipped aircraft experiencing

conflicting path should be given, whenever radio-communication failure may transmit the
practicable, in the following form: appropriate ADS-B emergency an/or urgency
mode.
a) relative bearing of the conflicting traffic
in terms of the 12-hour clock; 8.19.3.1.2 If the action prescribed in
8.19.3.1.1 is unsuccessful, it shall be
b) distance from the conflicting traffic in repeated on any other available channel on
nautical miles; which it is believed that the aircraft might be
listening.
c) direction in which the conflicting traffic
appears to be proceeding; 8.19.3.1.3 In both the cases covered by
8.19.3.1.1 and 8.19.3.1.2, any manoeuvring
d) level and type of aircraft or, if unknown, instructions shall be such that the aircraft
relative speed of the conflicting traffic, would regain its current cleared track after
having complied with the instructions
8.19.2.5 Pressure altitude-derived level received.
information, even when unverified, should be
used in the provision of collision hazard 8.19.3.1.4 Where it has been established by
information because such information, the action in 8.20.3.1.1 that the aircraft’s radio
particularly if available from an otherwise receiver is functioning, continued control can
unknown aircraft (e.g. a VFR flight) and given be effected using SSR code/ADS-B
to the pilot of a known aircraft, could facilitate transmission changes or IDENT trans-
the location of a collision hazard. missions to obtain acknowledgement of
clearances issued to the aircraft.
8.19.2.5.1 When the pressure altitude-
derived level information has been verified, 8.19.3.2 Complete Aircraft Communication
the information shall be passed to pilots in a Failure:
clear and unambiguous manner. If the level
information has not been verified, the When a controlled aircraft experiencing
accuracy of the information should be complete communication failure is operating
considered uncertain and the pilot shall be or expected to operate in an area and at flight
informed accordingly. levels where an ATS surveillance service is
applied, separation specified in 8.15 may
8.19.3 Failure of equipment continue to be used. However, if the aircraft
experiencing the communication failure is not
8.19.3.1 Aircraft Radio Transmitter Failure identified, separation shall be applied
between identified aircraft and all unidentified
8.19.3.1.1 If two-way communication is lost aircraft observed along the expected route of
with an aircraft, the controller should the aircraft with the communication failure,
determine whether or not the aircraft’s until such time as it is known, or can safely be
receiver is functioning by instructing the assumed, that the aircraft with radio
aircraft on the channel so far used to communication failure has passed through
acknowledge by making a specified the airspace concerned, has landed, or has
manoeuvre and by observing the aircraft’s proceeded elsewhere.
track, or by instructing the aircraft to operate
IDENT or to make SSR code and/or ADS-B 8.19.3.3 Aircraft Transponder Failure in
transmission changes. areas where the carriage of a
functioning transponder is
Note1..— Transponder-equipped aircraft mandatory:
experiencing radio-communication failure will
operate the transponder on Mode A Code 7600.
April 30, 2008 8 - 16

8.19.3.3.1 When an aircraft experiencing 8.19.5.1 In order to reduce he impact of a

transponder failure after departure is degradation of aircraft position source data,
operating or expected to operate in an area for example, a receiver autonomous integrity
where the carriage of a functioning monitoring (RAIM) outage for GNSS, the
transponder with specified capabilities is appropriate ATS authority shall establish
mandatory, the ATC units concerned should contingency procedures to be followed by
endeavour to provide for continuation of the control positions and ATC units in the event
flight to the aerodrome of first intended of data degradation.
landing in accordance with the flight plan.
However, in certain traffic situations, either in 8.19.6 Ground radio failure
terminal areas or en-route, continuation of the
flight may not be possible, particularly when 8.19.6.1 In the event of complete failure of the
failure is detected shortly after take-off. The ground radio equipment used for control, the
aircraft may then be required to return to the controller shall, unless able to continue to
departure aerodrome or to land at the nearest provide the ATS surveillance service by
suitable aerodrome acceptable to the means of other available communication
operator concerned and to ATC. channels, proceed as follows:
8.20.3.3.2 In case of a transponder failure a) without delay inform all adjacent control
which is detected before departure from an positions or ATC units, as applicable, of
aerodrome where it is not practicable to effect the failure;
a repair, the aircraft concerned should be b) appraise such positions or units of the
permitted to proceed, as directly as possible, current traffic situation;
to the nearest suitable aerodrome where c) request their assistance, in respect of
repair can be made. When granting clearance aircraft which may establish
to such aircraft, ATC should take into communications with those positions or
consideration the existing or anticipated traffic units, in establishing and maintaining
situation and may have to modify the time of separation between such aircraft; and
departure, flight level or route of the in-tended d) instruct adjacent control positions or
flight. Subsequent adjustments may become ATC units to hold or reroute all
necessary during the course of the flight. controlled flights outside the area of
responsibility of the position or ATC unit
8.19.4 ATS surveillance system failure that has experienced the failure until
such time that the provision of normal
8.19.4.1 In the event of complete failure of the services can be resumed.
ATS surveillance system where air-ground
communications remain, the controller shall 8.20 USE OF RADAR IN THE APPROACH
plot the position of all aircraft already CONTROL SERVICE
identified, take the necessary action to
establish procedural separation between the 8.20.1 General provision:
aircraft and, if necessary, limit the number of
aircraft permitted to enter the area. 8.21.1.1 ATS surveillance systems used in
the provision of approach control service shall
8.19.4.2 As an emergency measure, use of be appropriate to the functions and level of
flight levels spaced by half the applicable service to be provided.
vertical separation minimum may be resorted
to temporarily if standard procedural 8.20.2 General Approach control
separation cannot be provided immediately. Procedures using ATS surveillance
systems:
8.19.5 Degradation of aircraft position
source data 8.20.2.1 The aerodrome controller shall be
kept informed of the sequence of arriving
April 30, 2008 8 - 17

aircraft by the approach radar controller, as

well as any instructions and restrictions which 8.20.3 Vectoring to pilot-interpreted final
have been issued to such aircraft in order to approach aid
maintain separation after transfer of control to
the aerodrome controller. 8.20.3.1 An aircraft vectored to intercept a
pilot-interpreted final approach aid shall be
8.20.2.2 Prior to, or upon commencement of, instructed to report when established on the
vectoring for approach, the pilot shall be final approach track. Clearance for the
advised of the type of approach as well as the approach should be issued prior to when the
runway to be used. aircraft reports established, unless
circumstances preclude the issuance of the
8.20.2.3 The controller shall advise an aircraft clearance at such time. Vectoring will
being vectored for an instrument approach of normally terminate at the time the aircraft
its position at least once prior to leaves the last assigned heading to intercept
commencement of final approach. the final approach track.
8.20.2.4 When giving distance information, 8.20.3.2 The controller shall be responsible
the controller shall specify the point or for maintaining separation specified in 8.15
navigation aid to which the information refers. between succeeding aircraft on the same final
approach, except that the responsibility may
8.20.2.5 The initial and intermediate approach be transferred to the aerodrome controller in
phases of an approach executed under the accordance with procedures prescribed in
direction of a controller comprise those parts MATS Part 2 and provided an ATS
of the approach from the time vectoring is surveillance system is available to the
initiated for the purpose of positioning the aerodrome controller.
aircraft for a final approach, until the aircraft is
on final approach and: 8.20.3.3 Transfer of control of succeeding
aircraft on final approach to the aerodrome
a) established on the final approach path controller shall be effected in accordance with
of a pilot-interpreted aid; or procedures prescribed in MATS Part 2.
b) reports that it is able to complete a 8.20.3.4 Transfer of communications to the

visual approach; or aerodrome controller should be effected at
such a point or time that clearance to land or
c) ready to commence a surveillance alternative instructions can be issued to the
radar approach; aircraft in a timely manner.
8.20.2.6 Aircraft vectored for final approach 8.20.4 Surveillance Radar Approach
should be given a heading or a series of
headings calculated to close with the final 8.20.4.1 General Provisions
approach track. The final vector shall enable
the aircraft to be established in level flight on 8.20.4.1.1 During the period that a controller
the final approach track prior to intercepting is engaged in giving surveillance radar, he or
the specified or nominal glide path if an ILS or she should not be responsible for any duties
radar approach is to be made, and should other than those directly connected with such
provide an intercept angle with the final approaches.
approach track of 45 degrees or less.
8.20.4.1.2 Controllers conducting surveillance
8.20.2.7 Whenever an aircraft is assigned a radar approaches shall be in possession of
vector which will take it through the final information regarding the obstacle clearance
approach track, it should be advised altitudes/heights established for such
accordingly, stating the reason for the vector. approaches.
April 30, 2008 8 - 18

8.20.4.1.3 Prior to commencement of a a) be directed to execute a missed

surveillance radar approach, the aircraft shall approach in the following
be informed of: circumstances:
a) the runway to be used; i) when the aircraft appears to be

dangerously positioned on final
b) the applicable obstacle clearance approach; or
altitude/height; ii) for reasons involving traffic
conflictions; or
c) the angle of the nominal glide path iii) if no clearance to land has been
received from the procedural
d) the procedure to be followed in the controller by the time the aircraft
event of radio-communication failure. reaches a distance of 2 NM from
touch-down or such other distance
8.20.4.1.4 When a radar approach cannot be as has been agreed with the
continued due to any circumstance, the aerodrome control tower; or
aircraft should be immediately informed that a iv) on instructions by the aerodrome
radar approach or continuation thereof is not controller; or
possible. The approach should be continued
if this is possible using non-radar facilities or if b) be advised to consider executing a
the pilot reports that the approach can be missed approach in the following
completed visually; otherwise an alternative circumstances:
clearance should be given.
i) when the aircraft reaches a
8.20.4.1.5 Aircraft making a radar approach position from which it appears that
should be reminded, when on final approach, a successful approach cannot be
to check that the wheels are down and completed; or
locked. ii) if the aircraft is not visible on the
situation display for any significant
8.20.4.1.6 The controller conducting the interval during the last 2 NM of the
approach should notify the aerodrome approach; or
controller or, when applicable, the procedural iii) if the position or identification of
controller when an aircraft making a radar the aircraft is in doubt during any
approach is approximately8 NM from portion of the final approach.
touchdown. If landing clearance is not
received at this time, a subsequent In all such cases, the reason for the
notification should be made at approximately instruction or the advice should be given to
4 NM from touchdown and landing clearance the pilot.
requested.
8.20.4.1.9 Unless otherwise required by
8.20.4.1.7 Clearance to land or any exceptional circumstances, radar instructions
alternative clearance received from the concerning a missed approach should be in
aerodrome controller or, when applicable, the accordance with the prescribed missed
procedural controller should normally be approach procedure and should include the
passed to the aircraft before it reaches a level to which the aircraft is to climb and
distance of 2 NM from touchdown. heading instructions to keep the aircraft within
the missed approach area during the missed
8.20.5.1.8 An aircraft making a radar approach procedure.
approach should:
April 30, 2008 8 - 19

8.20.5 Final approach procedures ii) before the aircraft enters an area
of continuous radar clutter; or
8.20.5.1. A surveillance radar approach shall
only be performed with equipment suitably iii) when the pilot reports that a visual
sited and a situation display specifically approach can be effected;
marked to provide information on position
relative to the extended centre line of the whichever is the earliest.
runway to be used and distance from
touchdown, and where surveillance radar 8.20.5.3 Levels through which the aircraft
approaches are promulgated. should pass to maintain the required glide
path, and the associated distances from
8.20.5.2 When conducting a surveillance touchdown, shall be pre-computed and
radar approach, the controller shall comply displayed in such a manner as to be readily
with the following: available to the controller concerned.
a) at or before the commencement of the 8.21 USE OF ATS SURVEILLANCE

final approach, the aircraft shall be SYSTEMS IN THE AERODROME
informed of the point at which the CONTROL SERVICE
surveillance radar approach will be
terminated; 8.21.1 Approach Monitor Aid in Control
Tower
b) the aircraft shall be informed when it is
approaching the point at which it is 8.21.1.1 Display unit of the TAR (ASR/MSSR)
computed that descent should begin, when provided in the control tower at the
and just before reaching that point it Aerodrome Control Work Station will give
shall be informed of the obstacle view of the final approaches of the runways at
clearance altitude/height and instructed the airport.
to descend and check the applicable
minima; 8.21.1.2 In order to achieve maximum runway
utilization and aerodrome capacity, the ATCO
c) The pilot shall be informed at regular on Aerodrome Control duty may use the
intervals of the aircraft’s position in information derived from the monitor for –
relation to the extended centre line of (a) Tactical decision regarding landing and
the runway. Heading corrections shall departing aircraft to determine their
be given as necessary to bring the sequence and spacing.
aircraft back on to the extended centre (b) Tactical decision regarding position of
line. aircraft on take-off vis-à-vis the position
of proceeding aircraft.
d) Distance from touch-down shall (c) Strategical decisions regarding
normally be passed at every each NM; sequencing of departing aircraft to
achieve smooth traffic flow;
e) pre-computed levels through which the (d) Monitoring pilot’s position reports and
aircraft should be passing to maintain confirming compliance with the
the glide path shall also be transmitted assigned track to departing aircraft;
at each NM at the same time as the (e) Providing information to an aircraft on
distance; the position of another arriving/departing
aircraft.
f) the surveillance radar approach shall be
terminated: 8.21.1.3 The Aerodrome Controller shall not
i) at a distance of 2 NM from assume control of any aircraft of the
touchdown, or Approach Monitor Aid.
April 30, 2008 8 - 20

8.21.1.4The Approach Monitor Aid shall not a) Aircraft/vehicle size – detectability

be used to issue heading instructions. diminishes with reduction in size.
8.21.1.5 The equipment shall not be used to b) Line-of-sight limitations.

provide ATS surveillance services.
c) Heavy rain causing clutter and
8.21.1.6 The Aerodrome Controller shall resolution difficulties.
issue ATC (Procedural) instructions to aircraft
required to go around, delay, and orbit. d) Shielding – a portion of a n
aircraft/vehicle may be shielded from
8.21.1.7 The monitor will be set for 20 NM the radar by another object or part of the
range at all times. The ATCO in the same object, e.g. an offside wing is
Aerodrome Control is not required to make often not visible when shielded by the
any selections, adjustments, off-centering etc. fuselage.
Note.— Control of aerodrome traffic is in the main e) Reflection – other aircraft/vehicle (s)
based on visual observation of the manoeuvring and large structures such as hangers
area and the vicinity of the aerodrome by the may reflect some energy away from the
aerodrome controller. radar antenna, e.g. a smooth aircraft
fuselage at angles other than a right
8.21.2 USE OF SURFACE MOVEMENT angle to the radar.
RADAR (SMR)
f) Rough surfaces or long grass-vehicle
8.21.2.1 Operating Procedures for detectability is reduced on rough
Aerodrome Surface Detection Equipment ground, wet or long grass.
(ASDE).
g) Radar position elongation – occurs in
8.21.2.1.1 ASDE is useful in assisting the both range and azimuth, due to radar
Controller to keep continuous check of equipment resolution limitations
runway occupancy and taxiway usage during associated with stronger returns.
period of low visibility and at night. It also
allows rapid appreciation of lighting control h) Lack of radar position labels and
requirements and facilitates clearances for symbols.
aircraft and vehicles.
i) Shadow area.
Note 1: ASDE is an adjunct and not an alternative
to the visual aids and procedures used for the 8.21.2.1.4 Before providing guidance to an
control of aircraft and vehicles on the manoeuvring aircraft/vehicle based on ASDE derived
area. information, positive identity of the object
should be established by use of at least one
Note 2: Control for aircraft on the apron is not the
of the methods specified below :
responsibility of ATS Unit.
a) Correlating the position of a visually
8.21.2.1.2 ASDE may be used to augment
observed aircraft/vehicle to that
visual observation of traffic on the
displayed on ASDE.
manoeuvring area and to provide surveillance
b) Correlating an ASDE position –
of traffic on those parts of the manoeuvring
complying with an ATC instruction for a
area which cannot be observed visually.
specific manoeuvre.
c) Correlating a displayed ASDE position
8.21.2.1.3 The following technical limitations
of an aircraft or vehicle as reported by
may affect the operational efficiency and use
radio.
of ASDE.
April 30, 2008 8 - 21

d) Correlating a displayed ASDE position c) To monitor and assist emergency

to an aircraft or vehicle : service vehicles to attend a scene of an
incident as necessary.
(i) entering a runway or taxiway
intersection d) To monitor movement of ground
vehicles on the movement area to
(ii) abeam a building or airfield feature detect unauthorized entry into
which either shows as a maneuvering area.
permanent echo on the display or
is marked on the video or grid map e) To monitor pilot compliance with the
issued instructions.
(iii) on a taxiway or runway, provided
that there are no other unidentified f) To provide taxi guidance.
vehicles or aircraft on that runway
or taxiway segment. g) To provide guidance information to an
aircraft uncertain of its position.
8.21.2.1.5 Position information of ASDE –
derived aircraft/vehicles position may be h) To monitor push-back for avoiding
relayed by use of the following methods conflict with traffic in the area.
(a) direct designation Note :ASDE should not be used by ATC to provide
heading instructions for taxi-guidance. Taxi
guidance instructions using ASDE should be the
(b) specifying the location of ASDE
same as those applicable for visual control.
derived position by reference to
identifiable features displayed on the
8.21.2.1.9 The use of ASDE for the above
video or grid map.
listed purposes will not in any way relieve
pilots of taxing aircraft or drivers of vehicles or
8.21.2.1.6 The ASDE will be deployed for the
any of their responsibilities in respect of
surface movement guidance and control
avoiding collision with other objects or
when visibility is 2000M or less or RVR is
structure on the ground.
1500M or less. However, it may be used for
the above purposes at night irrespective of
8.21.2.1.10 The ASDE monitor provided at
the visibility/RVR conditions or at the
Aerodrome Control workstation may be used
discretion of the Controller.
for the following purposes:
8.21.2.1.7 In the even of equipment failure
a) To ascertain that departing aircraft are
when visibility is below 2000M or RVR is
lined up on the correct runway.
below 1500M, the information will be
disseminated on ATIS.
b) To ascertain that arriving aircraft has
vacated the runway.
8.21.2.1.8 The ASDE provided at the
workstation of Surface Movement Controller c) To ascertain that aircraft has
within the limitation of the coverage, may be commenced the take-off run.
used for the following purposes:
d) To ascertain that runway is clear of
a) To monitor and assist departing and aircraft, vehicles or obstructions prior to
arriving traffic. a departure or landing.
b) To monitor the position of traffic in order
to facilitate switching-on of associated
taxiway lights.
April 30, 2008 8 - 22

8.22 USE OF ATS SURVEILLANCE

SYSTEMS IN THE FLIGHT
INFORMATION SERVICE
Note.— The use of ATS surveillance system in the

provision of flight information service does not
relieve the pilot-in-command of an aircraft of any
responsibilities, including the final decision
regarding any suggested alteration of the flight
plan.
8.22.1 The information presented on a

situation display may be used to provide
identified aircraft with:
a) information regarding any aircraft

observed to be on a conflicting path with
the radar-identified aircraft and
suggestions or advice regarding
avoiding action;
b) information on the position of significant

weather and, as practicable, advice to
the aircraft on how best to
circumnavigate any such areas of
adverse weather
Note.— Attention must be given to the fact

that under certain circumstances the most
active area of adverse weather may not
show on a radar display.
c) information to assist the aircraft in its

navigation.
April 30, 2008 8 - 23

CHAPTER 9
FLIGHT INFORMATION SERVICE, ADVISORY SERVICE AND

ALERTING SERVICE
9.1 Flight information service e) information on changes in condition of

aerodromes and associated facilities,
9.1.1 Application including information on the state of the
aerodrome movement areas when they
9.1.1.1 Flight information service shall be are affected by snow, ice or significant
provided to all aircraft which are likely to be depth of water;
affected by the information and which are:
f) information on unmanned free balloons;
a) provided with air traffic control service; or and of any other information likely to
affect safety.
b) otherwise known to the relevant air traffic
services units. 9.1.2.2 Flight information service provided
to flights shall include, in addition to that
9.1.1.2 Where air traffic services units provide outlined in 9.1.2.1, the provision of
both flight information service and air traffic information concerning:
control service, the provision of air traffic
control service shall have precedence over a) weather conditions reported or forecast
the provision of flight information service at departure, destination and alternate
whenever the provision of air traffic control aerodromes;
service so requires.
b) collision hazards, to aircraft operating in
Note.— It is recognized that in certain airspace Classes D, E, F and G;
circumstances aircraft on final approach, landing,
take-off and climb may require to receive without
c) for flight over water areas, in so far as
delay essential information other than that
pertaining to the provision of air traffic control practicable and when requested by a
service. pilot, any available information such as
radio call sign, position, true track,
9.1.2 Scope of flight information service speed, etc., of surface vessels in the
area.
9.1.2.1 Flight information service shall include
the provision of pertinent: Note 1.— The information in b), including only
known aircraft the presence of which might
constitute a collision hazard to the aircraft
a) SIGMET; informed, will sometimes be incomplete and air
traffic services cannot assume responsibility for
b) information concerning pre-eruption its issuance at all times or for its accuracy.
volcanic activity, volcanic eruptions and
volcanic ash clouds; 9.1.2.3 Routine Air-reports and Special
air-reports
c) information concerning the release into
the atmosphere of radioactive materials 9.1.2.3.1 Aircraft shall make routine air
or toxic chemicals; reports at the designated MET reporting
points on designated ATS routes and special
d) information on changes in the observations whenever requested by a
serviceability of navigation aids; meteorological office for specific observation
April 30, 2008 9-1

or whenever encountered following weather 9.1.4 Transfer of responsibility for the

phenomenon: provision of flight information
service
moderate to severe turbulence,
severe icing, 9.1.4.1 The responsibility for the provision of
hail, flight information service to a flight normally
cumulonimbus clouds, passes from the appropriate ATS unit in an
low level wind shear and FIR to the appropriate ATS unit in the
any meteorological condition in the adjacent FIR at the time of crossing the
opinion of the pilot in command is common FIR boundary. However, when
likely to affect aircraft operation. coordination is required but communication
facilities are inadequate, the former ATS unit
9.1.2.3.2 ATS units should transmit, as shall, as far as practicable, continue to
soon as practicable, routine and special air- provide flight information service to the flight
reports to the associated meteorological until it has established two-way
office. communication with the appropriate ATS unit
in the FIR it is entering.
9.1.2.3.3 ATS units should also transmit, as
soon as practicable special air-reports to 9.1.5 Transmission of information
other aircraft concerned, and to other ATS
units concerned. 9.1.5.1 Means of Transmission
9.1.2.4 Flight information service provided 9.1.5.1.1 Except as provided in 9.1.5.2.1,

to VFR flights shall include, in addition to that information shall be disseminated to aircraft
outlined in 9.1.2.1, the provision of available by one or more of the following means:
information concerning traffic and weather
conditions along the route of flight that are a) the preferred method of directed
likely to make operation under the visual flight transmission on the initiative of the
rules impracticable. appropriate ATS unit to an aircraft,
ensuring that receipt is acknowledged;
9.1.3 Recording and transmission of or
information on the progress of
flights b) a general call, unacknowledged
transmission to all aircraft concerned; or
9.1.3.1 Information on the actual progress of
flights, including those of heavy or medium c) broadcast; or
unmanned free balloons, under neither air
traffic control service nor air traffic advisory d) data link.
service shall be:
Note.— It should be recognized that in
a) recorded by the air traffic services unit certain circumstances, e.g. during the last
serving the FIR within which the aircraft stages of a final approach, it may be
is flying in such a manner that it is impracticable for aircraft to acknowledge
available for reference and in case it is directed transmissions.
requested for search and rescue action;
9.1.5.1.2 The use of general calls shall be
b) transmitted by the air traffic services unit limited to cases where it is necessary to
receiving the information to other air disseminate essential information to several
traffic services units concerned, when aircraft without delay, e.g. the sudden
so required. occurrence of hazards, a change of the
runway-in-use, or the failure of a key
approach and landing aid.
April 30, 2008 9-2

a) directed transmission from the

9.1.5.2 Transmission of SIGMET appropriate air traffic services unit of
Information and Special Air-reports selected special reports and amended
TAF for the departure, destination and
9.1.5.2.1 SIGMET information shall be its alternate aerodromes, as listed in the
transmitted to aircraft with the least possible flight plan; or
delay on the initiative of the appropriate ATS
unit, by the preferred method of directed b) a general call on appropriate
transmission followed by acknowledgement, frequencies for the unacknowledged
or by a general call when the number of transmission to affected aircraft of
aircraft would render the preferred method selected special reports and amended
impracticable. aerodrome forecasts; or
9.1.5.2.2 SIGMET information passed to c) continuous or frequent broadcast to

aircraft shall cover a portion of the route up to make available current METAR and
two hours’ flying time ahead of the aircraft. TAF in areas determined on the basis of
regional air navigation agreements
9.1.5.2.3 The special air-report information where traffic congestion dictates.
to be passed to aircraft on ground initiative VOLMET broadcasts are used for this
should cover a portion of the route up to one purpose. Based on regional air
hour’s flying time ahead of the aircraft. navigation agreements, VOLMET
broadcasts are done from Mumbai and
9.1.5.3Transmission of Information Kolkata at half hourly intervals which
concerning Volcanic Activity contain Current Weather Reports and
Aerodrome Forecasts of certain
Information concerning pre-eruption volcanic stations. These stations are notified in
activity, volcanic eruptions and volcanic ash AIP India. Language used for these
clouds (position of clouds and flight levels broadcasts is English.
affected) shall be disseminated to aircraft by
one or more of the means specified in Note: VOLMET broadcasts should use standard
radiotelephony phraseologies.
9.1.5.1.1
9.1.5.4 Transmission of Information 9.1.5.5.2 The amended aerodrome

concerning Radioactive Materials and Toxic forecasts to aircraft shall be passed within 60
Chemical Clouds minutes from the aerodrome of destination,
unless the information would have been
Information on the release into the made available through other means.
atmosphere of radioactive materials or toxic
9.1.5.6 Transmission of Information on Heavy
chemicals which could affect airspace within
or Medium Unmanned Free Balloons
the area of responsibility of the ATS unit shall
be transmitted to aircraft by one or more of
the means specified in 9.1.5.1.1. Appropriate information as specified in
Chapter 14 section 14.2 on heavy or medium
9.1.5.5 Transmission of SPECI AND unmanned free balloons shall be
Amended TAF disseminated to aircraft by one or more of the
means specified in 9.1.5.1.1
9.1.5.5.1 Special reports in the SPECI code
form and amended TAF shall be transmitted
on request and supplemented by:
April 30, 2008 9-3

9.1.5.8 Operational flight information responsibility of the ATS unit as per

service (OFIS) broadcasts local arrangement.
9.1.5.8.1HF / VHF Operational Flight (vii) Individual ATIS messages shall be

Information Service (OFIS) broadcasts identified by a designator in the form of
a letter of the ICAO spelling alphabet.
The HF / VHF operational flight information Designators assigned to consecutive
service (OFIS) broadcasts are not provided in ATIS messages shall be in alphabetical
India as there is no regional air navigation order;
agreement for these requirements.
(viii) Aircraft shall acknowledge receipt of the
9.1.5.8.2 Automatic Terminal Information information upon establishing
Service (ATIS) communication with the ATS unit
providing approach control service or
(i) The automatic terminal information the aerodrome control tower, as
service (ATIS) message is intended to appropriate.
provide a pilot with a range of
information to enable him to make a (ix) The aerodrome control tower shall,
definite decision about his approach and when replying to the message in (viii)
landing or take-off. It reduces the above or, in the case of arriving aircraft,
communication load on the ATS VHF appropriate ATS Unit shall provide the
air-ground communication channels. aircraft with the current altimeter setting
Automatic Terminal Information is when first cleared to an altitude below
provided at Ahmedabad, Aurangabad, the transition level.
Bhubneshwar, Kolkata, Calicut,
Chennai, Cochin International, Delhi, (x) The meteorological information shall be
Guwahati, Hyderabad, Jaipur, Lucknow, extracted from the local meteorological
Mumbai and Trivandrum. The ATIS routine or special report.
Broadcast frequencies and hours of
operations are published in Part 3 (AD (xi) When rapidly changing meteorological
2) of AIP India. conditions make it inadvisable to include
a weather report in the ATIS, the ATIS
(ii) The ATIS broadcast message should, messages shall indicate that the
whenever practicable, not exceed 30 relevant weather information will be
seconds, care being taken that the given on initial contact with the
readability of the ATIS message is not appropriate ATS unit.
impaired by the speed of the
transmission of ATIS. (xii) Information contained in a current ATIS,
the receipt of which has been
(iii) The language used for ATIS broadcast acknowledged by the aircraft
shall be English. concerned, need not be included in a
directed transmission to the aircraft, with
(iv) The information communicated shall the exception of the altimeter setting,
relate to a single aerodrome. which shall be provided in accordance
with (ix).
(v) The information communicated shall be
updated immediately whenever a (xiii) If an aircraft acknowledges receipt of an
significant change occurs. ATIS that is no longer current, the
controller, after ensuring the currency of
(vi) The preparation and dissemination of ATIS, shall advise the aircraft to monitor
the ATIS message shall be the the current ATIS.
April 30, 2008 9-4

o) Any available information on

significant meteorological
Note: Contents of ATIS should be kept as phenomena in the approach and
brief as possible. Information additional to climb-out areas including wind
that specified in 9.1.5.7.2, for example shear, and information on recent
information already available in aeronautical
information publications (AIPs) and NOTAM,
weather of operational significance
should only be included when justified in contained in MET report;
exceptional circumstances.
p) Trend forecast, when available; and
(xiv) The ATIS broadcast messages contain
information for arriving and departing q) The word “INFORMATION” followed
aircraft consisting of the following by “designator” and the word “OUT”.
elements of information in the order
listed: 9.2 Air traffic advisory service
a) Name of aerodrome; 9.2.1 The objective of the air traffic advisory

service is to make information on collision
b) Designator i.e. the word hazards more effective than it would be in the
“INFORMATION” and identification mere provision of flight information service. It
letter from the ICAO alphabet; may be provided to aircraft conducting IFR
flights in advisory airspace or on advisory
c) Time of observation; routes (Class F airspace).
d) Type of approach (es) to be 9.2.2 Air traffic advisory service does not
expected; afford the degree of safety and cannot
assume the same responsibilities as air traffic
e) The runway(s) in use; control service in respect of the avoidance of
collisions, since information regarding the
f) Transition level; disposition of traffic in the area concerned
available to the unit providing air traffic
g) Other essential operational advisory service may be incomplete. Air traffic
information; advisory service does not deliver “clearances”
but only “advisory information” and it uses the
h) Surface wind direction and speed, word “advise” or “suggest” when a course of
including significant variations; action is proposed to an aircraft.
*i) Visibility and, when Note.— If the flight plan is submitted for the
applicable, RVR; *These purpose of obtaining air traffic control service, the
elements aircraft is required to wait for an air traffic control
*j) Present weather; are clearance prior to proceeding under the conditions
replaced requiring compliance with air traffic control
procedures. If the flight plan is submitted for the
*k) Cloud below 5 000 ft or by the
purpose of obtaining air traffic advisory service,
below the highest term the aircraft is required to wait for acknowledgment
minimum sector altitude, “CAVOK”, of receipt by the unit providing the service.
whichever is greater; whenever
cumulonimbus. applicable 9.2.3 IFR flights when operating within Class
F airspace are expected to comply with the
l) Air temperature; same procedures as those applying to
controlled flights except that:
m) Dew point temperature;
a) the flight plan and changes thereto are
n) Altimeter setting(s); not subjected to a clearance, since the
April 30, 2008 9-5

unit furnishing air traffic advisory service c) Pass to aircraft traffic information
will only provide advice on the presence comprising the same information as that
of essential traffic or suggestions as to a prescribed for area control service.
possible course of action;
d) The criteria used as a basis for action
Note 1.— It is assumed that a pilot will not under b) and c) should be at least those
effect a change in the current flight plan until laid down for aircraft operating in
he or she has notified the intended change controlled airspace and should take into
to the appropriate ATS unit, and has account the limitations inherent in the
received acknowledgement or relevant provision of air traffic advisory service,
advice.
navigation facilities and air-ground
Note 2.— When a flight is operating or communications prevailing in the
about to operate in a control area to Region.
continue eventually into an advisory area or
along an advisory route, a clearance may be 9.3 Alerting service
issued for the whole route, but the clearance
as such, or revisions thereto, applies only to 9.3.1 Application
those portions of the flight conducted within
control areas and control zones. Advice or 9.3.1.1 Alerting service shall be provided:
suggestions would be provided as
necessary for the remaining portion of the
a) for all aircraft provided with air traffic
route.
control service;
b) it is for the aircraft to decide whether or
b) in so far as practicable, to all other
not it will comply with the advice or
aircraft having filed a flight plan or
suggestion received and to inform the
otherwise known to the air traffic
unit providing air traffic advisory service,
services; and
without delay, of its decision;
c) to any aircraft known or believed to be
c) air-ground contacts shall be made with
the subject of unlawful interference.
the air traffic services unit designated to
provide air traffic advisory service within 9.3.1.2 Flight information centres or area
the advisory airspace or portion thereof. control centers shall serve as the central point
for collecting all information relevant to a state
9.2.4 An air traffic services unit providing air of emergency of an aircraft operating within
traffic advisory service shall: the flight information region or control area
concerned and for forwarding such
a) Advise the aircraft to depart at the time information to the appropriate rescue
specified and to cruise at the levels coordination centre.
indicated in the flight plan if it does not
foresee any conflict with other known 9.3.1.3 In the event of a state of
traffic. emergency arising to an aircraft while it is
under the control of an aerodrome control
b) Suggest to aircraft a course of action by
tower or approach control unit, such unit shall
which a potential hazard may be notify immediately the flight information centre
avoided, giving priority to an aircraft or area control center responsible which shall
already in advisory airspace over other
in turn notify the rescue coordination centre,
aircraft desiring to enter such advisory
except that notification of the area control
airspace. centre, flight information centre, or rescue
coordination centre shall not be required
when the nature of the emergency is such
that the notification would be superfluous.
April 30, 2008 9-6

9.3.1.4 Nevertheless, whenever the urgency 2) an aircraft has been cleared to land
of the situation so requires, the aerodrome and fails to land within five minutes of
control tower or approach control unit the estimated time of landing and
responsible shall first alert and take other communication has not been re-
necessary steps to set in motion all established with the aircraft, or when
appropriate local rescue and emergency
organizations which can give the immediate 3) information has been received which
assistance required. indicates that the operating efficiency
of the aircraft has been impaired, but
not to the extent that a forced landing
9.3.2 Notification of rescue coordination is likely, except when evidence exists
centers that would allay apprehension as to
the safety of the aircraft and its
9.3.2.1 Without prejudice to any other occupants, or when
circumstances that may render such
notification advisable, air traffic services units 4) an aircraft is known or believed to be
shall, except as prescribed in 9.3.5.1, notify the subject of unlawful interference.
rescue coordination centres immediately an
aircraft is considered to be in a state of c) Distress phase when:
emergency in accordance with the following:
1) following the alert phase, further
a) Uncertainty phase when: unsuccessful attempts to establish
communication with the aircraft and
1) no communication has been received more widespread unsuccessful
from an aircraft within a period of thirty inquiries point to the probability that
minutes after the time a the aircraft is in distress, or when
communication should have been
received, or from the time an 2) the fuel on board is considered to be
unsuccessful attempt to establish exhausted, or to be insufficient to
communication with such aircraft was enable the aircraft to reach safety, or
first made, whichever is the earlier, or when
when
3) information is received which indicates
2) an aircraft fails to arrive within thirty that the operating efficiency of the
minutes of the estimated time of aircraft has been impaired to the
arrival last notified to or estimated by extent that a forced landing is likely, or
air traffic services units, whichever is when
the later, except when no doubt exists
as to the safety of the aircraft and its 4) information is received or it is
occupants. reasonably certain that the aircraft is
about to make or has made a forced
b) Alert phase when: landing,
1) following the uncertainty phase, except when there is reasonable certainty

subsequent attempts to establish that the aircraft and its occupants are not
communication with the aircraft or threatened by grave and imminent danger
inquiries to other relevant sources and do not require immediate assistance.
have failed to reveal any news of the
aircraft, or when 9.3.2.2 The notification shall contain such of
the following information as is available in the
order listed:
April 30, 2008 9-7

a) INCERFA, ALERFA or DETRESFA, as 9.3.4 Plotting aircraft in a state of

appropriate to the phase of the emergency
emergency;
When a state of emergency is considered to
b) agency and person calling; exist, the flight of the aircraft involved shall be
plotted on a chart in order to determine the
c) nature of the emergency; probable future position of the aircraft and its
maximum range of action from its last known
d) significant information from the flight position. The flights of other aircraft known to
plan; be operating in the vicinity of the aircraft
involved shall also be plotted in order to
e) unit which made last contact, time and determine their probable future positions and
means used; maximum endurance.
f) last position report and how determined; 9.3.5 Information to the operator
g) colour and distinctive marks of aircraft; 9.3.5.1 When an area control or a flight
information center decides that an aircraft is
h) dangerous goods carried as cargo; in the uncertainty or the alert phase, it shall,
when practicable, advise the operator prior to
i) any action taken by reporting office; and notifying the rescue coordination centre.
j) other pertinent remarks. Note.— If an aircraft is in the distress phase, the
rescue coordination centre has to be notified
9.3.2.3 Such part of the information specified immediately in accordance with 9.3.2.1.
in 9.3.2.2, which is not available at the time
notification is made to a rescue coordination 9.3.5.2 All information notified to the rescue
centre, should be sought by an air traffic coordination centre by an area control or flight
services unit prior to the declaration of a information centre shall, whenever
distress phase, if there is reasonable certainty practicable, also be communicated, without
that this phase will eventuate. delay, to the operator.
9.3.2.4 Further to the notification in 9.3.2.1, the 9.3.6 Information to aircraft operating in
rescue coordination centre shall, without the vicinity of an aircraft in a state
delay, be furnished with: of emergency
a) any useful additional information, 9.3.6.1 When it has been established by an
especially on the development of the air traffic services unit that an aircraft is in a
state of emergency through subsequent state of emergency, other aircraft known to be
phases; or in the vicinity of the aircraft involved shall,
except as provided in 9.3.6.2, be informed of
b) information that the emergency situation the nature of the emergency as soon as
no longer exists. practicable.
9.3.3 Use of communication facilities 9.3.6.2 When an air traffic services unit
knows or believes that an aircraft is being
Air traffic services units shall, as necessary, subjected to unlawful interference, no
use all available communication facilities to reference shall be made in ATS air-ground
endeavour to establish and maintain communications to the nature of the
communication with an aircraft in a state of emergency unless it has first been referred to
emergency and to request news of the in communications from the aircraft involved
aircraft.
April 30, 2008 9-8

and it is certain that such reference will not — request those units to assist in the search
aggravate the situation. for any useful information pertaining to the
aircraft presumed to be in an emergency, by
9.3.7 Action by Air traffic services units all appropriate means and especially those
indicated in 9.3.3;
9.3.7.1 When no report from an aircraft has
been received within a reasonable period of — collect the information gathered during
time (which may be a specified interval each phase of the emergency and, after
prescribed on the basis of regional air verifying it as necessary, transmit it to the
navigation agreements) after a scheduled or rescue coordination centre;
expected reporting time, the ATS unit shall,
within the stipulated period of thirty minutes, — announce the termination of the state of
endeavour to obtain such report in order to be emergency as circumstances dictate.
in a position to apply the provisions relevant
to the “Uncertainty Phase” should 9.3.7.4 In obtaining the necessary information
circumstances warrant such application. as required under 9.3.2.3, attention shall
particularly be given to informing the relevant
9.3.7.2 When alerting service is required in rescue coordination center of the distress
respect of a flight operated through more than frequencies available to survivors, as listed in
one FIR or control area, and when the Item 19 of the flight plan but not normally
position of the aircraft is in doubt, transmitted.
responsibility for coordinating such service
shall rest with the ATS unit of the FIR or
control area:
i) within which the aircraft was flying at the

time of last air-ground radio contact;
ii) that the aircraft was about to enter when

last air ground contact was established at
or close to the boundary of two FIRs or
control areas;
iii) within which the aircraft’s intermediate

stop or final destination point is located:
a) if the aircraft was not equipped with

suitable two way radio communication
equipment; or
b) was not under obligation to transmit

position reports.
9.3.7.3 The unit responsible for alerting

service, in accordance with 9.2.2.2, shall:
— notify units providing alerting service in

other affected FIRs or control areas of the
emergency phase or phases, in addition to
notifying the rescue coordination centre
associated with it;
April 30, 2008 9-9

CHAPTER 10
COORDINATION
10.1 COORDINATION IN RESPECT OF c) procedures for the exchange of flight

THE PROVISION OF AIR TRAFFIC plan and control data, including use of
CONTROL SERVICE automated and/or verbal coordination
messages;
10.1.1 General
d) means of communication;
10.1.1.1 The coordination and transfer of
control of a flight between successive ATC e) requirements and procedures for
units and control sectors shall be effected by approval requests;
a dialogue comprising the following stages:
f) significant points, levels or times for
a) notification of the flight in order to transfer of control;
prepare for coordination, as
necessary; g) significant points, levels or times for
transfer of communication;
b) coordination of conditions of transfer of
control by the transferring ATC unit; h) conditions applicable to the transfer and
acceptance of control, such as specified
c) coordination, if necessary, and altitudes/flight levels, specific separation
acceptance of conditions of transfer of minima or spacing to be established at
control by the accepting ATC unit; and the time of transfer, and the use of
automation;
d) the transfer of control to the accepting
ATC unit or control sector. i) ATS surveillance system coordination
procedures;
10.1.1.2 ATC units should, to the extent
possible, establish and apply standardized j) SSR Code assignment procedure;
procedures for the coordination and transfer
of control of flights, in order, inter alia, to k) procedures for departing traffic;
reduce the need for verbal coordination.
Such coordination procedures shall conform l) designated holding fixes and procedures
to the procedures contained in the following for arriving traffic;
provisions and be specified in letters of
agreement and instructions contained in m) applicable contingency procedures; and
MATS 2 of the concerned airport, as
applicable. n) any other provisions or information
relevant to the coordination and transfer
10.1.1.3 Such agreements and instructions of control of flights.
shall cover the following as applicable:
10.1.2 Coordination between ATC units
a) definition of areas of responsibility and providing air traffic service within
common interest, airspace structure and contiguous control areas
airspace classification(s);
10.1.2.1 ATC units shall forward from unit to
b) any delegation of responsibility for the unit, as the flight progresses, necessary
provision of ATS ; flight plan and control information. When so
April 30, 2008 10 - 1

required by agreement between the 10.1.2.2.3 In the case of an aircraft

appropriate ATS authorities to assist the requesting a change in its current flight plan,
separation of aircraft, flight plan and flight or of a transferring ATC unit proposing to
progress information for flights along change the current flight plan of an aircraft,
specified routes or portions of routes in and the flying time of the aircraft to the
close proximity to flight information region control area boundary is less than 30
boundaries shall also be provided to the minutes, the revised clearance shall be
ATC units in charge of the flight information withheld pending approval of the proposal
regions adjacent to such routes or portions by the adjacent ATC unit. In other
of routes. circumstances, revisions to previously
transmitted current flight plan and control
Note.- Such a route or portion of route is often data shall be transmitted as early as
referred to as an area of common interest, the possible, and no approval from the
extent of which is usually determined by the accepting ATC unit shall be required.
required separation minima.
10.1.2.2.4 When boundary estimate data are
10.1.2.1.1 The flight plan and control
to be transmitted for approval by the
information shall be transmitted in sufficient
accepting unit, the time in respect of an
time to permit reception and analysis of the
aircraft not yet departed shall be based
data by the receiving unit(s) and necessary
upon the estimated time of departure as
coordination between the two units
determined by the ATC unit in whose area
concerned.
of responsibility the departure aerodrome is
10.1.2.2 Approval Request located. In respect of an aircraft in flight
requiring an initial clearance, the time shall
10.1.2.2.1 If the flying time from the be based on the estimated elapsed time
departure aerodrome of an aircraft to the from the holding point to the boundary plus
boundary of an adjacent control area is less the time expected to be needed for
than the specified minimum required to coordination.
permit transmission of the necessary flight
plan and control information to the 10.1.2.2.5 Procedure and the conditions
accepting ATC unit after take-off and allow including specified flying times, under which
adequate time for reception, analysis and approval requests are to be forwarded for
coordination, the transferring ATC unit approval, shall be as specified in letters of
shall, prior to clearing the aircraft, forward agreement / MATS 2.
that information to the accepting ATC unit
together with a request for approval. The 10.1.2.3 Transfer of control
required time period shall be specified in
letters of agreement or local instructions, as 10.1.2.3.1 The responsibility for the control
appropriate. of an aircraft shall be transferred from ATC
unit to the next unit at the time of crossing
10.1.2.2.2 In the case of an aircraft in flight the common control area boundary as
requiring an initial clearance when the flying determined by the unit having control of the
time to the boundary of an adjacent control aircraft or at such other point or time as has
area is less than 30 minutes, the aircraft been agreed between the two units.
shall be held within the transferring ATC
unit’s control area until the flight plan and 10.1.2.3.2 Where specified in LOA ( letters
control information has been forwarded of agreement) between the ATC units
together with a request for approval, and concerned, and when transferring an
coordination effected, with the adjacent ATC aircraft, the transferring unit shall notify the
unit. accepting unit that the aircraft is in position
to be transferred and specify that the
responsibility for control should be assumed
April 30, 2008 10 - 2

by the accepting unit, forthwith at the time of the event that communication with the
crossing the control boundary or other aircraft is not established as expected.
transfer control point specified in letters of
agreement between the ATC units or at 10.1.2.4.4 In cases where a portion of a
such other point or time coordinated control area is so situated that the time
between the two units. taken by aircraft to traverse it is of a limited
duration, agreement should be reached to
10.1.2.3.3 If the transfer of control time or provide for direct transfer of communication
point is other than the forthwith, the between the units responsible for the
accepting ATC unit shall not alter the adjacent control areas, provided that the
clearance of the aircraft prior to the agreed intermediate unit is fully informed of such
transfer of control time or point without the traffic. The intermediate unit shall retain
approval of the transferring unit. responsibility for coordination and for
ensuring that separation is maintained
10.1.2.3.4 If transfer of communication is between all traffic within its area of
used to transfer an aircraft to a receiving responsibility.
ATC unit, responsibility for control shall not
be assumed until the time of crossing the 10.1.2.4.5 An aircraft may be permitted to
control area boundary or other transfer of communicate temporarily with a control unit
control point specified in letter of agreement other than the unit controlling the aircraft.
between the ATC units.
10.1.2.5 Termination of controlled flight
10.1.2.4 Transfer of communication
In the case where a flight ceases to be
10.1.2.4.1 Except when separation minima operated as a controlled flight, i.e. by
specified in 8.15 are being applied, the leaving controlled airspace or by canceling
transfer of air-ground communications of an its IFR flight and proceeding on VFR in
aircraft from the transferring to the accepting airspace where VFR flights are not
ATC unit shall be made five minutes before controlled, the ATC unit concerned shall
the time at which the aircraft is estimated to ensure that appropriate information on the
reach the common control area boundary, flight is forwarded to ATS unit(s) responsible
unless otherwise agreed between the two for the provision of flight information and
ATC units concerned or as specified in LOA. alerting services for the remaining portion of
the flight, in order to ensure that such
10.1.2.4.2 When separation minima services will be provided to the aircraft.
specified in 8.15 are being applied at the
time of transfer of control, the transfer of air- 10.1.3 Coordination between a unit
ground communications of an aircraft from providing area control service and a unit
the transferring to the accepting ATC unit providing approach control service
shall be made immediately after the
accepting ATC unit has agreed to assume 10.1.3.1 Division of Control
control.
10.1.3.1.1 Except when otherwise specified
10.1.2.4.3 The accepting ATC unit shall in letters of agreement or local instructions,
normally not be required to notify the or by the ACC concerned in individual
transferring unit that radio and/or data cases, a unit providing approach control
communication has been established with service may issue clearances to any aircraft
the aircraft being transferred and that control released to it by an ACC without reference
of the aircraft has been assumed, unless to the ACC. However, when an approach
otherwise specified in LOA. The accepting has been missed the ACC shall, if affected
ATC unit shall notify the transferring unit in by the missed approach, be advised
immediately and subsequent action
April 30, 2008 10 - 3

coordinated between the ACC and the unit b) lowest vacant level at the holding fix
providing approach control service as available for use by the ACC;
necessary.
c) average time interval or distance
10.1.3.1.2 An ACC may, after coordination between successive arrivals as
with the unit providing approach control determined by the unit providing
service, release aircraft directly to approach control service;
aerodrome control towers if the entire
approach will be made under visual d) revision of the expected approach time
meteorological conditions. issued by the ACC when the
calculation of the expected approach
10.1.3.2 Take-off and Clearance Expiry time by the unit providing approach
Times control service indicates a variation of
five minutes or such other time as has
10.1.3.2.1 Time of take-off shall be specified been agreed between the two ATC
by the ACC when it is necessary to: units concerned;
a) coordinate the departure with traffic e) arrival times over the holding point
not released to the unit providing when these vary by three minutes, or
approach control service; and such other time as has been agreed
between the two ATC units concerned,
b) provide en-route separation between from those previously estimated;
departing aircraft following the same
track. f) cancellations by aircraft of IFR flight, if
these will affect levels at the holding
10.1.3.2.2 If time of take-off is not specified, point or expected approach times of
the unit providing approach control service other aircraft;
shall determine the take-off time when
necessary to coordinate the departure with g) aircraft departure times or, if agreed
traffic released to it. between the two ATC units concerned,
the estimated time at the control area
10.1.3.2.3 A clearance expiry time shall be boundary or other specified point;
specified by the ACC if a delayed departure
would conflict with traffic not released to the h) all available information relating to
unit providing approach control service. If, overdue or unreported aircraft;
for traffic reasons of its own, a unit providing
approach control service has to specify in i) missed approaches which may affect
addition its own clearance expiry time, this the ACC.
shall not be later than that specified by the
ACC. 10.1.3.3.2 The ACC shall keep the unit
providing approach control service promptly
10.1.3.3 Exchange of movement and control advised of pertinent data on controlled traffic
data such as:
10.1.3.3.1 The unit providing approach a) identification, type and point of

control service shall keep the ACC promptly departure of arriving aircraft;
advised of pertinent data on controlled traffic
such as: b) estimated time and proposed level of
arriving aircraft over holding fix or
a) runway(s)-in-use and expected type of other specified point;
instrument approach procedure;
April 30, 2008 10 - 4

c) estimated time and proposed level of

arriving aircraft over holding fix or 10.1.4.1.3 Aerodrome control towers shall,
actual time if aircraft is released to the when so prescribed in letters of agreement
unit providing approach control service or local instructions, obtain approval from
after arrival over the holding point; the unit providing approach control service
prior to authorizing operation of special VFR
d) requested type of IFR approach flights.
procedure if different to that specified
by the approach control unit; 10.1.4.2 Exchange of movement and
control data
e) expected approach time issued;
10.1.4.2.1 An aerodrome control tower shall
f) when required, statement that aircraft keep the unit providing approach control
has been instructed to contact the unit service promptly advised of pertinent data
providing approach control service; on relevant controlled traffic such as:
g) when required, statement that an a) arrival and departure times;

aircraft has been released to the unit
providing approach control service b) when required, statement that the first
including, if necessary, the time and aircraft in an approach sequence is in
conditions of release; communication with and is sighted by
the aerodrome control tower, and that
h) anticipated delay to departing traffic reasonable assurance exists that a
due to congestion. landing can be accomplished;
c) all available information relating to
10.1.3.3.3 Information on arriving aircraft overdue or unreported aircraft;
shall be forwarded not less than fifteen
minutes before estimated time of arrival and d) information concerning missed
such information shall be revised as approaches;
necessary.
e) information concerning aircraft that
10.1.4 Coordination between a unit constitute essential local traffic to
providing approach control service and a aircraft under the control of the unit
unit providing aerodrome control service providing approach control service.
10.1.4.1 Division of Control 10.1.4.2.2 The unit providing approach

control service shall keep the aerodrome
10.1.4.1.1 A unit providing approach control control tower promptly advised of pertinent
service shall retain control of arriving aircraft data on controlled traffic such as:
until such aircraft have been transferred to
the aerodrome control tower and are in a) estimated time and proposed level of
communication with the aerodrome control arriving aircraft over the aerodrome, at
tower. Letters of agreement or local least fifteen minutes prior to estimated
instructions, appropriate to the airspace arrival;
structure, terrain, meteorological conditions
and ATS facilities available, shall establish b) when required, a statement that an
rules for the transfer of arriving aircraft. aircraft has been instructed to contact
10.1.4.1.2 A unit providing approach control the aerodrome control tower and that
service may authorize an aerodrome control control shall be assumed by that unit;
tower to release an aircraft for take-off
subject to the discretion of the aerodrome c) anticipated delay to departing traffic
control tower with respect to arriving aircraft. due to congestion.
April 30, 2008 10 - 5

10.1.5 Coordination between control 10.2.3 This information shall be forwarded to

positions within the same unit the ATS unit in charge of the next FIR in
which the aircraft will operate prior to the
10.1.5.1 Appropriate flight plan and control aircraft entering such FIR.
information shall be exchanged between
control positions within the same air traffic 10.2.4 When so required by agreement
control unit, in respect of: between the appropriate ATS authorities to
assist in the identification of strayed or
a) all aircraft for which responsibility for unidentified aircraft and thereby eliminate or
control will be transferred from one reduce the need for interception, flight plan
control position to another; and flight progress information for flights
b) aircraft operating in such close proximity along specified routes or portions of routes
to the boundary between control sectors in close proximity to FIR boundaries shall
that control of traffic within an adjacent also be provided to the ATS units in charge
sector may be affected; of the FIRs adjacent to such routes or
c) all aircraft for which responsibility for portions of routes.
control has been delegated by a
controller using procedural methods to 10.2.5 In circumstances where an aircraft is
a controller using an ATS surveillance experiencing an emergency or has declared
system, as well as other aircraft minimum fuel, or in any other situation
affected. wherein the safety of the aircraft is not
assured, the type of emergency and the
10.1.5.2 Procedures for coordination and circumstances experienced by the aircraft
transfer of control between control sectors shall be reported by the transferring unit to
within the same ATC unit shall conform to the accepting unit and any other AT unit that
the procedures applicable to ATC units. may be concerned with the flight and to the
associated rescue coordination centres, if
10.2 COORDINATION IN RESPECT OF necessary.
THE PROVISION OF FLIGHT
INFORMATION SERVICE AND ALERTING 10.3 COORDINATION IN RESPECT OF
SERVICE THE PROVISION OF AIR TRAFFIC
ADVISORY SERVICE
10.2.1 Coordination between ATS units
providing flight information service in ATS units providing air traffic advisory
adjacent FIRs shall be effected in respect of service shall apply the coordination
IFR and VFR flights, in order to ensure procedures specified in Section 10.2 with
continued flight information service to such respect to such aircraft having elected to
aircraft in specified areas or along specified use this type of service.
routes. Such coordination shall be effected
in accordance with an agreement between 10.4 COORDINATION BETWEEN THE
the ATS units concerned. OPERATOR AND AIR TRAFFIC
SERVICES
10.2.2 Where coordination of flights is
effected in accordance with 10.3.1, this shall 10.4.1 ATS units, in carrying out their
include transmission of the following objectives, shall have due regard for the
information on the flight concerned: requirements of the operators and, if so
required by the operators, shall make
a) appropriate items of the current flight available to them or their designated
plan; and representatives such information as may be
b) the time at which last contact was available to enable them or their designated
made with the aircraft concerned.
April 30, 2008 10 - 6

representatives to carry out their provide it with the navigational

responsibilities guidance necessary to avoid the need
for interception.
10.4.2 When so requested by an operator,
messages received by air traffic services 10.6 COORDINATION OF ACTIVITIES
units and relating to the operation of the POTENTIALLY HAZARDOUS TO CIVIL
aircraft for which operational control service AIRCRAFT
is provided by that operator shall, so far as
practicable, be made available immediately 10.6.1 The arrangements for activities
to the operator or a designated potentially hazardous to civil aircraft shall be
representative in accordance with locally coordinated by the organization conducting
agreed procedures contained in MATS 2. such activities with the AAI CHQ and / or
local air traffic services unit(s) as
10.5 COORDINATION BETWEEN appropriate. The coordination shall be
MILITARY ATHORITIES AND AIR effected early enough to permit timely
TRAFFIC SERVICES promulgation of information regarding the
activities.
10.5.1 Air traffic services units shall
establish and maintain close cooperation 10.6.2 The objective of the coordination
with military authorities responsible for shall be to achieve the best arrangements
activities that may affect flights of civil which will avoid hazards to civil aircraft and
aircraft. minimize interference with the normal
operations of such aircraft.
10.5.2 Coordination of activities potentially
hazardous to civil aircraft shall be effected in 10.6.3 In determining arrangements the
accordance with 10.8 following should be applied:
10.5.3 Arrangements shall be made to a) the locations or areas, times and

permit information relevant to the safe and durations for the activities should be
expeditious conduct of flights of civil aircraft selected to avoid closure or
to be promptly exchanged between air traffic realignment of established ATS routes,
services units and appropriate military units. blocking of the most economic flight
levels, or delays of scheduled aircraft
10.5.3 Air traffic services units shall, either operations, unless no other options
routinely or on request, in accordance with exist;
locally agreed procedures, provide
appropriate military units with pertinent flight b) the size of the airspace designated for
plan and other data concerning flights of civil the conduct of the activities should be
aircraft. kept as small as possible;
10.5.4 Special procedures shall be c) direct communication between the

established in order to ensure that: appropriate air traffic services unit and
the organization or unit conducting the
a) air traffic services units are notified if a activities should be provided for use in
military unit observes that an aircraft the event that civil aircraft
which is, or might be, a civil aircraft is emergencies or other unforeseen
approaching, or has entered, any area circumstances require discontinuation
in which interception might become of the activities.
necessary;
10.6.4 The AAI CHQ and / or local air
b) all possible efforts are made to confirm traffic services unit(s) as appropriate. shall
the identity of the aircraft and to
April 30, 2008 10 - 7

be responsible for initiating the promulgation 10.8 COORDINATION BETWEEN

of information regarding such activities. AERONAUTICAL NFORMATION SERVICE
(AIS) AND AIR TRAFFIC SERVICES (ATS)
10.6.5 Information regarding activities UNITS
potentially hazardous to civil aircraft taking
place on a regular or continuing basis are 10.8.1 To ensure that aeronautical
published in AIP ENR 5. If required, special information services units obtain information
committees should be established to ensure to enable them to provide up to-date pre-
that the requirements of all parties flight information and to meet the need for
concerned are adequately coordinated. in-flight information, arrangements shall be
made locally between aeronautical
10.6.6 Information regarding flexible use information services and ATS units
of airspace along some of the ATS routes responsible for AIS to report to the
reserved for military or other special responsible AIS unit, with a minimum of
activities is published in AIP ENR 3. delay:
Appropriate ATS unit shall affect necessary
coordination with military / other concerned a) information on aerodrome conditions;
authorities permit all airspace users to have b) the operational status of associated
safe access to such reserved airspace. facilities, services and navigation aids
within their area of responsibility;
10.7 COORDINATION BETWEEN c) the occurrence of volcanic activity
METEOROLOGICAL AND ATS observed by air traffic services
AUTHORITIRS personnel or reported by aircraft; and
d) any other information considered to be
10.7.1 To ensure that aircraft receive the of operational significance.
most up-to-date meteorological information
for aircraft operations, air traffic services 10.8.2 Before introducing changes to the air
personnel to report as soon as possible to navigation system, due account shall be
the associated meteorological office: taken by the services responsible for such
changes of the time needed by the
a) meteorological phenomena of aeronautical information service for the
operational significance, if observed by preparation, production and issuance of
them or communicated by aircraft, relevant material for promulgation. To
which have not been included in the ensure timely provision of the information to
aerodrome meteorological report; the aeronautical information service, close
coordination between those services
b) pertinent information concerning pre- concerned is therefore required.
eruption volcanic activity, volcanic
eruptions and information concerning 10.8.3 Of particular importance are changes
volcanic ash cloud. In addition, area to aeronautical information that affect charts
control centres and flight information and/or computer-based navigation systems
centres shall report the information to which qualify to be notified by the
the associated meteorological Aeronautical Information Regulation and
Control (AIRAC) system. The
10.7.2 Close coordination shall be predetermined, internationally agreed
maintained between area control centres, AIRAC effective dates in addition to 14 days
flight information centres and associated postage time shall be observed by the
meteorological watch offices to ensure that responsible air traffic services when
information on volcanic ash included in submitting the raw information/data to
NOTAM and SIGMET messages is aeronautical information services.
consistent.
April 30, 2008 10 - 8

Chapter 11
AIR TRAFFIC SERVICES MESSAGES
11.1 Categories of messages b) coordination messages (FF), including:
11.1.1 General current flight plan messages

estimate messages
The messages listed below are authorized coordination messages
for transmission via the aeronautical fixed acceptance messages
service (including the aeronautical logical acknowledgement messages;
telecommunication network (ATN) and the
aeronautical fixed telecommunication c) supplementary messages (FF), including:
network (AFTN), direct speech circuits or
digital data interchange between ATS units, request flight plan messages
and direct teletypewriter and computer request supplementary flight plan
circuits), or via the aeronautical mobile messages
service, as applicable. They are classified in supplementary flight plan messages;
categories relating to their use by the air
traffic services and providing an d) AIDC (ATS interfacility data
approximate indication of their importance. communication) messages, including:
11.1.2 Emergency messages notification messages

coordination messages
This category comprises: transfer of control messages
application management messages;
a) distress messages and distress traffic,
including alerting messages relating to e) control messages (FF), including:
a distress phase (SS);
clearance messages
b) urgency messages, including alerting flow control messages
messages relating to an alert phase or position report and air-report
to an uncertainty phase (DD); messages.
c) other messages concerning known or 11.1.4 Flight information messages

suspected emergencies which do not
fall under a) or b) above, and radio This category comprises:
communication failure messages (FF
or higher as required). a) messages containing traffic information
(FF);
11.1.3 Movement and control messages b) messages containing meteorological
information (FF or GG);
This category comprises: c) messages concerning the operation of
aeronautical facilities (GG);
a) movement messages (FF), including: d) messages containing essential
aerodrome information (GG);
filed flight plan messages e) messages concerning air traffic
delay messages incident reports (FF).
modification messages
flight plan cancellation messages 11.1.5 When justified by the requirement for
departure messages special handling, messages transmitted via
arrival messages;
April 30, 2008 11 - 1

the AFTN should be assigned the Priority other ATS units concerned, or to specified
Indicator DD in place of the normal Priority positions within such units and to any other
Indicator. addressees of the messages, in accordance
with local arrangements.
11.2 General provisions
11.2.1.1.4 When so requested by the
Note.— The use in this Chapter of expressions operator concerned, emergency and
such as “originated”, “transmitted”, “addressed” movement messages which are to be
or “received” does not necessarily imply that transmitted simultaneously to ATS units
reference is made to a teletypewriter or digital concerned shall also be addressed to:
data interchange for a computer-to-computer
message. Except where specifically indicated,
the messages described in this Chapter may a) one addressee at the destination
also be transmitted by voice, in which case the aerodrome or departure aerodrome,
four terms above represent “initiated”, “spoken and
by”, “spoken to” and “listened to” respectively. b) not more than two operational control
units concerned,
11.2.1 Origination and addressing of
messages such addressees to be specified by the
operator or its designated representative.
11.2.1.1 General
11.2.1.1.5 When so requested by the
Note.— Movement messages in this context operator concerned, movement messages
comprise flight plan messages, departure transmitted progressively between ATS
messages, delay messages, arrival messages, units concerned and relating to aircraft for
cancellation messages and position report which operational control service is provided
messages and modification messages relevant by that operator shall, so far as practicable,
thereto.
be made available immediately to the
operator or its designated representative in
11.2.1.1.1 Messages for ATS purposes shall
accordance with agreed local procedures.
be originated by the appropriate air traffic
services units or by aircraft as specified in
11.2.1.2 Use of the AFTN
Section 11.3, except that, through special
local arrangements, ATS units may delegate
11.2.1.2.1 Air traffic services messages to
the responsibility for originating movement
be transmitted via the AFTN shall contain:
messages to the pilot, the operator, or its
designated representative.
a) information in respect of the priority
with which it is to be transmitted and
11.2.1.1.2 Origination of movement, control
the addressees to whom it is to be
and flight information messages for
delivered, and an indication of the date
purposes other than air traffic services (e.g.
and time at which it is filed with the
operational control) shall, except as
aeronautical fixed station concerned
provided for in section 10.5, chapter 10 of
and of the Originator Indicator (see
this document, be the responsibility of the
11.2.1.2.5);
pilot, the operator, or a designated
representative.
b) the air traffic services data, preceded if
necessary by the supplementary
11.2.1.1.3 Flight plan messages, address information described in
amendment messages related thereto and 11.2.1.2.6, and prepared in
flight plan cancellation messages shall, accordance with Appendix 3 of PANS
except as provided in 11.2.1.1.4, be ATM DOC 4444. These data will be
addressed only to those ATS units which transmitted as the text of the AFTN
are specified in the provisions of 11.4.2. message.
Such messages shall be made available to
April 30, 2008 11 - 2

11.2.1.2.2 Priority Indicator 11.2.1.2.3.3 The following three-letter

designators shall be used when addressing
This shall consist of the appropriate two- ATS messages to ATS units:
letter Priority Indicator for the message as
shown in parentheses for the appropriate Centre in charge of a Flight Information
category of message in Section 11.1. Region):
Note.— The order of priority for the transmission 4 if the message is relevant to an IFR
of messages in the AFTN shall be as follows: flight: ZQZ
Transmission Priority Priority Indicator
4 if the message is relevant to a VFR
1 SS
flight: ZFZ
2 DD FF
3 GG KK
4 Aerodrome Control Tower: ZTZ
11.2.1.2.3 Address
4 Air Traffic Services Reporting Office:
ZPZ
11.2.1.2.3.1 This shall consist of a
Other three-letter designators for ATS units
sequence of Addressee Indicators, one for
shall not be used for that purpose.
each addressee to whom the message is to
be delivered.
11.2.1.2.4 Filing Time
11.2.1.2.3.2 Each Addressee Indicator
The filing time shall consist of a six-digit
shall consist of an eight-letter sequence
date-time group indicating the date and the
comprising, in the following order:
time of filing the message for transmission
with the aeronautical fixed station
a) the ICAO four-letter Location Indicator
concerned.
assigned to the place of destination;
11.2.1.2.5 Originator Indicator
b) i) the ICAO three-letter designator
identifying the aeronautical
The Originator Indicator shall consist of an
authority, service or aircraft
eight-letter sequence, similar to an
operating agency addressed, or
Addressee Indicator (see 11.2.1.2.3.2),
identifying the place of origin and the
ii) in cases where no designator has
organization originating
been assigned, one of the
the message.
following:
11.2.1.2.6 Supplementary information on
4 “YXY” in the case where the
the address and the origin
addressee is a military
service/organization,
The following supplementary information is
required when, in the Indicators of the
4 “ZZZ” in the case where the
Address and/or Origin, the three-letter
addressee is an aircraft in flight,
designators “YXY”, “ZZZ” or “YYY” (see
11.2.1.2.3.2 b) ii)) are used:
4 “YYY” in all other cases;
a) the name of the organization or the
c) i) the letter X, or
identity of the aircraft concerned is to
appear at the beginning of the text;
ii) the one-letter designator identifying
the department or division of the
b) the order of such insertions is to be the
organization addressed.
same as the order of the Addressee
April 30, 2008 11 - 3

Indicators and/or the Originator prescribed in Appendix 6 of PANS ATM

Indicator; DOC 4444, on the basis of regional air
navigation agreement.
c) where there are more than one such
insertion, the last should be followed 11.2.2.2.1 Where AIDC messages are
by the word “STOP”; transmitted via the ATN, the messages shall
utilize the packed encoding rules using
d) where there are one or more insertions abstract syntax notation one (ASN.1).
in respect of Addressee Indicators plus
an insertion in respect of the Originator Note.- Provisions and information on the ANS.1
Indicator, the word “FROM” is to packed encoding rules and AIDC addressing
appear before that relating to the rules are contained in Annex 10, Volume II, Part
Originator Indicator. I and the Manual of Technical Provisions for the
Aeronautical Telecommunication Network (ATN)
Note.— Regarding ATS messages received in (Doc 9705). Guidance material concerning the
teletypewriter page-copy form: operational use of AIDC messages is contained
in Manual of Air Traffic Services Data Link
Applications (Doc 9694).
1) ATS messages received via the AFTN will
have been placed within a communications
“envelope” (preceding and following character 11.2.2.2.2 Where AIDC messages are
sequences which are necessary to ensure transmitted via the AFTN, the format for the
correct transmission via the AFTN). Even the AIDC messages shall, as far as practicable,
text of the AFTN message may be received comply with the appropriate data
with words or groups preceding and following conventions contained in Appendix 3 of
the ATS text. PANS ATM DOC 4444, shall be provided for
on the basis of regional air navigation
2) The ATS message may then be located by agreement.
the simple rule that it is preceded by an Open
Bracket, e.g., ‘(’ and followed by a Close
11.2.2.3 When messages are exchanged
Bracket, e.g., ‘)’.
orally between the relevant ATS units, an
3) In some local cases, the teletypewriter oral acknowledgement shall constitute
machines in use will always print two specific evidence of receipt of the message. No
symbols other than Open Bracket and Close confirmation in written form directly between
Bracket on receipt of ATS messages controllers shall therefore be required. The
constructed as prescribed in Appendix 3 of confirmation of coordination via the
PANS ATM DOC 4444. Such local variants exchange of messages between automated
are easily learned and are of no systems shall be required unless special
consequence. arrangement have been made between the
units concerned.
11.2.2 Preparation and transmission of
messages 11.3 Methods of message exchange
11.2.2.1 Except as provided for in 11.2.2.2, 11.3.1 The lead-time requirements of air
ATS messages shall be prepared and traffic control and flow control procedures
transmitted with standard texts in a standard shall determine the method of message
format and in accordance with standard data exchange to be used for the exchange of
conventions, as and when prescribed in ATS data.
Appendix 3 of PANS ATM DOC 4444.
11.3.1.1 The method of message exchange
11.2.2.2 Where appropriate, the messages shall also be dependent upon the availability
prescribed in Appendix 3 of PANS ATM of adequate communications channels, the
DOC 4444 shall be supplemented with, function to be performed, the types of data
and/or replaced by, AIDC messages
April 30, 2008 11 - 4

to be exchanged and the processing shall contain the identification of the next
facilities at the centres concerned. ATS unit. The receiving unit shall only
accept messages intended for it.
11.3.2 Basic flight plan data necessary for
flow control procedures shall be furnished at 11.3.6 Movement messages
least 60 minutes in advance of the flight.
Basic flight plan data shall be provided by Movement messages shall be addressed
either a filed flight plan or a repetitive flight simultaneously to the first en-route control
plan submitted by mail in the form of a centre, to all other ATS units along the route
repetitive flight plan listing form or other of flight which are unable to obtain or
media suitable for electronic data process current flight plan data, and to air
processing systems. traffic flow management units concerned.
11.3.2.1 Flight plan data submitted in 11.3.7 Coordination and transfer data
advance of flight shall be updated by time,
level and route changes and other essential 11.3.7.1 Progression of a flight between
information as may be necessary. successive control sectors and/or control
centres shall be effected by a coordination
11.3.3 Basic flight plan data necessary for and transfer dialogue comprising the
air traffic control purposes shall be furnished following stages:
to the first en-route control centre at least 30
minutes in advance of the flight, and to each a) notification of the flight in order to
successive centre at least 20 minutes before prepare for coordination as necessary;
the aircraft enters that centre’s area of
jurisdiction, in order for it to prepare for the b) coordination of conditions of transfer of
transfer of control. control by transferring ATC unit;
11.3.4 Except as provided for in 11.3.5, the c) coordination, if necessary, and

second en-route centre and each acceptance of conditions of transfer of
successive centre shall be provided with control by the accepting ATC unit; and
current data, including updated basic flight
plan data, contained in a current flight plan d) the transfer of control to the accepting
message or in an estimate message unit.
supplementing already available updated
basic flight plan data. 11.3.7.2 Except as provided for in 11.3.7.3,
the notification of the flight shall be by a
11.3.5 In areas where automated current flight plan message containing all
systems are utilized for the exchange of relevant ATS data or by an estimate
flight plan data and where these systems message containing the proposed
provide data for several ACCs, approach conditions of transfer. An estimate message
control units and/or aerodrome control shall be used only when updated basic flight
towers, the appropriate messages shall not plan data is already available at the
be addressed to each individual ATS unit, receiving unit, i.e. a filed flight plan message
but only to these automated systems. and associated update message(s) have
already been sent by the transferring unit.
Note.— Further processing and distribution of 11.3.7.3 Where AIDC messages are used,
the data to its associated ATS units is the the notification of the flight shall be via a
internal task of the receiving system. Notification message and/or Coordination
Initial message containing all relevant ATS
11.3.5.1 When AIDC messages are used, data.
the sending unit shall determine the identity
of the receiving ATS unit and all messages
April 30, 2008 11 - 5

11.3.7.4 Except as provided for in 11.3.7.5, appropriate. Since the proposal relates to
the coordination dialogue shall be previously accepted coordination data,
considered to be completed as soon as the further coordination shall normally not be
proposed conditions contained in the current required. However, acceptance of the
flight plan message, or in the estimate proposed transfer conditions shall be
message or in one or more counter- required.
proposals, are accepted by an operational
or logical procedure. 11.3.7.10 In situations where the proposed
transfer conditions are no longer acceptable
11.3.7.5 Where AIDC messages are used, to the accepting unit, further coordination
any coordination dialogue shall be shall be initiated by the accepting unit by
considered to be completed as soon as the proposing alternative acceptable conditions.
Coordinate Initial message or a counter
proposal (Coordinate Negotiate message) 11.3.7.11 Transfer of communication
has been accepted. messages may be used as an alternative to
Transfer of Control messages. If Transfer of
11.3.7.6 Except as provided for in 11.3.7.7, communication messages are used to
unless an operational acknowledgement is instruct a flight to establish communication
received, a Logical Acknowledgement with the receiving unit and the transfer of
message shall be automatically transmitted control will take place at the control area
by the receiving computer in order to ensure boundary, or such other time or place,
the integrity of the coordination dialogue specified in letters of agreement, Transfer of
employing computer-to-computer links. This control messages need not be used.
message shall be transmitted when the
transfer data has been received and 11.3.7.12 If, after receipt of information
processed to the point that, it is considered derived from an ATS surveillance system,
free of syntactic and semantic errors, i.e. the the accepting centre is unable to identify the
message contains valid information. aircraft immediately, additional
communication shall ensue to obtain new
11.3.7.7 Where AIDC messages are used, surveillance information, if appropriate.
an Application Accept message shall be
automatically transmitted by the receiving 11.3.7.9 When control of the transferred
computer in order to ensure the integrity of aircraft has been assumed, the accepting
the coordination dialogue employing unit shall complete the transfer of control
computer-to-computer links. This message dialogue by communicating assumption of
shall be transmitted when the coordination, control to the transferring unit, unless
general information or transfer data has special arrangements have been made
been received, processed and found free of between the units concerned.
errors and, where relevant, is available for
presentation at the control position. 11.3.8 Supplementary data
11.3.7.8 The transfer of control shall be 11.3.8.1 When basic flight plan data or
either explicit or, by agreement between the supplementary flight plan data are required,
two units concerned, implicit, i.e. no request messages shall be addressed to the
communication need be exchanged ATS unit which is most likely to have access
between the transferring and accepting to the required data.
units.
Note.— See 11.4.2.4.2 and 11.4.2.4.3 for ATS
11.3.7.9 When the transfer of control units to which request messages shall be
involves exchange of data, the proposal for addressed.
transfer shall include information derived
from an ATS surveillance system, if
April 30, 2008 11 - 6

1.3.8.2 If the requested information is communication failure, an RCF message

available, a filed or a supplementary flight shall be transmitted to all subsequent ATS
plan message shall be transmitted. units along the route of flight which have
already received basic flight plan data (FPL
11.4 Message types and their or RPL) and to the aerodrome control tower
application at the destination aerodrome, if basic flight
plan data has been previously sent.
11.4.1 Emergency messages
11.4.1.3.2 If the next ATS unit has not yet
11.4.1.1 The various circumstances received basic flight plan data because it
surrounding each known or suspected would receive a current flight plan message
emergency situation preclude the in the coordination procedure, then an RCF
specification of standard message types to message and a current flight plan (CPL)
provide for emergency communications, message shall be transmitted to this ATS
except as described in 11.4.1.2, 11.4.1.3 unit. In turn, this ATS unit shall transmit an
and 11.4.1.4. RCF message and a CPL message to the
next ATS unit.
11.4.1.2 Alerting (ALR) Messages
11.4.1.4 Free Text Emergency Messages
11.4.1.2.1 When an ATS unit considers (AIDC)
that an aircraft is in a state of emergency as
defined in Chapter 9 of this document, an 11.4.1.4.1 Whenever operational information
alerting message shall be transmitted to any needs to be transmitted concerning an
ATS unit that may be concerned with the aircraft known or believed to be in a state of
flight and to the associated rescue emergency and the information cannot
coordination centres, containing such of the formatted to comply with any other AIDC
information specified in Appendix 3, Section message type, a free text emergency
1, of PANS ATM DOC 4444 as is available message shall be sent.
or can be obtained.
11.4.1.4.2 The following are some examples
11.4.1.2.2 When so agreed between the of circumstances which could justify the use
ATS units concerned, a communication of a Free text emergency message:
relating to an emergency phase and
originated by a unit employing automatic a) reports of emergency calls or
data-processing equipment may take the emergency locator transmission
form of a modification message (as in reports;
11.4.2.2.4) or a coordination message (as in
11.4.2.3.4 or 11.4.2.4.4, supplemented by a b) messages concerning unlawful
verbal message giving the additional details interference or bomb warnings;
prescribed for inclusion in an alerting
message. c) messages concerning serious illness
or disturbance among passengers;
11.4.1.3 Radio communication Failure
(RCF) Messages d) sudden alteration in flight profile due
to technical or navigational failure; and
Note.— Provisions governing the action to be e) communication failure.
taken in the event of radio communication failure
are set forth in Chapter 15, Section 15.3 of this 11.4.2 Movement and control messages
document.
11.4.2.1 Messages concerning the
11.4.1.3.1 When an ATS unit is aware that intended or actual movement of aircraft shall
an aircraft in its area is experiencing radio be based on the latest information furnished
April 30, 2008 11 - 7

to ATS units by the pilot, the operator or its be sent to flow management centres
designated representative, or derived from responsible for ATS units along the
ATS surveillance system. route;
11.4.2.2 Movement messages c) when a potential re-clearance in flight

(RIF) request is indicated in the flight
11.4.2.2.1 Movement messages comprise: plan, the FPL message shall be sent
to the additional centres concerned
filed flight plan messages and to the aerodrome control tower of
(11.4.2.2.2) the revised destination aerodrome;
delay messages (11.4.2.2.3)
modification messages (11.4.2.2.4) d) where it has been agreed to use CPL
flight plan cancellation messages messages but where information is
(11.4.2.2.5) required for early planning of traffic
departure messages (11.4.2.2.6) flow, an FPL message shall be
arrival messages (11.4.2.2.7). transmitted to the ACCs concerned;
11.4.2.2.2 Filed Flight Plan (FPL) Messages e) for a flight along routes where flight
information service and alerting
11.4.2.2.2.1 Unless repetitive flight plan service only are provided, an FPL
procedures are being applied or current message shall be addressed to the
flight plan messages are being employed, centre in charge of each FIR or upper
filed flight plan messages shall be FIR along the route and to the
transmitted for all flights for which a flight aerodrome control tower at the
plan has been submitted with the object of destination aerodrome.
being provided with air traffic control service,
flight information service or alerting service 11.4.2.2.2.3 In the case of a flight through
along part or the whole of the route of flight. intermediate stops, where flight plans for
each stage of the flight are filed at the first
11.4.2.2.2.2 A filed flight plan message departure aerodrome, the following
shall be originated and addressed as follows procedure shall be applied:
by the ATS unit serving the departure
aerodrome or, when applicable, by the ATS a) the air traffic services reporting office at
unit receiving a flight plan from an aircraft in the first departure aerodrome shall:
flight:
a) an FPL message shall be sent to the 1) transmit an FPL message for the
ACC or flight information centre first stage of flight in accordance
serving the control area or FIR within with 11.4.2.2.2.2;
which the departure aerodrome is
situated; 2) transmit a separate FPL message
for each subsequent stage of flight,
b) unless basic flight plan data are addressed to the air traffic services
already available as a result of reporting office at the appropriate
arrangements made for repetitive flight subsequent departure aerodrome;
plans, an FPL message shall be sent
to all centres in charge of each FIR or b) the air traffic services reporting office at
upper FIR along the route which are each subsequent departure aerodrome
unable to process current data. In shall take action on receipt of the FPL
addition, an FPL message shall be message as if the flight plan has been
sent to the aerodrome control tower at filed locally.
the destination aerodrome. If so
required, an FPL message shall also
April 30, 2008 11 - 8

11.4.2.2.2.4 When so required by data contained in previously transmitted FPL

agreement between the appropriate ATS or RPL data. The CHG message shall be
authorities to assist in the identification of sent to those recipients of basic flight plan
flights and thereby eliminate or reduce the data which are affected by the change.
need for interceptions in the event of
deviations from assigned track, FPL Note.— See 11.4.2.3.4 concerning notification of
messages for flights along specified routes a change to coordination data contained in a
or portions of routes in close proximity to previously transmitted current flight plan or
FIR boundaries shall also be addressed to estimate message.
the centres in charge of each FIR or upper
FIR adjacent to such routes or portions of 11.4.2.2.5 Flight Plan Cancellation (CNL)
routes. Messages
11.4.2.2.2.5 FPL messages shall normally A flight plan cancellation (CNL) message
be transmitted immediately after the filing of shall be transmitted when a flight, for which
the flight plan. However, if a flight plan is basic flight plan data has been previously
filed more than 24 hours in advance of the distributed, has been cancelled. The ATS
estimated off-block time of the flight to which unit serving the departure aerodrome shall
it refers, that flight plan shall be held in transmit the CNL message to ATS units
abeyance until at most 24 hours before the which have received basic flight plan data.
flight begins so as to avoid the need for the
insertion of a date group into that flight plan. 11.4.2.2.6 Departure (DEP) Messages
In addition, if a flight plan is filed early and
the provisions of 11.4.2.2.2.2 b) or e) or 11.4.2.2.6.1 A DEP message shall be
11.4.2.2.2.3 apply, transmission of the FPL transmitted immediately after the departure
message may be withheld until one hour of an aircraft for which basic flight plan data
before the estimated off-block time, provided have been previously distributed.
that this will permit each ATS unit concerned
to receive the information at least 30 11.4.2.2.6.2 The DEP message shall be
minutes before the time at which the aircraft transmitted by the ATS unit serving the
is estimated to enter its area of departure aerodrome to all recipients of
responsibility. basic flight plan data.
Note.— See 11.4.2.3.4 concerning notification of

11.4.2.2.3 Delay (DLA) Messages
the departure of an aircraft for which a CPL
message has been transmitted.
11.4.2.2.3.1 A DLA message shall be
transmitted when the departure of an 11.4.2.2.7 Arrival (ARR) Messages
aircraft, for which basic flight plan data (FPL
or RPL) has been sent, is delayed by more 11.4.2.2.7.1 When an arrival report is
than 30 minutes after the estimated off-block received by the ATS unit serving the arrival
time contained in the basic flight plan data. aerodrome, this unit shall transmit an ARR
message:
11.4.2.2.3.2 The DLA message shall be
transmitted by the ATS unit serving the a) for a landing at the destination
departure aerodrome to all recipients of aerodrome:
basic flight plan data.
Note.— See 11.4.2.3.4 concerning notification of i) to the ACC or flight information
a delayed departure of an aircraft for which a
centre in whose area the arrival
CPL message has been transmitted.
aerodrome is located, if required by
11.4.2.2.4 Modification (CHG) Messages
that unit; and
A CHG message shall be transmitted when
any change is to be made to basic flight plan
April 30, 2008 11 - 9

ii) to the ATS unit, at the departure Note.— The provisions governing coordination
aerodrome, which originated the are contained in Chapter 10. Phraseology to be
flight plan message, if that message used in voice communication is contained in
included a request for an ARR Chapter 12.
message;
11.4.2.3.1 Coordination messages
b) or a landing at an alternate or other comprise:
aerodrome:
4 current flight plan messages
i) to the ACC or flight information centre (11.4.2.3.2)
in whose area the arrival aerodrome is 4 estimate messages (11.4.2.3.3)
located; and 4 coordination messages
(11.4.2.3.4)
ii) to the aerodrome control tower at the 4 acceptance messages (11.4.2.3.5)
destination aerodrome; and 4 logical acknowledgement
messages (11.4.2.3.6).
iii) to the air traffic services reporting
office at the departure aerodrome; and 11.4.2.3.2 Current Flight Plan (CPL)
Messages
iv) to the ACC or flight information centre
in charge of each FIR or upper FIR 11.4.2.3.2.1 Unless basic flight plan data
through which the aircraft would have have already been distributed (FPL or RPL)
passed according to the flight plan, which will be supplemented by coordination
had it not diverted. data in the estimate message, a CPL
message shall be transmitted by each ACC
11.4.2.2.7.2 When a controlled flight to the next ACC and from the last ACC to
which has experienced failure of two-way the aerodrome control tower at the
communication has landed, the aerodrome destination aerodrome, for each controlled
control tower at the arrival aerodrome shall flight, and for each flight provided with air
transmit an ARR message: traffic advisory service along routes or
portions of routes where it has been
a) for a landing at the destination prescribed in Letter Of Agreement / MATS 2
aerodrome: and where adequate point-to-point
communications exist and that conditions
i) to all air traffic services units are otherwise suitable for forwarding current
concerned with the flight during the flight plan information.
period of the communication failure;
and 11.4.2.3.2.2 When an aircraft traverses a
very limited portion of a control area where,
ii) to all other air traffic services units by agreement between the appropriate ATS
which may have been alerted; authorities concerned, coordination of air
traffic through that portion of the control area
b) for a landing at an aerodrome other has been delegated to and is effected
than the destination aerodrome: to the directly by the two centres whose control
ATS unit serving the destination areas are separated by that portion, CPLs
aerodrome; this unit shall then transmit shall be transmitted directly between such
an ARR message to other ATS units units.
concerned or alerted as in a) above. 11.4.2.3.2.3 A CPL message shall be
transmitted in sufficient time to permit each
11.4.2.3 Coordination Messages ATS unit concerned to receive the
information at least 20 minutes before the
time at which the aircraft is estimated to
April 30, 2008 11 - 10

pass the transfer of control point or be insufficient, in which case an increased

boundary point at which it comes under the lead-time shall be agreed.
control of such unit, unless another period of
time has been prescribed in LOA / MATS 2. 11.4.2.3.4 Coordination (CDN) Messages
This procedure shall apply whether or not
the ATS unit responsible for origination of 11.4.2.3.4.1 A CDN message shall be
the message has assumed control of, or transmitted during the coordination dialogue
established contact with, the aircraft by the by an accepting unit to the transferring unit
time the transmission is to be effected. when the former wishes to propose a
change to coordination data as contained in
11.4.2.3.2.4 When a CPL message is a previously received CPL or EST message.
transmitted to a centre which is not using
automatic data processing equipment, the 11.4.2.3.4.2 If the transferring unit wishes
period of time specified in 11.4.2.3.2.3 may to propose a change to the data contained
be insufficient, in which case an increased in a CDN message received from the
lead-time shall be agreed. accepting unit, a CDN message shall be
transmitted to the accepting unit.
11.4.2.3.2.5 A CPL message shall include
only information concerning the flight from 11.4.2.3.4.3 The dialogue described
the point of entry into the next control area above is repeated until the coordination
or advisory airspace to the destination process is completed by the transmission of
aerodrome. an acceptance (ACP) message by one of
the two units concerned. Normally, however,
11.4.2.3.3 Estimate (EST) Messages when a change is proposed to a CDN
message, direct-speech circuits shall be
11.4.2.3.3.1 When basic flight plan data used to resolve this issue.
for a flight has been provided, an EST
message shall be transmitted by each ACC 11.4.2.3.4.4 After the coordination
or flight information centre to the next ACC dialogue has been completed, if one of the
or flight information centre along the route of two ATS units concerned wishes to propose
flight. or notify any change in basic flight plan data
or conditions of transfer, a CDN message
11.4.2.3.3.2 An EST message shall be shall be transmitted to the other unit. This
transmitted in sufficient time to permit the requires that the coordination dialogue be
ATS unit concerned to receive the repeated.
information at least 20 minutes before the
time at which the aircraft is estimated to 11.4.2.3.4.5 A repeated coordination
pass the transfer of control point or process requires to be completed by the
boundary point at which it comes under the transmission of an ACP message. Normally,
control of such unit, unless another period of in a repeated coordination process, direct-
time has been prescribed in LOA / MATS 2. speech circuits shall be used.
This procedure shall apply whether or not
the ACC or flight information centre 11.4.2.3.5 Acceptance (ACP) message
responsible for origination of the message
has assumed control of, or established 11.4.2.3.5.1 Unless special arrangements
contact with, the aircraft by the time the have been made between the air traffic
transmission is to be effected. control units concerned in accordance with
11.4.2.3.3.3 When an EST message is Chapter 10, 10.4.2.3.110.1.2.2.1, an ACP
transmitted to a centre which is not using message shall be transmitted by an
automatic data processing equipment, the accepting unit to the transferring unit to
period of time specified in 11.4.2.3.3.2 may indicate that data in a CPL or an EST
message is accepted.
April 30, 2008 11 - 11

centre which originated an update message

11.4.2.3.5.2 Either the accepting unit or the for which no corresponding basic flight plan
transferring unit shall transmit an ACP data are available. If no message has been
message to indicate that data received in a received at all, but an aircraft establishes
CDN message is accepted and that the radiotelephony (RTF) communications and
coordination dialogue is completed. requires air traffic services, the RQP
message shall be transmitted to the
11.4.2.3.6 Logical Acknowledgement previous ATS unit along the route of flight.
11.4.2.3.6 Messages(LAM)
11.4.2.4.3 Request supplementary flight
11.4.2.3.6.1 An LAM shall be used only plan (RQS) messages
between ATC computers.
A request supplementary flight plan (RQS)
11.4.2.3.6.2 An ATC computer shall message shall be transmitted when an ATS
transmit an LAM in response to a CPL or unit wishes to obtain supplementary flight
EST or other appropriate message which is plan data. The message shall be transmitted
received and processed up to the point to the air traffic services reporting office at
where the operational content will be the departure aerodrome or in the case of a
received by the appropriate controller. flight plan submitted during flight, to the ATS
unit specified in the flight plan message.
11.4.2.3.6.3 The transferring centre shall
set an appropriate reaction time parameter 11.4.2.4.4 Supplementary flight plan (SPL)
when the CPL or EST message is messages
transmitted. If the LAM is not received within
the parameter time, an operational warning An SPL message shall be transmitted by the
shall be initiated and reversion to telephone air traffic services reporting office at the
and manual mode shall ensue. departure aerodrome to air traffic services
units requesting information additional to
11.4.2.4 Supplementary messages that already transmitted in a CPL or FPL
message. When transmitted by the AFTN,
11.4.2.4.1 Supplementary messages the message shall be assigned the same
comprise: priority indicator as that in the request
message.
request flight plan messages
(11.4.2.4.2) 11.4.2.5 AIDC Messages
request supplementary flight plan
messages (11.4.2.4.3) 11.4.2.5.1 AIDC messages comprise:
supplementary flight plan messages
(11.4.2.4.4). Notify messages (11.4.2.5.3)
Coordinate Initial messages (11.4.2.5.4)
11.4.2.4.2 Request flight plan (RQP) Coordinate Negotiate messages (11.4.2.5.5)
messages Coordinate Accept messages (11.4.2.5.6)
Coordinate Reject messages (11.4.2.5.7)
A request flight plan (RQP) message shall Coordinate Cancel messages (11.4.2.5.8)
be transmitted when an ATS unit wishes to Coordinate Update messages (11.4.2.5.9)
obtain flight plan data. This might occur Coordinate Standby messages (11.4.2.5.10)
upon receipt of a message concerning an Transfer Initiate (11.4.2.5.11)
aircraft for which no corresponding basic Transfer Conditions Proposal (11.4.2.5.12)
flight plan data had been previously Transfer Conditions Accept (11.4.2.5.13)
received. The RQP message shall be Transfer Communication Request
transmitted to the transferring ATS unit (11.4.2.5.14)
which originated an EST message, or to the Transfer Communication (11.4.2.5.15)
April 30, 2008 11 - 12

Transfer Communication Assume the receiving unit to the destination

(11.4.2.5.16) aerodrome.
Transfer Control (11.4.2.5.17)
Transfer Control Assume (11.4.2.5.18) Note 1.— The amount of route information prior
General Point Messages (11.4.2.5.19) to the point of entry into the receiving units’
General Executive Data messages airspace depends on the environment of the
(11.4.2.5.20) flight. Typically, more route information would be
required in a procedural environment.
Free Text Emergency messages (11.4.1.4)
Free Text General messages (11.4.2.5.21) Note 2.— To permit the synchronization of flight
Application Accept messages (11.4.2.5.22) data information with adjacent units, the initial
Application Reject messages (11.4.2.5.23) Notify message may contain all flight plan data
associated with the flight.
11.4.2.5.2 The requirements with regard to
the selection of AIDC messages and the 11.4.2.5.3.3 Prior to the transmission of the
associated procedures should be Coordinate Initial message, amendments to
established on the basis of regional air the contents of a previously transmitted
navigation agreements in order to facilitate Notify message shall be communicated by
the harmonization of ATS in adjacent transmission of another Notify message
airspaces. containing the amended data. Amendments
to the level, route or destination aerodrome
Note.— Whilst the implementation of AIDC may also necessitate a change to the ATS
messages is intended to automate the ATC units to which the new Notify message is
coordination process, and minimise the sent.
requirement for voice coordination, it is not a
complete replacement for voice, especially when
a flight is in close proximity to the boundary with 11.4.2.5.3.4 If the destination of an aircraft is
an adjoining unit. amended prior to the transmission of the
initial Notify message, the Destination
11.4.2.5.3 Notify messages aerodrome in the Notify message shall
contain the amended destination. If the
11.4.2.5.3.1 Notify messages shall be destination is amended after the
transmitted in advance to the ATS unit(s) for transmission of the initial Notify message
which coordination for the flight will be but prior to the transmission of the
required. This could include ATS units that Coordinate Initial message, a new Notify
may be affected by the flights’ trajectory message shall be transmitted containing the
even though the flight may not actually enter original destination in the Destination
these ATS units’ airspace. The initial Notify aerodrome data, and the new destination as
message shall be sent at or prior to an the amended destination. Subsequent AIDC
agreed time or distance before the common messages to the same unit shall only
boundary with the receiving unit. This time contain the amended destination in the
or distance shall normally occur prior to the Destination aerodrome data.
transmission of the initial coordination
message. If an aircraft is departing an 11.4.2.5.3.5 There is no operational
aerodrome close to the common boundary, response to a Notify message.
however, adjacent units may agree that no
Notify message is required and that a 11.4.2.5.4 Coordinate Initial messages
Coordinate Initial message will suffice.
11.4.2.5.4.1 A Coordinate Initial message
11.4.2.5.3.2 All Notify messages shall shall be transmitted by each area control
include Boundary estimate data. Route data, centre to the next area control centre and
when included, shall as a minimum contain from the last area control centre to the
information from a point prior to entry into approach control unit serving the destination
aerodrome (or aerodrome control if such a
April 30, 2008 11 - 13

unit does not exist), for each controlled boundary point with the receiving unit,
flight, and for each flight provided with air unless another period of time has been
traffic advisory service, along routes or prescribed by the appropriate ATS authority.
portions of routes where it has been This requirement shall apply whether or not
determined by the appropriate ATS authority the ATS unit responsible for origination of
that conditions are suitable for forwarding the Coordinate Initial message has assumed
coordination information. This may include control of, or established contact with, the
ATS units that will be affected by the flights aircraft by the time the coordination is to be
trajectory even though the flight may not effected.
actually enter these ATS units’ airspace.
11.4.2.5.4.5 When a Coordinate Initial
11.4.2.5.4.2 The Coordinate Initial message message is transmitted to an ATS unit which
constitutes a proposal for coordination of a is not using automatic data processing
flight in accordance with the information equipment, the period of time specified in
contained in the coordination message and 11.4.2.5.4.4 may be insufficient, in which
any previously received notification case an increased time parameter may be
message(s) (if applicable). All Coordinate agreed upon.
Initial messages shall include Boundary
estimate data. Route data, when included, 11.4.2.5.4.6 The standard responses to a
shall as a minimum contain information from Coordinate Initial message are either a
a point prior to entry into the next unit to the Coordinate Negotiate or a Coordinate
destination aerodrome. Accept message. However, if a Coordinate
Initial message is received proposing non-
Note 1.— The amount of route information prior standard coordination conditions and the
to the point of entry into the receiving ATS units’ Coordinate Negotiate message is not an
airspace depends on the environment of the appropriate response, the Coordinate Reject
flight. Typically, more route information would be message may be used to reject the
required in a procedural environment.
Coordinate Initial message. If this occurs,
Note 2.— To permit the synchronization of flight local procedures shall prescribe the
data information with adjacent units if a Notify requirements to complete the coordination
message has not been previously transmitted, process.
the Coordinate Initial message may contain all
flight plan data associated with the flight. 11.4.2.5.5 Coordinate Negotiate messages
11.4.2.5.4.3 When an aircraft traverses a 11.4.2.5.5.1 A Coordinate Negotiate

very limited portion of a control area where, message shall be transmitted by the
by agreement between the appropriate ATS receiving unit to the transferring unit during
authorities, coordination of air traffic through the initial coordination dialogue when the
that portion of the control area has been receiving unit wishes to propose an
delegated to, and is effected directly amendment to the coordination conditions
between, the two units whose control areas contained in the Coordinate Initial message.
are separated by that portion, Coordinate
Initial messages shall be transmitted directly 11.4.2.5.5.2 Normally, when further
between such units, in addition to the ATS negotiation is required in response to a
unit whose airspace is being traversed. Coordinate Negotiate message received
during the initial coordination dialogue,
11.4.2.5.4.4 A Coordinate Initial message direct speech circuits shall be used to
shall be transmitted in sufficient time to resolve the issue. However, where so
permit each ATS unit concerned to receive agreed between the two units, a Coordinate
the information at least 20 minutes before Negotiate message shall be transmitted in
the time at which the aircraft is estimated to response. This message exchange is
pass the transfer of control point or repeated until the coordination dialogue is
April 30, 2008 11 - 14

completed by the transmission of a destination in the Destination aerodrome

Coordinate Accept message by one of the data. Provided that the amendment is
units. accepted, subsequent AIDC messages to
the same unit shall only refer to the
11.4.2.5.5.3 A Coordinate Negotiate amended destination in the Destination
message shall be transmitted after aerodrome data.
successful completion of coordination by
either the transferring or receiving unit to 11.4.2.5.5.7 All Coordinate Negotiate
propose an amendment to the previously messages shall contain Boundary estimate
agreed coordination conditions. The data. When agreed between the two units, a
Coordinate Negotiate message is sent if the Coordinate Negotiate message shall be sent
amendments are not in accordance with to update other flight plan data such as CNS
letters of agreement between the equipment and Other information. Route
transferring and receiving units, or if data, when included due to a new route
Coordinate Update messages are not in needing to be coordinated, shall as a
use. minimum contain information from a point
prior to entry into the next unit to the point
11.4.2.5.5.4 A Coordinate Negotiate where the new route rejoins the previously
message would not normally be transmitted coordinated route.
after the transition to the Transfer state has
commenced. However, where so agreed 11.4.2.5.5.8 A Coordinate Negotiate
between ATS units, a Coordinate Negotiate message would normally be presented to
message shall be transmitted by the the controller for manual processing.
receiving ATS unit to propose a modification
to the flight details after the transfer of 11.4.2.5.6 Coordinate Accept messages
control of the flight has been completed, but
when the flight is still within proximity of the 11.4.2.5.6.1 A Coordinate Accept message
boundary between the two ATS units. shall be transmitted by the ATS unit
receiving a Coordinate Initial, Coordinate
11.4.2.5.5.5 Normally, when a further Update or Coordinate Negotiate message to
change is required in response to a indicate that the proposed coordination
Coordinate Negotiate message received conditions (or revision thereto) contained in
after the initial coordination has been the received message are accepted.
successfully completed, direct speech
circuits shall be used to resolve the issue. 11.4.2.5.6.2 When a Coordinate Accept
However, where so agreed between ATS message is transmitted in response to a
units, a Coordinate Negotiate message may negotiation dialogue proposing an
be transmitted in response. This message amendment to the destination aerodrome,
exchange is repeated until the negotiation the Coordinate Accept message may
dialogue is completed by the transmission of (optionally) contain the previous destination
either a Coordinate Accept or Coordinate in the Destination aerodrome data.
Reject message by one of the units.
Note.— The use of the previous destination in
11.4.2.5.5.6 If a Coordinate Negotiate the Destination aerodrome data of the
message is used to propose an amendment Coordinate Accept message may be required to
to the destination aerodrome, the ensure the proper association with the
Coordinate Negotiate message proposing the
Coordinate Negotiate message shall contain
amendment of the destination aerodrome.
the original destination in them Destination
aerodrome data, and the new destination as
11.4.2.5.6.3 The Coordinate Accept
the amended destination. The operational
message terminates the coordination or
response to this Coordinate Negotiate
negotiation dialogue. There is no operational
message shall also contain the original
response to a Coordinate Accept message.
April 30, 2008 11 - 15

11.4.2.5.7 Coordinate Reject messages notification or coordination of a flight in the

event that it is delayed indefinitely or the
11.4.2.5.7.1 When agreed between the two route or level is amended such that the flight
units, a Coordinate Reject message may be is no longer expected to enter the airspace
used to reject the coordination conditions of the receiving unit directly from that of the
proposed in a Coordinate Initial message if transferring unit. If the amendments to the
these coordination conditions are not in route or level of the flight are such that it will
accordance with letters of agreement. The now affect another unit the transmission of
Coordinate Reject message may only be an initial Notify message and/or Coordinate
used as a response to a Coordinate Initial Initial message to that unit may be required.
message provided that local procedures
exist to complete the coordination of the 11.4.2.5.8.2 The Coordinate Cancel
flight. message may include information regarding
the reason for the cancellation. This
11.4.2.5.7.2 A Coordinate Reject message information is defined in the Manual of Air
shall be transmitted by the ATS unit Traffic Services Data Link Applications (Doc
receiving a Coordinate Update or 9694).
Coordinate Negotiate message to indicate
that the proposed revision to coordination 11.4.2.5.8.3 There is no operational
conditions contained in the received response to a Coordinate Cancel message.
message are not acceptable, and that no
counter-proposal will be made by the use of 11.4.2.5.9 Coordinate Update messages
a Coordinate Negotiate message.
11.4.2.5.9.1 A Coordinate Update message
11.4.2.5.7.3 When a Coordinate Reject shall be transmitted by the transferring unit
message is transmitted in response to a to the receiving unit to propose an
negotiation dialogue proposing an amendment to the previously agreed
amendment to the destination aerodrome, coordination conditions, provided that the
the Coordinate Reject message may proposed amendment is in accordance with
(optionally) contain the previous destination letters of agreement. If the amendment is
in the Destination aerodrome data. not in accordance with letters of agreement,
a Coordinate Negotiate message shall be
Note.— The use of the previous destination in used instead. A Coordinate Update
the Destination aerodrome data of the message shall not be transmitted before
Coordinate Reject message may be required to coordination has been successfully
ensure the proper association with the completed, or after the transition to the
Coordinate Negotiate message proposing the
transfer state has commenced.
amendment of the destination aerodrome.
11.4.2.5.9.2 If the flight is greater than an
11.4.2.5.7.4 A Coordinate Reject message
agreed time or distance prior to the
terminates the coordination or negotiation
boundary, amendments contained in a
dialogue. If the Coordinate Reject was a
Coordinate Update message are
response to a negotiation dialogue after
automatically processed by the receiving
coordination had been completed, any
unit, and a Coordinate Accept message
previously agreed coordination conditions
transmitted automatically in response. If the
remain valid. There is no operational
flight is within this agreed time or distance
response to a Coordinate Reject message.
prior to the boundary, a Coordinate
Negotiate message shall be used.
11.4.2.5.8 Coordinate Cancel messages
11.4.2.5.9.3 If a Coordinate Update
11.4.2.5.8.1 A Coordinate Cancel message
message is used to propose an amendment
shall be transmitted by the transferring unit
to the destination aerodrome, the
to the receiving unit to abrogate the existing
April 30, 2008 11 - 16

Coordinate Update message shall contain 11.4.2.5.11.2 The Transfer Initiate message
the original destination in the Destination shall be transmitted automatically by the
aerodrome data, and the new destination as transferring unit at or prior to an agreed time
the amended destination. The operational or distance before the common boundary.
response to this Coordinate Update This message, initiating the transfer phase,
message shall also contain the original shall only be sent after coordination has
destination in the Destination aerodrome been successfully completed with the
data. Provided that the amendment is receiving unit.
accepted, subsequent AIDC messages to
the same unit shall only contain the 11.4.2.5.11.3 The Transfer Initiate message
amended destination in the Destination contains all executive data and may
aerodrome data. optionally include any track data relating to
the flight. This information updates the
11.4.2.5.9.4 All Coordinate Update receiving unit with the current control
messages shall contain Boundary estimate environment of the flight e.g. current cleared
data. When agreed between the two units, a flight level and any speed restrictions, rate
Coordinate update message shall be sent to of climb or descent, heading or direct routing
update other flight plan data such as CNS that may have been assigned.
equipment and Other information. Route
data, when included due to a new route 11.4.2.5.11.4 The Transfer Initiate message
needing to be coordinated, shall as a alleviates the requirement for the controller
minimum contain information from a point in the transferring unit to verbally provide
prior to entry into the next unit to the point this information to the controller in the
where the new route rejoins the previously receiving unit whilst also allowing the
coordinated route. automatic update of the flight data held by
the receiving unit.
11.4.2.5.10 Coordinate Standby messages
11.4.2.5.11.5 There is no operational
11.4.2.5.10.1 The Coordinate Standby response to a Transfer Initiate message.
message shall be sent by the unit receiving
a Coordinate Initial or Coordinate Negotiate 11.4.2.5.12 Transfer Conditions Proposal
message to indicate to the sending unit that messages
their proposal has been received and will be
responded to in due course. It could be used 11.4.2.5.12.1 The Transfer Conditions
for example, if the coordination message Proposal message shall be used to
had to be referred for manual processing or manually transfer a flight early, or under
if further coordination had to be conducted conditions that are not in accordance with
with another unit. those specified in the applicable letter of
agreement (e.g. assigned speed greater
11.4.2.5.11 Transfer Initiate messages than that agreed to in the letter of
agreement, aircraft on heading, etc). If a
11.4.2.5.11.1 The transfer of control and Transfer Initiate message had not previously
communication messages that are to be been sent, the Transfer Conditions Proposal
used in a specific ATC environment shall be message initiates the transfer phase, and
agreed between the units concerned and the transmission of the Transfer Initiate
should be agreed on a regional basis. The message is not required.
messages used in a high density continental
environment will be different from those 11.4.2.5.12.2 Subsequent amendments to
required in a low density remote airspace the control environment of the flight are
environment. coordinated by the transmission of another
Transfer Conditions Proposal message
April 30, 2008 11 - 17

containing new executive data to the contact instructions to the relevant aircraft.
receiving unit. Where required, The Transfer
Communication Request message shall
11.4.2.5.12.3 The Transfer Conditions include the radiotelephony frequency(ies) or
Proposal message proposes the transfer of channel(s) as appropriate that the flight is to
communication and control of the flight to be transferred to.
the controller in the accepting unit, together
with updated control environment data. The 11.4.2.5.14.2 There is no operational
message should be referred to the controller response required for the Transfer
in the receiving unit for manual processing. Communication Request message, but
receipt of this message would normally
Note.— The terms of the transfer of control result in a Transfer Communication
contained in the relevant letter of agreement message being transmitted by the
may restrict control of the aircraft until the aircraft transferring unit when the flight was
has reached the transfer of control point. instructed to contact the receiving unit.
11.4.2.5.12.4 The operational response to a 11.4.2.5.15 Transfer Communication
Transfer Conditions Proposal is a Transfer messages
Conditions Accept message.
11.4.2.5.15.1 The Transfer Communication
11.4.2.5.13 Transfer Conditions Accept message shall indicate that the controller in
messages the transferring unit has instructed the flight
to establish communication with the
11.4.2.5.13.1 The Transfer Conditions controller in the accepting unit. On receipt of
Accept message is transmitted by the this message the controller in the receiving
accepting unit to indicate that the controller unit shall ensure that communication is
has agreed to accept the transfer of established shortly thereafter. The Transfer
communication and control of the flight in Communication message may optionally
accordance with the conditions proposed in include any ‘release conditions’ for the
the Transfer Conditions Proposal message. transfer of control. These release conditions
may include climb, descent or turn
11.4.2.5.13.2 Where required, The Transfer restrictions, or a combination thereof. If a
Conditions Accept message shall include Transfer Initiate message has not been
the radiotelephony frequency(ies) or previously sent, the Transfer
channel(s) as appropriate that the flight is to Communication message initiates the
be transferred to. transfer phase.
11.4.2.5.13.3 There is no operational 11.4.2.5.16 Transfer Communication
response to a Transfer Conditions Accept Assume messages
message.
11.4.2.5.16.1 The Transfer Communication
11.4.2.5.14 Transfer Communication Assume message shall be transmitted by
Request messages the accepting unit to indicate that the flight
has established communications with the
11.4.2.5.14.1 The Transfer Communication appropriate controller and completes the
Request message shall be transmitted by transfer.
the controller in the accepting unit to request
the transfer of communication of a flight. 11.4.2.5.17 Transfer Control messages
The message shall be used when the
controller in the accepting unit requires 11.4.2.5.17.1 The Transfer Control message
communication with the flight forthwith and is a proposal for the transfer of control of a
indicates that the controller in the flight to the accepting unit. This message
transferring unit should transmit appropriate
April 30, 2008 11 - 18

shall be transmitted either automatically by Executive Data message is sent by the

the transferring unit at or prior to an agreed transferring unit, it may include information
time or distance before the common such as the current cleared (intermediate)
boundary or manually by the controller in the flight level and, if applicable, speed
transferring unit. This message, initiating the restrictions, climb/descent restrictions and
transfer phase, shall only be transmitted the heading (or direct routing) assigned to
after coordination has been successfully the flight. If the General Executive Data
completed with the receiving unit. message is sent by the receiving unit it
includes the radiotelephony frequency or
11.4.2.5.17.2 The operational response to a channel as appropriate to which the flight is
Transfer Control message is a Transfer to be transferred.
Control Assume message.
11.4.2.5.20.2 There is no operational
11.4.2.5.18 Transfer Control Assume response required for the General Executive
messages Data message.
11.4.2.5.18.1 The Transfer Control Assume 11.4.2.5.21 Free Text General messages
message shall indicate that the controller in
the accepting unit has accepted control Note.— See 11.4.1.4 for details on Free Text
responsibility for the flight. The receipt of Emergency messages.
this message completes the transfer of
control process. 11.4.2.5.21.1 The Free Text General
message shall only be used to transmit
11.4.2.5.19 General point messages operational information for which any other
message type is not appropriate, and for
11.4.2.5.19.1 The General Point message plain language statements. Normally free
shall be transmitted to draw the attention of text information would be presented directly
the controller receiving the message to a to the controller responsible – or expecting
flight to support voice coordination. The to be responsible – for the flight. When the
General Point message shall include details message does not refer to a specific flight, a
of a flight that may have been previously facility designation shall be used to allow for
unknown to the receiving unit, to permit it to the information to be presented to the
be displayed if required. This may include, appropriate ATS position.
for example, a flight that had planned to
operate in airspace under the control of one 11.4.2.5.22 Application Accept messages
ATS unit requesting climb or diversion into
airspace controlled by another ATS unit 11.4.2.5.22.1 Except for another Application
which has no details of the flight. management message, or a message within
which an error has been detected, the
11.4.2.5.20 General Executive Data Application Accept message shall be sent
messages by an ATS unit receiving an AIDC message
that has been processed, found free of
11.4.2.5.20.1 The General Executive Data errors and, is available for presentation to a
message shall be sent after the transition to control position.
the transfer state has commenced, and prior
to the Transfer Control Assume or Transfer 11.4.2.5.23 Application Reject messages
Communication Assume messages, either
by the transferring unit to the receiving unit 11.4.2.5.23.1 The Application Reject
or from the receiving unit to the transferring message shall be sent by an ATS unit
unit to inform the unit receiving the message receiving an AIDC message within which an
of any modification to data relating to the error has been detected. The Application
control environment of a flight. If the General Reject message shall include a code that
April 30, 2008 11 - 19

enables identification of the nature of the 11.4.2.6.2.2 Instructions included in

error. Regional air navigation agreement clearances relating to levels shall consist of:
shall be the basis for specifying the codes
that are available to be implemented. a) cruising level(s) or, for cruise climb, a
range of levels, and, if necessary, the
Note.— Information concerning the available point to which the clearance is valid
ATN application reject codes can be found in the with regard to the level(s);
Manual of Technical Provisions for the
Aeronautical Telecommunication Network (ATN) b) levels at which specified significant
(Doc 9705) Volume III paragraph 3.2.7.1.1.
points are to be crossed, when
necessary;
11.4.2.5.23.2 When Application Reject
c) the place or time for starting climb or
messages are not in use, local procedures
descent, when necessary;
shall ensure that the appropriate controller is
alerted within a specified time parameter
d) the rate of climb or descent, when
where no Application Accept has been
necessary;
received in response to a transmitted AIDC
message.
e) detailed instructions concerning
departure or approach levels, when
11.4.2.6 Control messages
necessary.
11.4.2.6.1 Control messages comprise:
11.4.2.6.2.3 It is the responsibility of the
aeronautical station or aircraft operator who
clearance messages (11.4.2.6.2)
has received the clearance to transmit it to
flow control messages (11.4.2.6.4)
the aircraft at the specified or expected
position report and air-report
delivery time, and to notify the air traffic
messages (11.4.2.6.5).
control unit promptly if it is not delivered
within a specified period of time.
11.4.2.6.2 Clearance messages
11.4.2.6.2.4 Personnel receiving
11.4.2.6.2.1 Clearances shall contain the
clearances for transmission to aircraft shall
following in the order listed:
transmit such clearances in the exact
phraseology in which they are received. In
a) aircraft identification;
those cases where the personnel
transmitting the clearances to the aircraft do
b) clearance limit;
not form part of the air traffic services, it is
essential that appropriate arrangements be
c) route of flight;
made to meet this requirement.
d) level(s) of flight for the entire route or part
11.4.2.6.2.5 Level restrictions issued by
thereof and changes of levels if required;
ATC in air-ground communications shall be
repeated in conjunction with subsequent
e) any necessary instructions or information
level clearance in order to remain in effect,
on other matters such as SSR transponder
operation, approach or departure
11.4.2.6.3 Position report and air-report
manoeuvres, communications and the time
messages
of expiry of the clearance.
Note.— The time of expiry of the clearance The format and data conventions to be used
indicates the time after which the clearance will in position report and air-report messages
be automatically cancelled if the flight has not are those specified on the model
been started. AIREP/AIREP SPECIAL form at Appendix
1of PANS ATM DOC 44444, using:
April 30, 2008 11 - 20

e) cruising level of aircraft concerned and

for position-report messages: Section 1; ETA for the significant point nearest to
where the aircraft will cross levels.
for air-report messages: Section 1
followed by Sections 2 and/or 3 as 11.4.3.1.3 Messages containing essential
relevant. local traffic information
11.4.3 Flight information messages Whenever such messages are transmitted

they shall contain the following text:
11.4.3.1 Messages containing traffic
information a) identification of the aircraft to which
the information is transmitted;
11.4.3.1.1 Messages containing traffic
information to aircraft operating outside b) the words TRAFFIC IS or
controlled airspace ADDITIONAL TRAFFIC IS, if
necessary;
11.4.3.1.1.1 Due to the factors influencing
the nature of the flight information services, c) description of the essential local traffic
and particularly the question of provision of in terms that will facilitate recognition
information on possible collision hazards to of it by the pilot, e.g. type, speed
aircraft operating outside controlled category and/or colour of aircraft, type
airspace, it is not possible to specify of vehicle, number of persons, etc.;
standard texts for these messages.
d) position of the essential local traffic
11.4.3.1.1.2 Where such messages are relative to the aircraft concerned, and
transmitted they shall, however, contain direction of movement.
sufficient data on the direction of flight and
the estimated time, level and point at which 11.4.3.2 Messages containing
the aircraft involved in the possible collision meteorological information
hazard will pass, overtake or approach each
other. This information shall be given in 11.4.3.2.1 Information to a pilot changing
such a way that the pilot of each aircraft from IFR flight to VFR flight where it is likely
concerned is able to appreciate clearly the that flight in VMC cannot be maintained
nature of the hazard. shall be given in the following manner:
11.4.3.1.2 Messages containing essential “INSTRUMENT METEOROLOGICAL

traffic information to IFR flights within CONDITIONS REPORTED (or forecast) IN
controlled airspace THE VICINITY OF (location)”.
Whenever such messages are transmitted 11.4.3.2.2 Meteorological information

they shall contain the following text: concerning the meteorological conditions at
aerodromes, to be transmitted to aircraft by
a) identification of the aircraft to which the ATS unit concerned, shall be extracted
the information is transmitted; by the ATS unit concerned from the
following meteorological messages,
b) the words TRAFFIC IS or provided by the appropriate meteorological
ADDITIONAL TRAFFIC IS; office, supplemented for arriving and
c) direction of flight of aircraft concerned; departing aircraft, as appropriate, by
information from displays relating to
d) type of aircraft concerned; meteorological sensors (in particular, those
related to the surface wind and runway
visual range) located in the ATS units:
April 30, 2008 11 - 21

affected by the operating status of the

a) local meteorological routine and operating facility concerned. They shall
special reports; contain appropriate data on the service
status of the facility in question, and, if the
b) METAR/SPECI, for dissemination to facility is out of operation, an indication
other aerodromes beyond the when the normal operating status will be
aerodrome of origin (mainly intended restored.
for flight planning, VOLMET
broadcasts and D-VOLMET). 11.4.3.4 Messages containing information
on aerodrome conditions
11.4.3.2.3 The meteorological information
referred to in 11.4.3.2.2 shall be extracted, 11.4.3.4.1 Whenever information is provided
as appropriate, from meteorological reports on aerodrome conditions, this shall be done
providing information on the following in a clear and concise manner so as to
elements. facilitate appreciation by the pilot of the
situation described. It shall be issued
a) Mean surface wind direction and speed whenever deemed necessary by the
and significant variations there from; controller on duty in the interest of safety, or
when requested by an aircraft. If the
Note: - Information on surface wind direction information is provided on the initiative of
provided in ATS units by the associated the controller, it shall be transmitted to each
meteorological office is referenced to degrees aircraft concerned in sufficient time to
true North. Information on surface wind direction enable the pilot to make proper use of the
obtained from the ATS surface wind indicator
information.
and passed to pilots by ATS units is given in
degrees magnetic.
11.4.3.4.2 Information that water is present
b) visibility, including significant directional on a runway shall be transmitted to each
variations; aircraft concerned, on the initiative of the
controller, using the following terms:
c) runway visual range( RVR );
The surface shows a change of
d) present weather; DAMP colour due to moisture.
e) amount and height of base of low cloud; The surface is soaked but there
WET is no standing water.
f) air temperature and dew-point
temperature; WATER Patches of standing water are
PATCHES visible.
g) altimeter setting(s); and Extensive standing water is
FLOODED visible.
h) supplementary information.
Note:- Provisions relating to meteorological 11.4.3.5 Messages concerning air traffic

information to be provided in accordance with incident reports
11.4.3.2.3 are contained in Annex 3.
When an aircraft involved in an incident has
11.4.3.3 Messages concerning the
a destination outside the area of
operation of aeronautical facilities
responsibility of the ATS unit where the
Messages concerning the operation of
incident occurred, the ATS unit at the
aeronautical facilities shall be transmitted to
destination aerodrome should be notified
aircraft from whose flight plan it is apparent
and requested to obtain the pilot’s report.
that the operation of the flight may be
April 30, 2008 11 - 22

The following information should be included

in the message:
a) type of incident (AIRPROX, procedure

or facility);
b) identification of the aircraft concerned;
c) time and position at time of incident;
d) brief details of incident.
April 30, 2008 11 - 23

________________________________________________________________________________
Chapter 12
PHRASEOLOGY
12.1 INTRODUCTION e) Maintain the speaking volume at a

constant level.
Radiotelephony {RTF} provides the means
by which pilots and ground personnel
f) A slight pause before and after
communicate with each other. Used
numbers will assist in making them
properly the information and instructions
easier to understand.
transmitted are of vital importance in
assisting in the safe and expeditious
g) Avoid using hesitation sounds such as
operation of aircraft. On the other hand, the
“er”.
use of non-standard procedures and
phraseology can cause misunderstanding.
h) Depress the transmit switch fully
Incidents and accidents have occurred in
before speaking and do not release it
which a contributing factor has been the
until the message is completed. This
misunderstanding caused by the use of poor
will ensure that the entire message is
phraseology. The importance of using
transmitted.
correct and precise standard phraseology
can not, therefore, be over-emphasized.
12.2.2 Be aware that the mother tongue of
the person receiving the message may not
12.2 TRANSMITTING TECHNIQUE
be English. Therefore, speak clearly and
use standard RTF words and phrases
12.2.1 The following transmitting techniques
wherever possible.
will assist in ensuring that transmitted
speech is clearly and satisfactorily received:
12.2.3 One of the most irritating and
potentially dangerous situations in
a) Before transmitting listen out on the
radiotelephony is a “stuck” microphone
frequency to be used to ensure that
button. Operators should always ensure that
there will be no interference with a
the button is released after a transmission
transmission from another station.
and the microphone placed in a appropriate
place that will ensure that it will not
b) Be familiar with good microphone
inadvertently be switched on.
operating techniques.
12.3 FAMILIARITY WITH RADIO
c) Use a normal conversational tone,
TELEPHONY PROCEDURES
speak clearly and distinctly.
The communication procedures shall be in
d) Maintain an even rate of speech not
accordance with Volume II of Annex 10, and
exceeding 100 words per minute.
pilots, ATS personnel and other ground
When it is known that elements of the
personnel shall be thoroughly familiar with
message will be written down by the
the radiotelephony procedures.
recipient, speak at a slightly slower
rate.
April 30, 2008 12 - 1

________________________________________________________________________________
12.4 ICAO PHONETICS: P Papa PAH PAH

Q Quebec KEH BECK
12.4.1 Pronunciation of numbers: R Romeo ROW ME OH
S Sierra SEE AIR RAH
Numeral or Pronunciation T Tango TANG GO
numeral element U Uniform YOU NEE FORM
0 ZE-RO or OO NEE FORM
WUN V Victor VIK TAH
1 W Whiskey WISS KEY
2 TOO X X-ray ECKS RAY
Y Yankee YANG KEY
3 TREE Z Zulu ZOO LOO
4 FOW-er
12.5 TRANSMISSIONS OF NUMBERS IN
5 FIFE RADIOTELEPHONY:
6 SIX 12.5.1 All numbers except as prescribed in

SEV-en 12.5.2, shall be transmitted by pronouncing
7 each digit separately. The following
AIT examples illustrate the application of the
8
procedure:
9 NIN-er
T
Decimal DAY-SEE-MAL aircraft call transmitted as
signs
Hundred HUN-dred
TOU-SAND AIC238 Air India two three eight
Thousand
JAI242 Jet Airways two four two
12.4.2 Pronunciation of Spelling

flight levels transmitted as
Alphabets
FL 180 flight level one eight zero
Letter Word Pronunciation
A Alfa AL FAH FL 200 flight level two zero zero
B Bravo BRAH VOH
C Charlie CHAR LEE or
SHAR LEE headings transmitted as
D Delta DELL TAH
100 degrees heading one zero zero
E Echo ECK OH
F Foxtrot FOKS TROT 080 degrees heading zero eight zero
G Golf GOLF
H Hotel HO TELL
I India IN DEE AH wind direction transmitted as
J Juliett JEW LEE ETT and speed
K Kilo KEY LOH
200 degrees 70 wind two zero zero
L Lima LEE MAH
knots degrees seven zero knots
M Maik MIKE
N November NO VEM BER 160 degrees 18 wind one six zero degrees
O Oscar OSS CAH knots gusting 30 one eight knots gusting
knots three zero knots
April 30, 2008 12 - 2

________________________________________________________________________________
transponder transmitted as range

codes
600 RVR six hundred
2400 squawk two four zero
zero 1700 RVR one thousand seven
hundred
4203 squawk four two zero
three
12.6 STANDARD WORDS AND PHRASES
altimeter transmitted as
setting The following words and phrases shall be
used in radiotelephony communications as
1010 QNH one zero one zero appropriate and shall have the meaning
given below:
1000 QNH one zero zero zero
WORD/ PHRASE MEANING
12.5.2 All numbers used in the Let me know that you have
transmissions of altitude, cloud height, ACKNOWLEDGE received and understood this
visibility and runway visual range (RVR) message
information, which contain whole hundreds
AFFIRM Yes.
and whole thousands, shall be transmitted
by pronouncing each digit in the number of APPROVED Permission for proposed action
hundreds or thousands followed by the word granted.
HUNDRED or THOUSAND as appropriate. BREAK I hereby indicate the separation
Combinations of thousands and whole between portions of the message.
hundreds shall be transmitted by {TO be used where there is no
pronouncing each digit in the number of clear distinction between the text
thousands followed by the word and other portion of the
THOUSAND followed by the number of message.}
hundreds followed by the word HUNDRED. I hereby indicate the separation
The following examples illustrate the between messages transmitted to
application of the procedure: BREAK BREAK
different aircraft in a very busy
environment.
altitude transmitted as
CANCEL Annul the previously transmitted
800 eight hundred clearance.
CHECK Examine a system or procedure.
3400 three thousand four hundred {No answer is normally expected.}
CLEARED Authorized to proceed under the
12,000 one two thousand
conditions specified.
cloud height transmitted as CONFIRM I request verification of
(clearances , instruction, action,
2200 two thousand two hundred information)
CONTACT Establish communication with ….
4300 four thousand three hundred
CORRECT True or Accurate
visibility transmitted as CORRECTION An error has been made in the
transmission (or message
1000 visibility one thousand
indicated). The correct version
700 visibility seven hundred is…
DISREGARD Ignore
runway visual transmitted as
April 30, 2008 12 - 3

________________________________________________________________________________
GO AHEAD Proceed with your message SAY AGAIN “Repeat all, or the following part,
Note: Not used whenever the of your last transmission”
possibility exists of misconstruing SPEAK SLOWER “Reduce your rate of speech”
“GO AHEAD” as authorization for STANDBY “Wait and I will call you”
an aircraft to proceed. Note: The caller would normally
HOW DO YOU READ What is the readability of my re-establish contact if delay is
transmission? lengthy. STANDBY is not an
MAINTAIN Continue in accordance with the approval or denial.
condition(s) specified or in its UNABLE “I can not comply with your
literal sense, e.g. MAINTAIN VFR request, instruction, or clearance”
MONITOR Listen out on (frequency) Note: UNABLE is normally
NEGATIVE “NO” or “Permission not granted” followed by a reason
or “That is not correct” or “Not WILCO (Abbreviation for “will comply“) “I
capable” understand your message and
OVER “My transmission is ended and I will comply with it.”
expect a response from you” WORDS TWICE a) As a request:
Note: Not normally used in VHF “Communication is difficult.
communication Please send every word, or
OUT “This exchange of transmission is group of words twice.”
ended and no response is
expected” b) As information: “Since
Note: Not normally used in VHF communication is difficult,
communication every word, or group of
READ BACK “Repeat all, or the specified part, words, in this message will
of this message back to me be sent twice.”
exactly as received”
RECLEARED “A change has been made to your
last clearance and this new 12.7 CALL SIGNS
clearance supersedes your
previous clearance or part 12.7.1 Call signs for aeronautical stations
thereof”
12.7.1.1 Aeronautical stations are
REPORT “Pass me following information”
identified by the name of the location
REQUEST “I should like to know…” or “I wish followed by a suffix. The suffix indicates the
to obtain….” type of unit or service provided.
Note: Under no circumstances to
be used in reply to a question Unit or service Call sign suffix
requiring “READ BACK” or a Area control center CONTROL
direct answer in the affirmative
Radar [in general] RADAR
(AFFIRM) or negative
(NEGATIVE) Approach Control APPROACH
ROGER “I have received all of your last Approach control radar APPROACH RADAR
transmission.”
Area Control Radar CONTROL RADAR
Note: Under no circumstances to
be used in reply to a question Aerodrome control TOWER
requiring “READBACK” or a direct Surface movement control GROUND
answer in the affirmative
Flight information service INFORMATION
(AFFIRM) or negative
(NEGATIVE). Apron control / APRON
April 30, 2008 12 - 4

________________________________________________________________________________
management service 12.8 ESTABLISHMENT AND CONDITION

Clearance Delivery DELIVERY OF COMMUNICATIONS:-
Company dispatch DISPATCH
12.8.1 When establishing communications,
Aeronautical Station RADIO an aircraft should use the full call sign of
both the aircraft and the ground station.
12.7.1.2 When satisfactory communication
has been established, and provided that it 12.8.2 When a ground station wishes to
will not be confusing, the name of the broadcast information to all aircraft likely to
location or the call sign suffix may be receive it, the message should be prefaced
omitted. by the call “All Stations”.
12.7.2 Aircraft call signs 12.8.3 No reply is expected to such general

calls unless individual stations are
12.7.2.1 An aircraft radiotelephony call subsequently called upon to acknowledge
sign shall be one of the following types: receipt.
Type Example 12.8.4 If there is doubt that a message has

a) Character corresponding to the VTEJP or been correctly received, a repetition of the
registration marking of the CESSNA message shall be requested either in full or
aircraft VTEJP
in part.
b) The telephony designator of
12.8.5 If there is doubt that a message has
the aircraft operating agency, INDAIR
been correctly received, a repetition of the
followed by the last four TEPJ message shall be requested either in full or
characters of the registration in part.
marking of the aircraft
c) The telephony designator of the PHRASE MEANING
aircraft operating agency, INDAIR
Say again Repeat entire
followed by the flight 809
message
identification Say again … [item] Repeat specific item
Say again all before …. Repeat part of
12.7.2.2 After satisfactory communication (the first word message
has been established, and provided that no satisfactorily received)
confusion is likely to occur, aircraft call signs Say again all after …. Repeat part of
may be abbreviated as follows: (the last word message
satisfactorily received)
Type Example Say again all between Repeat part of
…. And …. message
a) The first character of the
registration and at least the last VJP or 12.8.6 When a station is called but is
two characters of the call sign CESSNA VJP uncertain of the identification of the calling
b) The telephony designator of station, the calling station should be
the aircraft operating agency, INDAIR PJ requested to repeat its call sign until
followed by at least the last two identification is established.
characters of the call sign
c) The telephony designator of the No 12.8.7 When an error is made in a
aircraft operating agency, abbreviated transmission, the word “CORRECTION” shall
followed by the flight form be spoken, the last correct group or phase
identification repeated and then the correct version
transmitted.
April 30, 2008 12 - 5

________________________________________________________________________________
12.8.8 If a correction can best be made by transmitted by voice. Following items shall
repeating the entire message, the operator always be read-back:
shall use the phrase “CORRECTION I SAY a) ATC route clearance;
AGAIN” before transmitting the message a
second time. b) Clearances and instructions to enter,
land on, take off on, hold short of,
12.8.9 When it is considered that reception cross taxi and back track on any
is likely to be difficult, important elements of runway; and
the message should be spoken twice.
c) Runway-in-use, altimeter settings,
12.9 ISSUE OF CLEARANCE AND READ- SSR codes, level instructions, heading
BACK REQUIREMENTS: and speed instructions and, whether
issued by the controller or contained in
12.9.1 Controller should pass a ATIS broadcasts, transition levels e.g.
clearance slowly and clearly since the pilot Air Traffic services: (aircraft call sign)
needs to write it down and wasteful “SQUAWK THREE FOUR TWO FIVE”.
repetition will thus be avoided. Whenever Aircraft reply: “SQUAWK THREE FOUR
possible a route clearance should be TWO FIVE, (aircraft call sign)”.
passed to an aircraft before start up. In any
case controllers should avoid passing 12.9.5 The controller shall listen to the read-
clearance to a pilot engaged in complicated back to ascertain that the clearances has
manoeuvres and on no occasion should a been correctly acknowledged by the flight
clearance be passed when pilot is engaged crew and shall take immediate action to
in line up or take-off manoeuvres. correct any discrepancies revealed by the
read-back.
12.9.2 An ATC route clearance is not an
instruction to takeoff or enter an active 12.10 TAKE-OFF PROCEDURES:
runway. The words “TAKE OFF” are used
only when an aircraft is cleared for takeoff, 12.10.1 At busy aerodromes with separate
or when canceling a take-off clearance. At GROUND & TOWER functions aircraft are
times the word “DEPARTURE” or usually transferred to TOWER at or
“AIRBORNE” is used. approaching the holding position. Since
misunderstandings in the granting and
12.9.3 Read back requirements have been acknowledgement of take-off clearances
introduced in the interests of flight safety. can result in serious consequences,
The stringency of the read back requirement meticulous care should be taken to ensure
is directly related to the possible that the phraseology employed during the
seriousness of a misunderstanding in the taxi maneuvers can not be interpreted as a
transmission and receipt of ATC clearances take-off clearance.
and instructions. Strict adherence to read
back procedures ensures not only that the 12.10.2 To reduce the potential for
clearance has been received correctly but misunderstanding, the take-off clearance
also that the clearance was transmitted as shall include the designator of the departure
intended. It also serves as a check that the runway when more than one runway is in
right aircraft, and only that aircraft, will take use.
action on the clearance.
12.10.3 Except for reasons of safety no
12.9.4 The flight crew shall read back to the transmission shall be directed during take-
air traffic controller safety-related parts of off.
the clearances and instructions which are
April 30, 2008 12 - 6

________________________________________________________________________________
12.10.4 For traffic reasons it may be without call signs. They are intended to be
necessary for the aircraft to take-off exhaustive, and when circumstances differ,
immediately after lining up. pilots, ATS personnel and other ground
personnel will be expected to use
12.10.5 In poor visibility, the controller may appropriate subsidiary phraseologies which
request the pilot to report when airborne. should be as clear and concise as possible
and designed to avoid possible confusion by
12.10.6 When a pilot abandons the take- those persons using a language other than
off manoeuvre, he should as soon as one of their national languages.
practicable, inform the control tower that he
is doing so and assistance or taxi 12.14 GROUPING OF PHRASEOLOGIES
instructions should be requested, as
required. The phraseologies are grouped according to
types of air traffic service for convenience of
12.11 FINAL APPROACH AND LANDING reference. However, users shall be familiar
with, and use as necessary, phraseologies
12.11.1 Except for reasons of safety no from groups other than those referring
transmission shall be directed during the last specifically to the type of air traffic service
part of the final approach or during the being provided. All phraseologies shall be
landing roll. used in conjunction with call signs (aircraft,
ground vehicle, ATC or other) as
12.11.2 If and when turn on to final is appropriate. In order that the phraseologies
made at a greater distance, “LONG FINAL” listed should be readily discernible in section
report is made. If the aircraft is making a 12.15, call signs have been omitted. The
straight-in-approach, a “LONG FINAL” phraseologies with * denote pilot
report is made at about 8 NM from touch transmission.
down. If no landing clearance is received at
that time, a “FINAL” report is made at 4NM 12.14.1 Section 12.15 includes phrases for
from touchdown. use by pilots. ATS personnel and other
ground personnel. Phraseologies for the
12.11.3 “FINAL” report is made when an movement of vehicles, other than tow-
aircraft turns onto final within 4NM from tractors, on the manoeuvring area are not
touchdown. listed separately as the phraseology
associated with the movement of aircraft is
12.11.4 A pilot may request to fly past the applicable, with the exception of taxi
control tower or other observation point for instructions, in which case the word
the purpose of visual inspection from the “PROCEED” shall be substituted for the word
ground. “TAXI” when communicating with vehicles.
12.12 AFTER LANDING 12.14.2 Conditional phrases , such as “

behind landing aircraft “ or “ after departing
Unless absolutely necessary, controllers aircraft “ , shall not be used for movements
should not direct taxi instructions to pilots affecting the active runway ( s ), except
until the landing roll is completed. Unless when aircraft or vehicles concerned are
otherwise advised pilots should remain on seen by the appropriate controller and pilot.
tower frequency until the runway is vacated. The aircraft or vehicle causing the condition
in the clearance issued shall be the first
12.13 GENERAL aircraft/ vehicle to pass in front of the other
aircraft concerned. In all such cases a
Most phraseologies contained in section conditional clearance shall be given in the
12.18 show the text of a complete message following order and consist of:
April 30, 2008 12 - 7

________________________________________________________________________________
a) Identification;
b) The condition;
c) The clearance; and
d) Brief reiteration of the condition,
For example:
“REPORT THE B747 ON SHORT FINAL IN SIGHT”
“AIC102 BEHIND B747 ON SHORT FINAL, LINE UP

BEHIND”
Note:- This implies the need for the aircraft

receiving the conditional clearance to identify the
aircraft or vehicle causing the conditional
clearance.
12.14.3 If the level of an aircraft is reported

in relation to standard pressure 1013.2 hPa,
the words” FLIGHT LEVEL” should precede
the level figures. If the level of the aircraft is
reported in relation to QNH/ QFE, the figure
should be followed by the word “FEET” as
appropriate.
12.14.4 During operations in or vertical

transit through reduced vertical separation
minimum (RVSM) airspace with aircraft not
approved for RVSM operations, pilots shall
report non-approved status in accordance
with 12.15.1.11 as follows:
a) at initial call on any channel within

RVSM airspace;
b) in all request for level changes; and
c) in all read-backs of level clearances
12.14.5 Air traffic controllers shall explicitly

acknowledge receipt of messages from
aircraft reporting RVSM non- approved
status.
Note:- When communications between air

traffic control units are conducted, the
English language shall be used for such
communications.
April 30, 2008 12 - 8

________________________________________________________________________________
12.15 ATC PHRASEOLOGIES
CIRCUMSTANCES PHRASEOLOGIES
12.15.1 GENERAL
12.15.1.1 Description of levels a) FLIGHT LEVEL (number); or
(subsequently referred to as “(level)”) b) (number) FEET
12.15.1.2 Level changes, reports and rates a) CLIMB (or DESCEND);
followed as necessary by;
i) TO (level)
…instruction that a climb (or descent) to a ii) TO AND MAINTAIN BLOCK (level) TO (level)
level within the vertical range defined is to
commence
iii) TO REACH (level) AT (or BY) (time or significant point);
iv) REPORT LEAVING (or REACHING, or PASSING) (level)
v) AT (number) FEET PER MINUTE [OR GREATER (OR
LESS)];
b) MAINTAIN AT LEAST (number) FEET ABOVE (or BELOW )
(aircraft call sign)
c) REQUEST LEVEL (or FLIGHT LEVEL or ALTITUDE CHANGE
FROM (name of unit) [AT (time or significant point)].
d) STOP CLIMB (or DESCENT) AT (level);
e) CONTINUE CLIMB ( OR DESCENT) TO (level)
f) EXPEDITE CLIMB (or DESCENT)[UNTIL PASSING (level)]
g) WHEN READY CLIMB (or DESCEND) TO (level)
h) EXPECT CLIMB (or DESCENT) AT (time or
Significant point)
*i) REQUEST DESCENT AT (time)
…to require action at a specific time or place j) IMMEDIATELY;
k) AFTER PASSING (significant point)

l) AT (time or significant point)
..to require action when convenient m) WHEN READY (instruction);
…to require an aircraft to climb or descend n) MAINTAIN OWN SEPARATION AND VMC [FROM (level)] [TO
maintaining own separation and VMC (level)]
o) MAINTAIN OWN SEPARATIN AND VMC ABOVE (or BELOW,
or TO) (level)
…when there is doubt that an aircraft can p) IF UNABLE (alternative instructions) AND ADVISE;
comply with a clearance or instruction
…when pilot is unable to comply with a clearance or *q) UNABLE;
instruction
April 30, 2008 12 - 9

________________________________________________________________________________
…after a flight crew starts to deviate from any *r) TCAS RA;
ATC clearance or an instruction to comply
with an ACAS resolution advisory (RA) (Pilot s) ROGER
and controller interchange)
…after the response to an ACAS RA is *t) CLEAR OF CONFLICT RETURNING TO (assigned clearance);
completed and the assigned ATC clearance
u) ROGER (or alternative instructions)
or instruction has been resumed (Pilot and
controller interchange)
…after the response to an ACAS RA and the *v) CLEAR OF CONFLICT (assigned clearance) RESUMED;
assigned ATC clearance or instruction has
been resumed (Pilot and controller w) ROGER (or alternative instructions);
interchange)
…after an ATC clearance or instruction *x) UNABLE, TCAS RA;

contradictory to the ACAS RA is received,
the flight crew will follow the RA and inform y) ROGER
ATC directly (Pilot and controller interchange)
…clearance to cancel level restriction(s) of the bb) CLIMB TO (level) [LEVEL RESTRICTION(S) (SID
vertical profile of a SID during climb designator) CANCELLED (or) LEVEL
RESTRICTION(S) (SID designator) AT (point)
CANCELLED.]
…clearance to cancel level restriction(s) of the cc) DESCEND TO (level) [LEVEL RESTRICTION(S)
vertical profile of a STAR during descent (STAR designator) CANCELLED (or) LEVEL
RESTRICTION(S) (STAR designator) AT (point)
CANCELLED.]
12.15.1.3 Transfer of Control and/or frequency a) CONTACT (unit call sign) (frequency) [NOW];
change b) AT (or OVER) (time or place) [or WHEN
PASSING/LEAVING/REACHING] (level) CONTACT (unit call
sign) (frequency);
c) IF NO CONTACT (instructions);
d) STAND BY FOR (unit call sign) (frequency) ;
Note : - An aircraft may be requested
*e) REQUEST CHANGE TO (frequency);
To “STAND BY” on a frequency when it
Is intended that the ATS unit will initiate f) FREQUENCY CHANGE APPROVED;
communications soon and to “MONITOR” g) MONITOR (unit call sign) (frequency);
a frequency when information is being *h) MONITORING (frequency);
broadcast thereon.
i) WHEN READY CONTACT (unit call sign) (frequency);
j) REMAIN THIS FREQUENCY.
12.15.1.4 Change of call sign
… to instruct an aircraft to change its type of call sign a) CHANGE YOUR CALL SIGN TO (new call sign) [UNTIL FURTHER
ADVISED];
…to advise an aircraft to revert to the call sign b) REVERT TO FLIGHT PLAN CALL SIGN (call sign) [AT (significant
indicated in the flight plan point)].
April 30, 2008 12 - 10

________________________________________________________________________________
12.15.1.5 Traffic information a) TRAFFIC (information);

… to pass traffic information b) NO REPORTED TRAFFIC
… to acknowledge traffic information *c) LOOKING OUT;
*d) TRAFFIC IN SIGHT;
*e) NEGATIVE CONTACT [reasons];[
f) ADDITONAL] TRAFFIC (direction) BOUND
(type of aircraft) (level) ESTIMATED (or OVER) (significant point)
AT (time)
g) TRAFFIC IS (classification) UNMANNED FREE BALLOONS(S)
WAS [or ESTIMATED] OVER (place) AT (time) REPORTED
(level(s)) [or LEVEL UNKNOWN] MOVING (direction) (other
pertinent information, if any).
12.15.1.6 Meteorological conditions a) [SURFACE] WIND (number) DEGREES (speed) (units);

b) WIND AT (level) (number) DEGREES (number) KNOTS;
Note :- Wind is always expressed by giving the mean direction and speed and any
significant variations thereof.
c) VISIBILITY (distance) (units) [direction];
d) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)]
(distance) (units);
e) RUNWAY VISUAL RANGE (or RVR) RUNWAY (number) NOT
AVAILABLE (or NOT REPORTED);
f) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first
… for multiple RVR observations
position) (distance) (units),(second position) (distance) (units),
(third position) (distance) (units);
Note 1 :- Multiple RVR observations are always representative of the touchdown
zone, midpoint zone and the roll-out/stop end zone respectively.
Note 2 :- Where reports for three locations are given, the indication of these
locations may be omitted, provided that the reports are passed in the order of
touchdown zone, followed by the mid point zone and ending with the roll-out/stop
end zone report
… in the event that RVR information on any one h) RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first
position is not available position) (distance) (units),(second position) NOT AVAILABLE,
this information will be included in the
(third position) (distance) (units);
appropriate sequence.
i) PRESENT WEATHER (details);
j) CLOUD (amount,[(type)] and height of base) (unit) (or SKY
CLEAR)
k) CAVOK;
Note :- CAVOK pronounced CAV-O-KAY.
l) TEMPERATURE [MINUS] (number) (and/or DEW-POINT
[MINUS] (number));
m) QNH (number) [(units)];
n) QFE (number) [units)];
April 30, 2008 12 - 11

________________________________________________________________________________
o) (aircraft type) REPORTED (description) ICING (or

TURBULENCE) [IN CLOUD] (area) (time)
p) REPORT FLIGHT CONDITIONS.
12.15.1.7 Position reporting a) NEXT REPORT AT (significant point)
… to omit position reports until a specific position b) OMIT POSITION REPORTS [UNITL (specify)];
c) RESUME POSITION REPORTING.
12.15.1.8 Additional reports a) REPORT PASSING (significant point)

… to request a report at a specified place or distance b) REPORT (distance) MILES (GNSS or DME) FROM (name of DME
station) (or significant point);
….to report at a specified place or distance *c) (distance) MILES (GNSS or DME) FROM (name of DME station)
(or significant point)
…to request a report of present position d) REPORT PASSING (three digits) RADIAL (name of VOR) VOR;
e) REPORT (GNSS or DME) DISTANCE FROM (significant point)
or (name of DME station);
… to report present position * f) (distance) MILES (GNSS or DME) FROM (name of DME station)
(or significant point)
12.15.1.9 Aerodrome information a) [(location)] RUNWAY SURFACE CONDITION RUNWAY

(number) (condition);
b) [(location)] RUNWAY SURFACE CONDITION RUNWAY
(number) NOT CURRENT;
c) LANDING SURFACE (condition);
d) CAUTION CONSTRUCTION WORK (location);
e) CAUTION (specify reasons) RIGHT (or LEFT), (or BOTH SIDES)
OF RUNWAY [number];
f) CAUTION WORK IN PROGRESS (or OBSTRUCTION) (position
and any necessary advice);
g) RUNWAY REPORT AT (observation time) RUNWAY (number)
(type of precipitant) UP TO (depth of deposit) MILLIMETRES.
BRAKING ACTION GOOD (or MEDIUM TO GOOD, or MEDIUM,
or MEDIUM TO POOR, or POOR or UNREALIABLE) [and/or
BRAKING COEFFICIENT (equipment and number);
h) BRAKING ACTION REPORTED BY (aircraft type) AT (time)
GOOD (or MEDIUM or POOR);
i) BRAKING ACTION [(location)] (measuring equipment used),
RUNWAY (number), TEMPERATURE [MINUS] (number), WAS
(reading ) AT (time);
j) RUNWAY (or TAXIWAY) (number) WET [or DAMP, WATER
April 30, 2008 12 - 12

________________________________________________________________________________
PATCHES, FLOODED (depth), or SNOW REMOVED (length and

width as applicable), or TREATED, or COVERED WITH
PATCHES OF DRY SNOW (or WET SNOW, or COMPACTED
SNOW, or SLUSH, or FROZEN SLUSH, or ICE, or ICE
UNDERNEATH, or ICE AND SNOW, or SNOWDRIFTS, or
FROZEN RUTS AND RIDGES];
k) TOWER OBSERVES (weather information);
l) PILOT REPORTS (weather information).
12.15.1.10 Operational status of visual and a) (specify visual or non-visual aid) RUNWAY (number) (description
non- visual aids. of deficiency);
b) (type) LIGHTING (unserviceability);
c) ILS CATEGORY (category) (serviceability state);
d) TAXIWAY LIGHTING (description of deficiency);
e) (type of visual approach slope indicator) RUNWAY (number)
(description of deficiency);
12.15.1.11 Reduced Vertical Separation Minimum
(RVSM) operations.
…. to ascertain RVSM approval status of an aircraft a) CONFIRM RVSM APPROVED ;
……to report RVSM approved status * b) AFFIRM RVSM ;
…….to report RVSM non-approved status *c) NEGATIVE RVSM [(supplementary information, e.g. State Aircraft)];
followed by supplementary information
Note: See 12.14.4 and 12.14.5 for
procedures relating to operations in RVSM
airspace by aircraft with non approved status.
…..to deny ATC clearance in to RVSM airspace c) UNABLE ISSUE CLEARANCE INTO RVSM
AIRSPACE,MAINTAIN [or DESCEND TO , or CLIMB TO] (level);
…..to report when severe turbulence affects the *e) UNABLE RVSM DUE TURBULENCE;
capability of an aircraft to maintain height-keeping
requirements for RVSM
…..to report that the equipment of an aircraft has *f) UNABLE RVSM DUE EQUIPMENT;
degraded below minimum aviation system
performance standard s
….to request an aircraft to provide information as g) REPORT WHEN ABLE TO RESUME RVSM;
soon as RVSM-approved status has been
regained or the pilot is ready to resume RVSM
operations.
April 30, 2008 12 - 13

________________________________________________________________________________
…..to request confirmation that an aircraft has h) CONFIRM ABLE TO RESUME RVSM
regained RVSM approved status or a pilot is ready
to resume RVSM operations.
…… to report ability to resume RVSM-operations *i) READY TO RESUME RVSM

after an equipment or weather related contingency
12.15.1.12 Degradation of aircraft navigation * UNABLE RNP ( specify type ) ( or RNAV ) [DUE TO ( reason)]
performance
12.15.2 AREA CONTROL SERVICES

12.15.2.1 issuance of a clearance a) (name of unit) CLEARS (aircraft call sign);
b) (aircraft call sign) CLEARED TO;
c) RECLEARED (amended clearance details)[REST OF
CLEARANCE UNCHANGED];
d) RECLEARED (amended route portion) TO (significant point of
original route) [REST OF CLEARANCE UNCHANGED];
e) ENTER CONTROLLED AIRSPACE (or CONTROL ZONE)
[VIA (significant point or route)] AT (level) [AT (time)];
f) LEAVE CONTROLLED AIRSPACE (or CONTROL
ZONE)[VIA (significant point or route)] AT (level) (or
CLIMBING, or DESCENDING);
g) JOIN (specify) AT (significant point) AT (level) [AT (time)].
12.15.2.2 Indication of route and clearance limit a) FROM (location) TO (location)
b) TO (location)
Followed as necessary by:
I) DIRECT
II) VIA (route and/or significant points);
III) VIA FLIGHT PLANNED ROUTE;
IV) VIA (distance DME ARC (direction) OF (name of
DME station)
c) (route) NOT AVAILABLE DUE (reason) ALTERNATIVE(S) IS
/ ARE (route) ADVISE.
12.15.2.3 Maintenance of specified levels a) MAINTAIN (level) [TO (significant point)];

b) MAINTAIN (level) UNTIL PASSING (significant point);
c) MAINTAIN (level) UNTIL (minutes) AFTER PASSING
(significant point);
d) MAINTAIN (level) UNTIL (time);
e) MAINTAIN (level) UNTIL ADVISED BY (name of unit);
f) MAINTAIN (level) UNTIL FURTHER ADVISED;
g) MAINTAIN (level) WHILE IN CONTROLLED AIRSPACE;
April 30, 2008 12 - 14

________________________________________________________________________________
h) MAINTAIN BLOCK (level) TO (level)

Note :- The term “MAINTAIN” is not to be used in lieu of “DESCEND” or
“CLIMB” when instructing an aircraft to change level.
12.15.2.4 Specification of cruising levels a) CROSS (significant point) AT (or ABOVE, or BELOW) (level);
b) CROSS (significant point) AT (time) OR LATER (or BEFORE)
AT (level);
c) CRUISE CLIMB BETWEEN (levels) (or ABOVE (levels);
d) CROSS (distance) MILES, (GNSS or DME) [(direction)] OF
(name of DME station) (or distance) [(direction)] OF
(significant point) AT (or ABOVE, or BELOW) (level).
12.15.2.5 Emergency descent

*a) EMERGENCY DESCENT (intentions);
b) ATTENTION ALL AIRCRAFT IN THE VICINITY OF (or AT)

(significant point or location) EMERGENCY DESCENT IN
PROGRESS FROM (level) (followed as necessary by specific
instructions, clearance, traffic information etc.
12.15.2.6 If clearance cannot be issued immediately EXPECT CLEARANCE (or type of clearance) AT (time).
upon request
12.15.2.7 When clearance for deviation cannot be UNABLE, TRAFFIC (direction) BOUND (type of aircraft) (level)
issued. ESTIMATED (or OVER) (significant point) AT (time) CALL SIGN
(call sign) ADVISE INTENTIONS
12.15.2.8 Separation instructions a) CROSS (significant point) AT (time)[OR LATER (or OR

BEFORE)]
b) ADVISE IF ABLE TO CROSS (significant point) AT (time or

level);
c) MAINTAIN MACH (number) [OR GREATER (or OR LESS)]

[UNTIL (significant point)]
d) DO NOT EXCEED MACH (number)
12.15.2.9 Instructions associated with flying a track a) ADVISE IF ABLE TO PROCEED PARALLEL OFF SET
(off set), parallel to the cleared route.
b) PROCEED OFF SET (distance) RIGHT/LEFT OF (route)
(track) [CENTRAL LINE] [AT (significant point or time][UNTIL
(significant point of time)] [UNTIL (significant point or time)]
c) CANCEL OFFSET (instruction to rejoin cleared flight route or

other information)
April 30, 2008 12 - 15

________________________________________________________________________________
12.15.3 APPROACH CONTROL SERVICES

12.15.3.1 Departure instructions a) [AFTER DEPARUTE] TURN RIGHT (or LEFT) HEADING (three
digits) (or CONTINUE RUNWAY HEADING) (or TRACK
EXTENDED CENTRE LINE) TO(level or signification point)(other
instructions as required)
b) AFTER REACHING (or PASSING) (level or significant point)
(instruction)
c) TURN RIGHT (or LEFT) HEADING (three digits) TO (level) [TO
INTERCEPT (track, route, airway etc)]
d) (standard departure name and number) DEPARTURE
e) TRACK (three digits) DEGREES [MAGNETIC (or TRUE)] TO (or
FROM) (significant point) UNTIL (time, or REACHING (fix or
significant point or level)) [BEFORE PROCEEDING ON COURSE];
f) CLEARED VIA (designation).
12.15.3.2 Approach instructions a) CLEARED (or PROCEED) VIA (designation)

b) CLEARED TO (clearance limit) VIA (designation);
c) CLEARED VIA (or PROCEED VIA)(details of route to be followed);
d) CLEARED (type of approach) APPROACH [RUNWAY (number)];
e) CLEARED (type of app) RUNWAY (number) FOLLOWED BY
CIRCLING TO RUNWAY (number);
f) CLEARED APPROACH RUNWAY (NUMBER)];
g) COMMENCE APPROACH AT (time);
h*) REQUEST STRAIGHT-IN ((type of approach) APPROCH [RUNWAY
(number)] ;
i) CLEARED STRAIGHT-IN [(type of approach)] APPROCH
[RUNWAY (number)];
j) REPORT VISUAL;
k) REPORT RUNWAY [LIGHTS] IN SIGHT;
… when a pilot requests a visual approach l*) REQUEST VISUAL APPROCH;
m) CLEARED VISUAL APPROACH RUNWAY (number);
… to request if a pilot is able to accept visual n) ADVISE ABLE TO ACCEPT VISUAL APPROACH RUNWAY
approach (number);
….in case of successive visual approaches when the o) CLEARED VISUAL APPROACH RUNWAY (number), MAINTAIN
pilot of a succeeding aircraft has reported having the OWN SEPARATION FROM PRECEDING (aircraft type and wake
preceding aircraft in sight turbulence category as appropriate) [CAUTION WAKE
TURBULANCE]
p) REPORT (significant point); [OUTBOUND, or INBOUND];
April 30, 2008 12 - 16

________________________________________________________________________________
q) REPORT COMMENCING PROCEDURE TURN

*r) REQUEST VMC DESCENT;
s) MAINTAIN OWN SEPARATION;
t) MAINTAIN VMC;
u) ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE;
*v) REQUEST (type of approach) APPROACH [RUNWAY (number)];
*w) REQUEST (RNAV plain language designator);
x) CLEARED (RNAV plain language designator).
12.15.3.3 Holding clearance

… visual a) HOLD VISUAL [OVER] (position), (or BETWEEN two prominent
landmarks));
… published holding procedure over a facility b) CLEARED (or PROCEED) TO (significant point, name of facility or
or fix fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD
[direction] AS PUBLISHED EXPECT APPRAOCH CLEARANCE (or
FURTHER CLEARANCE) AT (time) (additional instructions if
necessary);
*c) REQUEST HOLDING INSTRUCTIONS;

… when detailed holding clearance is required d) CLEARED (or PROCEED) TO (significant point, name of facility or
fix)[MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD
[direction] INBOUND TRACK (three digits) DEGREES RIGHT (or
LEFT) HAND PATTERN OUTBOUND TIME (number) MINUTE(0r
MINUTES ) EXPECT APPROACH CLEARANCE) (or FURTHER
CLEARANCE) AT (time) (additional instructions if necessary);
e) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT

(distance) DME FIX [MAINTAIN(or CLIMB or DESCEND TO)
(level)] HOLD [directions] INBOUND TRACK (three digits)
DEGREES RIGHT (or LEFT) HAND PATTERN OUTBOUND
TIME(number) MINUTES (0r MINUTES) EXPECT APPROACH
CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional
instructions if necessary)
f) CLEARED TO THE (three digits) RADIAL OF THE (name) VOR AT

(distance) DME FIX [MAINTAIN (or CLIMB or DESCEND TO)
(level)]HOLD BETWEEN (distance) AND (distance) DME
INBOUND TRACK (three digits) DEGREES RIGHT (or LEFT)
HAND PATTERN EXPECT APPROACH CLEARANCE (or
FURTHER CLEARANCE)) AT (time)
( additional instructions if necessary)
12.15.3.4 Expected approach time a) NO DELAY EXPECTED;
b) EXPECTED APPROACH TIME (time);
c) REVISED EXPECTED APPRAOCH TIME (time);
d) DELAY NOT DETERMINED (reasons).
April 30, 2008 12 - 17

________________________________________________________________________________
12.15.4 PHRASEOLOGIES FOR USE ON AND IN THE VICINITY OF THE AERODROME

12.15.4.1 Identification of aircraft SHOW LANDING LIGHTS
12.15.4.2 Acknowledgement by visual means a) ACKNOWLEDGE BY MOVING AILERONS (or RUDDER);

b) ACKNOWLEDGE BY ROCKING WINGS;
c) ACKNOWLEDGE BY FLASHING LANDING LIGHTS.
12.15.4.3 Starting procedures
… to request permission to start engines *a) [aircraft location]REQUEST START UP;
*b) [aircraft location]REQUEST START UP, INFORMATION (ATIS
identification);
… ATC replies c) START UP APPROVED;
d) START UP AT (time);
e) EXPECT START UP AT (TIME)
f) START UP AT OWN DISCRETION;
g) EXPECT DEPARTURE (time) START UP AT OWN DISCRETION.
12.15.4.4 Push-back procedures
Note: - When local procedures so prescribe,
authorization for pushback should be obtained from
the control tower.
… aircraft/ATC *a) [aircraft location] REQUEST PUSHBACK;
b) PUSHBACK APPROVED;
c) STAND BY;
d) PUSHBACK AT OWN DISCRETION;
e) EXPECT (number) MINUTES DELAY DUE (reason);
12.15.4.5 Towing procedure *a) REQUEST TOW [company name] (aircraft type) FROM (location)
TO (location);
… ATC response b) TOW APPROVED VIA (specified routing to be followed);
c) HOLD POSITION;
d) STAND BY
12.15.4.6 To request time check and/or *a) REQUEST TIME CHECK;

aerodrome data for departure b) TIME (time);
… when no ATIS broadcast is available *c) REQUEST DEPARTURE INFORMATION;
d) RUNWAY (NUMBER), WIND (direction and speed), (units) QNH (or
QFE) (number) [(units)] TEMPERATURE (MINUS) (number),
[VISIBILITY (distance) (units) (OR RUNWAY VISUAL RANGE (or
RVR) distance)(units)] [TIME (time)];
Note:- If multiple visibility and RVR observations are available, those that represent
the roll out/stop end zone should be used for take off.
April 30, 2008 12 - 18

________________________________________________________________________________
12.15.4.7 Taxi procedures

… for departure *a) (aircraft type][wake turbulence category if “heavy”] [aircraft
location] REQUEST TAXI (intentions];
*b) [aircraft type][wake turbulence category if “heavy] [aircraft
location](flight rules) TO (aerodrome of destination)
REQUEST TAXI [intentions];
c) TAXI TO HOLDING POINT [number] [RUNWAY (number)]
HOLD SHORT OF RUNWAY(number)(or CROSS RUNWAY(
number ) [TIME (time)];
where detailed taxi instructions are required *d) (aircraft type][wake turbulence category if “heavy”] REQUEST
DETAILED TAXI INSTRUCTIONS;
e) TAXI TO HOLDING POINT [number] (RUNWAY (number)] VIA
(specific route to be followed) TIME (time)] [HOLD SHORT
OF RUNWAY (number) (or CROSS RUNWAY (number))];
…where aerodrome information is not available f) TAXI TO HOLDING POINT [number] (followed by aerodrome
from an alternative source such as ATIS information as applicable) [TIME (time)];
h) TAKE (or TURN) FIRST (or SECOND) LEFT (or RIGHT);
h) TAXI VIA (identification of taxiway);
i) TAXI VIA RUNWAY (number);
j) TAXI TO TERMINAL (or other location, e.g. GENERAL
AVIATION AREA) [STAND (number)];
…for helicopter operations k*) REQUEST AIR-TAXIING FROM (or VIA) TO (location or
routing as appropriate);
l) AIR-TAXI TO (or VIA) (location or routing as appropriate)
CAUTION (dust, blowing snow, loose debris, taxiing light
aircraft, personnel, etc.)];
m) AIR TAXI VIA (director, as requested, or specified route) TO
(location, heliport, operating or movement area, active or
inactive runway). AVOID (aircraft or vehicles or personnel);
...after landing *n) REQUEST BACKTRACK;
o) BACKTRACK APPROVED;
p) BACKTRACK RUNWAY (number);
… general *q) [aircraft location] REQUEST TAXI TO (destination on
aerodrome);
r) TAXI STRAIGHT AHEAD;
s) TAXI WITH CAUTION;
t) GIVE WAY TO (description and position of other aircraft);
*u) GIVING WAY TO (traffic);
*v) TRAFFIC (or type of aircraft) IN SIGHT;
w) TAXI INTO HOLDING BAY;
x) FOLLOW (description of other aircraft or vehicle);
y) VACATE RUNWAY
*z) RUNWAY VACATED;
April 30, 2008 12 - 19

________________________________________________________________________________
aa) EXPEDITE TAXI (reason);

*bb) EXPEDITING;
cc) [CAUTION] TAXI SLOWER (reason);
*dd) SLOWING DOWN.
12.15.4.8 Holding a) #HOLD (direction) OF (position, runway number, etc.);

b) #HOLD POSITION;
c) #HOLD (distance) FROM (position);
d) #HOLD SHORT OF (position);
*e) HOLDING;
*f) HOLDING SHORT.
# Require specific acknowledgement
12.15.4.9 To cross a runway *a) REQUEST CROSS RUNWAY (number)

Note: - If the control tower is unable to see the crossing aircraft (e.g. night, low
visibility, etc.), the instruction should always be accompanied by a request to report
when the aircraft has vacated and is clear of the runway.
b) CROSS RUNWAY (number) [REPORT VACATED];
c) EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type)
(distance) MILES FINAL;
d) TAXI TO HOLDING POINT [number] RUNWAY (number)] VIA
(specific route to be followed), [HOLD SHORT OF RUNWAY
(number)] or [CROSS RUNWAY (number)].
Note: The pilot will, when requested, report
“RUNWAY VACATED” when the entire aircraft *e) RUNWAY VACATED
is beyond the relevant runway-holding position.
12.15.4.10 Preparation for take off a) UNABLE TO ISSUE (designator) DEPARTURE (reasons);
b) REPORT WHEN READY [FOR DEPARTURE];
c) ARE YOU READY [FOR DEPARTURE]?;
d) ARE YOUR READY FOR IMMEDIATE DEPARTURE?;
*e) READY;
…if unable to issue take-off clearance f) WAIT [reason];
…clearance to enter runway and await take- off g) LINE UP [AND WAIT];
clearance
#h) LINE UP RUNWAY (number);
i) LINE UP. BE READY FOR IMMEDIATE DEPARTURE;
…conditional clearance j) (condition) LINE UP (brief reiteration);
…acknowledgement of a conditional clearance *k) (condition) LINING UP (brief reiteration of the condition);
…confirmation or otherwise of the read-back l) [THAT IS] CORRECT (or I SAY AGAIN… (as appropriate).
of conditional clearance
April 30, 2008 12 - 20

________________________________________________________________________________
12.15.4.11 Take-off clearance a) RUNWAY (number) CLEARED FOR TAKE-OFF [REPORT

AIRBORNE];
….when reduced runway separation is used b) (traffic information) RUNWAY (number) CLEARED FOR TAKE-OFF;
…when take-off clearance has not been c) TAKE OFF IMMEDIATELY OR VACATE RUNWAY[(instructions)];
complied with
d) TAKE OFF IMMEDIATELY OR HOLD SHORT OF RUNWAY;
…to cancel a take-off clearance e) HOLD POSITION, CANCEL TAKE OFF I SAY AGAIN CANCEL
TAKE-OFF (reasons);
*f) HOLDING;
… to stop a take-off after an aircraft has g) STOP IMMEDIATELY [(repeat aircraft call sign) STOP
commenced take-off roll IMMEDIATELY];
*h) STOPPING;
… for helicopter operations i) CLEARED FOR TAKE-OFF [FROM LOCATION] (present position,
taxiway, final approach and take-off area, runway and number);
*j) REQUEST DEPARTURE INSTRUCTIONS;

k) AFTER DEPARTURE TURN RIGHT (or LEFT or CLIMB)
(instructions as appropriate).
12.15.4.12 Turn or climb instructions after *a) REQUEST RIGHT (or LEFT) TURN;
take-off b) RIGHT (or LEFT TURN APPROVED;
c) WILL ADVISE LATER FOR RIGHT (or LEFT TURN;
… to request airborne time d) REPORT AIRBORNE;
e) AIRBORNE (time)
f) AFTER PASSING (level) (instructions);
… heading to be followed g) CONTINUE RUNWAY HEADING (instructions);
… when a specific track is to be followed h) TRACK EXTENDED CENTRELINE (instructions)
i) CLIMB STRAIGHT AHEAD (instructions).
12.15.4.13 Entering an aerodrome traffic circuit *a) [aircraft type](position) (level) FOR LANDING;
b) JOIN (direction of circuit) (direction of circuit) (runway

number)[SURFACE] WIND (direction and speed) (units)
[TEMPERATURE [MINUS] (number)] QNH (or QFE) (number)
[(units)] [TRAFFIC(detail)]:
c) MAKE STRAIGHT-IN APPROCH, RUNWAY (number) [SURFACE]

WIND (direction and speed) (units)[TEMPERATURE[MINUS]
(number) QNH (or QFE)(number) (units)][TRAFFIC (detail)];
… when right hand traffic circuit in use d) JOIN RIGHT HAND (position in circuit) (runway number) [SURFACE]
WIND (direction and speed) (units) [TEMPERATURE [MINUS]
(number) QNH (or QFE) (number) (units)] [TRAFFIC (detail)];
April 30, 2008 12 - 21

________________________________________________________________________________
… when ATIS information is available *e) (aircraft type), (position) (level) INFORMATION (ATIS identification)
FOR LANDING;
f) JOIN (position in circuit) [RUNWAY (number)] QNH (or QFE)

(number) (units)] [TRAFFIC (detail)].
12.15.4.14 In the circuit *a) (position in circuit, e.g. DOWNWIND / FINAL);

b) NUMBER … FOLLOW (aircraft type and position) [additional
instructions if required].
12.18.4.15 Approach instructions a) MAKE SHORT APPROACH.
b) MAKE LONG APPROCH (or EXTEND DOWNWIND);
c) REPORT BASE (or FINAL, or LONG FINAL);
d) CONTINUE APPROCH [PREPARE FOR POSSIBLE GO
AROUND].
12.15.4.16 Landing Clearance a) RUNWAY (number) CLEARED TO LAND;
….when reduced runway separation is used b) (traffic information) RUNWAY (number) CLEARED TO LAND;
… special operations c) CLEARED TOUCH AND GO;
d) MAKE FULL STOP;
…to make an approach along or parallel *e) REQUEST LOW APPROACH (reasons);
to a runway, descending to an agreed
f) CLEARED LOW APPROACH [RUNWAY (number)][(altitude
minimum level
restriction if required) (go around instructions)];
… to fly past the control tower or other observation *g) REQUEST LOW PASS (reasons);
point for the purpose of visual inspection h) CLEARED LOW PASS [RUNWAY (number)][(altitude restriction if
by persons on the ground. required) (go around instructions)];
… for helicopter operations i*) REQUEST STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or
RIGHT) TURN TO (location));
j) MAKE STRAIGHT-IN (or CIRCLING APPROACH, LEFT (or RIGHT)

TURN TO (location, runway, taxiway, final approach and take-off
area) [ARRIVAL (or ARRIVAL ROUTE) (number, name, or code)].
[HOLD SHORT OF (active runway, extended runway centre line,
other)]. [REMAIN (direction or distance) FROM (runway, runway
center line, other helicopter or aircraft)]. [CAUTION (power lines,
unlighted obstructions, wake turbulence, etc.)]. CLEARED TO LAND.
12.15.4.17 Delaying aircraft a) CIRCLE THE AERODROME;

b) ORBIT (RIGHT, or LEFT)[FROM PRESENT POSITION];
c) MAKE ANOTHER CIRCUIT.
12.15.4.18 Missed approach a) GO AROUND;
*b) GOING AROUND.
April 30, 2008 12 - 22

________________________________________________________________________________
12.15.4.19 Information to aircraft

...when pilot requested visual inspection of a) LANDING GEAR APPEARS DOWN;
landing gear
b) RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or DOWN);
c) WHEELS APPEAR UP;
d) RIGHT (or LEFT, or NOSE) WHEEL DOES NOT APPEAR UP (or
DOWN);
… wake turbulence e) CAUTION WAKE TURBULENCE [FROM ARRIVING (or
DEPARTING) (type of aircraft) [additional information as required];
… jet blast on apron or taxiway f) CAUTION JET BLAST;
… propeller-driven aircraft slipstream g) CAUTION SLIPSTREAM.
12.15.4.20 Runway vacating and a) CONTACT GROUND (frequency);
communications after landing b) WHEN VACATED CONTACT GROUND (frequency);
c) EXPEDITE VACATING;
d) YOUR STAND (OR GATE)(designation);
e) TAKE (or TURN) FIRST (or SECOND, or CONVENIENT) LEFT (or
RIGHT) AND CONTACT GROUND (frequency);
… for helicopter operations f) AIR-TAXI TO HELICOPTER STAND (or) HELICOPTER PARKING
POSITION (area);
g) AIR-TAXI TO (or VIA) (location or routing as appropriate)
[CAUTION (dust, blowing snow, loose debris, taxiing light aircraft,
personnel, etc.)];
h) AIR TAXI VIA (direct, as requested, or specified route) TO (location
heliport, operating or movement area, active or inactive runway).
AVOID (aircraft or vehicles or personnel).
12.15.5 CO-ORDINATION BETWEEN ATS UNITS

12.15.5.1 Estimates and revisions a) ESTIAMTE (direction of flight) (aircraft call sign) [SQUAWKING (SSR
Code)] (type) ESTIMATED (significant point)(time) (level) (or
DESCENDING FROM (level) TO (level))[SPEED(filed TAS)] (route)
[ (point of departure) TO (point of destination)] [RVSM
status][REMARKS];
… sending unit b) ESTIMATE (significant point) ON (aircraft call sign)
…receiving unit reply (if flight plan details c) NO DETAILS;
are not available)
….receiving unit reply (if flight plan details are (aircraft type) (destination);
available)
April 30, 2008 12 - 23

________________________________________________________________________________
..sending unit reply [SQUAWKING (SSR Code) [ESTIMATED] (significant point) (time) AT
(level);
Note :- In the event that flight plan details are not available the receiving station shall
reply to b) NO DETAILS and transmitting station shall pass full estimate as in a).
d) ESTIMATE UNMANNED FREE BALLOONS(S) (identification and

classification) ESTIMATED OVER (place) AT (time) REPORTED
FLIGHT LEVEL(S) (figure or figures) [or FLIGHT LEVEL
UNKNOWN] MOVING (direction)ESTIMATED GROUND SPEED
(figure) (other pertinent information, if any);
e) REVISION (aircraft call sign) (details as necessary).

12.15.5.2 Transfer of control a) REQUEST RELEASE OF (aircraft call sign);
b) (aircraft call sign) RELEASED [AT (time)] [conditions/restrictions];
c) IS (aircraft call sign) RELEASED [FOR CLIMB (or DESCENT)]?;
d) (aircraft call sign) NOT RELEASED [UNTIL (time or significant
point)];
e) UNABLE (aircraft call sign)[TRAFFIC IS (details)].
12.15.5.3 Change of clearance a) MAY WE CHANGE CLEARANCE OF (aircraft call sign) TO (details
of alteration proposed);
b) AGREED TO (alteration of clearance)OF (aircraft call sign);

c) UNABLE (aircraft call sign);
d) UNABLE (desired route, level, etc. FOR (aircraft call sign)] [DUE
(reason)] (alternative clearance proposed).
12.15.5.4 Approval request a) APPROVAL REQUEST (aircraft call sign) ESTIMATED
DEPARTURE FROM (significant point) AT (time);
b) (aircraft call sign) REQUEST APPROVED [(restriction if any)];
c) (aircraft call sign) UNABLE (alternative instructions).

12.15.5.5 Inbound release INBOUND RELEASE (aircraft call sign) [SQUAWKING (SSR Code)]
(type) FROM (departure point) RELEASED AT (significant point, or time,
or level) CLEARED TO AND ESTIMATING (clearance limit((time) AT
(level) [EXPECTED APPROACH TIME or NO DELAY EXPECTED]
CONTACT AT (time).
12.15.5.6 Handover HANDOVER (aircraft call sign)[SQUAWKING (SSR Code)] POSITION

(aircraft position (level).
12.15.5.7 Expedition of clearance

a) EXPEDITE CLEARANCE (aircraft call sign) EXPECTED
DEPARTURE FROM (place) AT (time);
b) EXPEDITE CLEARANCE (aircraft call sign) [ESTIMATED] OVER

(place) AT (time) REQUESTS (level or route, etc.).
April 30, 2008 12 - 24

________________________________________________________________________________
12.15.5.8 Reduced vertical separation

minimum (RVSM) operations.
….. to verbally supplement estimate messages of a) NEGATIVE RVSM [(supplementary information, e.g State Aircraft )]
aircraft non-approved for RVSM or to verbally
supplement an automated estimate message
exchange that does not automatically transfer
information from item 18 of the flight plan followed
by supplementary information , as appropriate.
….. to communicate the cause of a contingency b) UNABLE RVSM DUE TURBULENCE (or EQUIPMENT, as
relating to an aircraft that is unable to conduct RVSM applicable).
operations due to severe turbulence or other severe
meteorological phenomena or equipment failure, as
applicable.
12.15.6 PHRASEOLOGIES TO BE USED RELATED TO CPDLC
12.15.6.1 Operational status

… failure of CPDLC a) [ALL STATIONS] CPDLC FAILURE (instructions)
… failure of a single CPDLC Message b) CPDLC MESSAGE FAILURE (appropriate clearance, instruction,
information or request)
…to correct CPDLC clearances, instructions,
c) DISREGARDED CPDLC (message type) MESSAGE, BREAK (correct
information or Requests
clearance, instruction, information or request)
…to instruct all stations or a specific flight to avoid
d) [ALL STATIONS] STOP SENDING CPDLC REQUESTS [UNTIL
sending CPDLC requests for a limited period of time
ADVISED] [(reason)]
…to resume normal use of CPDLC
e) [ALL STATIONS] RESUME NORMAL CPDLC OPERATIONS
12.16 ATS SURVEILLANCE PHRASEOLOGIES

Note: The following comprise phraseologies specifically applicable when ATS surveillance system is used in the provision of air traffic
services. The phraseologies detailed in sections above for use in the provision of air traffic services are also applicable, as appropriate,
when ATS surveillance system is used.
12.16.1 GENERAL ATS SURVEILLANCE PHRASEOLOGY

12.16.1.1 Identification of aircraft a) REPORT HEADING [AND FLIGHT LEVEL(or ALTITUDE)];
b) FOR IDENTIFICATION TURN LEFT (or RIGHT) HEADING (three
digits);
c) TRANSIMIT FOR IDENTIFICATION AND REPORT HEADING;
d) RADAR CONTACT [position)];
e) IDENTIFIED [position];
f) NOT IDENTIFIED [reason], [RESUME (or CONTINUE) OWN
NAVIGATION].
April 30, 2008 12 - 25

________________________________________________________________________________
12.16.1.2 Position information POSITION (distance) (direction) OF (signification point) (or OVER or
ABEAM (signification point)).
12.16.1.3 Vectoring instructions a) LEAVE (signification point) HEADING (three digits);

b) CONTINUE HEADING (three digits);
c) CONTINUE PRESENT HEADING;
d) FLY HEADING (three digits);
e) TURN LEFT (or RIGHT) HEADING (three digits) [reasons];
f) TURN LEFT (or RIGHT) (number of degrees) DEGREES [reasons];
g) STOP TURN HEADING (three digits);
h) FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT
(name) (signification point);
i) HEADING IS GOOD.
12.16.1.4 Termination of radar vectoring a) RESUME OWN NAVIGATION (position of aircraft)(specific
instructions);
b) RESUME OWN NAVIGATION [DIRECT] (significant point)

[MAGNETIC TRACK (three digits) DISTANCE (number) MILES].
12.16.1.5 Manoeuvres a) MAKE A THREE SIXTY TURN LEFT (or RIGHT) [reason];
b) ORBIT LEFT (or RIGHT) [reasons];
… (in case of unreliable directional instruments c) MAKE ALL TURNS RATE ONE (or RATE HALF, or (number)
on board aircraft) DEGREES PER SECOND) START AND STOP ALL TURNS ON
Note :- When it is necessary to specify a reason for radar

THE COMMAND “NOW”;
vectoring or for the above manoeuvres, the following d) TURN LEFT (or RIGHT) NOW;
phraseologies should be used:
a) DUE TRAFFIC; e) STOP TURN NOW.
b) FOR SPACING;
c) FOR DELAY;
d) FOR DOWNWIND (or BASE, or FINAL).
12.16.1.6 Speed control a) REPORT SPEED;

*b) SPEED (number) KNOTS;
c) MAINTAIN (number) KNOTS [OR GREATER (or OR LESS] [
UNTIL(significant point)];
d) DO NOT EXCEED (number) KNOTS;
e) MAINTAIN PRESENT SPEED;
f) INCREASE (or REDUCE) SPEED TO (number) KNOTS[ OR
GREATER (or LESS)];
g) INCREASE (or REDUCE) SPEED BY (number) KNOTS;
h) RESUME NORMAL SPEED;
i) REDUCE TO MINIMUM APPROACH SPEED;
April 30, 2008 12 - 26

________________________________________________________________________________
j) REDUCE TO MINIMUM CLEAN SPEED;

k) NO ATC SPEED RESTRICTION.
12.16.1.7 Position reporting
… to omit position reports a) OMIT POSITION REPORTS [UNTIL (specify)];
b) NEXT REPORT AT (significant point);
c) REPORTS REQUIRED ONLY AT (significant point(s));
d) RESUME POSITION REPORTING.
12.16.1.8 Traffic information and avoiding a) TRAFFIC (number) O’CLOCK (distance) (direction of flight)[any
action other pertinent information];
1) UNKNOWN;
2) SLOW MOVING;
3) FAST MOVING;
4) CLOSING;
5) OPPOSITE (or SAME DIRECTION);
6) OVERTAKING;
7) CROSSING LEFT TO RIGHT (or RIGHT TO LEF);
… (if known) 8) (aircraft type);
9) (level);
10) CLIMBING (or DESCENDING);
… to request avoiding action *b) REQUEST VECTORS;
c) DO YOU WANT VECTORS?;
… when passing unknown traffic d) CLEAR OF TRAFFIC [appropriate instructions];
… for avoiding action e) TURN LEFT (or RIGHT) IMMEDIATELY HEADING (three digits)
TO AVOID [UNIDENTIFIED] TRAFFIC (bearing by clock reference
and distance);
f) TURN LEFT (or RIGHT) (number of degrees) DEGREES

IMMEDIATELY TO AVOID [UNIDENTIFIED] TRAFFIC AT (bearing
by clock-reference and distance).
12.16.1.9 Communications and loss of a) [IF] RADIO CONTACT LOST (instructions);

communications
b) IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or
SECONDS) (instructions);
c) REPLY NOT RECEIVED (instructions;
… if loss of communications suspected d) IF YOU READ (manoeuvre instructions or SQUAWK (code or
IDENT)];
e) (manoeuvre, SQUAWK or IDENT) OBSERVED. POSITION

(position of aircraft), [(instructions)].
April 30, 2008 12 - 27

________________________________________________________________________________
12.16.1.10 Termination of radar and/or ADS-B a) RADAR SERVICE (or IDENTIFICATION) TERMINATED [DUE
service (reason)] (instructions);
b) WILL SHORTLY LOSE IDENTIFICATION (appropriate instructions

or information);
c) IDENTIFICATION LOST [reasons](instructions).
12.16.1.11 Radar and/or ADS-B equipment a) SECONDARY RADAR OUT OF SERVICE (appropriate information
degradation as necessary);
b) PRIMARY RADAR OUT OF SERVICE (appropriate information as
necessary)
c) ADS-B OUT OF SERVICE (appropriate information as necessary).
12.16.2 RADAR IN APPROACH CONTROL SERVICE

12.16.2.1 Vectoring for approach a) VECTORING FOR (type of pilot-interpreted aid) APPROCH
RUNWAY (number);
b) VECTORING FOR VISUAL APPROACH RUNWAY (number)
REPORT FIELD (or RUNWAY) IN SIGHT;
c) VECTORING FOR (positioning in the circuit);
d) VECTORING FOR SURVEILLANCE RADAR APPRAOCH
RUNWAY (number);
e) (type) APPROACH NOT AVAILABLE DUE (reason) (alternative
instructions).
12.16.2.2 Vectoring for ILS and other a) POSITION (number) MILES FROM (fix). TURN LEFT (or RIGHT)
pilot- interpreted aids HEADING (three digits);
b) YOU WILL INTERCEPT (radio aid or track) (distance) FROM
(significant point or TOUCHDOWN);
… when a pilot wishes to be positioned a *c) REQUEST (distance) FINAL;
specific distance from touchdown
d) CLEARED FOR (type) APPROCH RUNWAY (number);
… instructions and information e) REPORT ESTABLISHED [ON ILS or LOCALIZER or GLIDE PATH];
f) CLOSING FROM LEFT (or RIGHT) [REPORT ESTABLISHED);
g) TURN LEFT (or RIGHT) HEADING (three digits) TO INTERCEPT
LOCALIZER (or radio aid) REPORT ESTABLISHED;
h) CONTINUE PRESENT HEADING (three digits) TO INTERCEPT
LOCALIZER (or radio aid) REPORT ESTABLISHED;
i) EXPECT VECTOR ACROSS (localizer course or radio aid) (reasons);
i) THIS TURN WILL TAKE YOU THROUGH (localizer course or radio
aid) [reasons];
April 30, 2008 12 - 28

________________________________________________________________________________
k) TAKING YOU THROUGH (localizer course or radio aid) [reasons];

l) MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION;
m) REPORT ESTABLISHED ON GLIDE PATH;
n) INTERCEPT (localizer course or radio aid) REPORT ESTABLISHED
12.16.2.3 Manoeuvre during independent and a) CLEARD FOR ILS APPROACH RUNWAY (number) LEFT (or
dependent parallel approaches RIGHT);
b) YOU HAVE CROSSED THE LOCALIZER. TURN LEFT (or RIGHT)

IMMEDIATELY AND RETURN TO THE LOCALIZER ;
c) ILS RUNWAY (number) LEFT (or RIGHT) LOCALIZER

REEQUENCY IS (frequency);
… for avoidance action when an aircraft is d) TURN LEFT (or RIGHT) (number) DEGREES (or HEADING (three
observed penetrating the NTZ digits)) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM
ADJACENT APPRAOCH], CLIMB TO (altitude).
…for avoidance action below 400 ft above the e) CLIMB TO (altitude) IMMEDIATELY TO AVOID TRAFFIC
runway threshold elevation where parallel [DEVIATING FROM ADJACENT APPROACH] (further instructions)
approach obstacle surfaces (PAOAS)
criteria is being applied
12.16.2.4 SURVEILLANCE RADAR APPRAOCH

12.16.2.4.1 Provision of service a) THIS WILL BE A SURVEILLANCE RADAR APPRAOCH
RUNWAY (number) TERMIANTING AT (distance) FROM
TOUCHDOWN, OBSTACLE CLEARACNE ALTITUDE (number)
FEET CHECK YOUR MINIMA [IN CASE OF GO AROUND
(instructions)];
b) APPROACH INSTRUCTIONS WILL BE TERMINATED AT

(distance) FROM TOUCHDOWN.
12.16.2.4.2 Elevation a) COMMENCE DESCENT NOW TO MAINTAIN A (number)

DEGREE GLIDE PATH;
b) (distance) FROM TOUCHDOWN ALTITUDE SHOULD BE (number

and units).
12.16.2.4.3 Position (distance) FROM TOUCHDOWN
12.16.2.4.4 Checks a) CHECK GEAR DOWN [AND LOCKED];

b) OVER THRESHOLD.
12.16.2.4.5 Completion of approach a) REPORT VISUAL;

b) REPORT RUNWAY [LIGHTS] IN SIGHT;
c) APPROCH COMPLETED [CONTACT (unit)];
April 30, 2008 12 - 29

________________________________________________________________________________
12.16.3 SECONDARY SURVEILLANCE RADAR (SSR) and ADS-B PHRASEOLOGIES

12.16.3.1 To request the capability of the SSR a) ADVISE TRANSPONDER CAPABILITY;
equipment *b) TRANSPONDER (as shown in the flight plan);
*c) NEGATIVE TRANSPONDER.
12.16.3.2 To request the capability of the a) ASVISE ADS-B CAPABILITY;
ADS-B equipment *b) ADS-B TRANSMITTER (data link);
*d) NEGATIVE ADS-B.
12.16.3.3 To instruct setting of transponder a) FOR DEPARTURE SQUAWK (code);
b) SQUAWK (code)
12.16.3.4 To request the pilot to reselect the a) RESET SQUAWK [(mode)] (code);
assigned mode and code *b) RESETTING (mode (code).
12.16.3.5 To request reselection of aircraft REENTER [ADS-B or MODE S] AIRCRAFT IDENTIFICATION
identification
12.16.3.6 To request the pilot to confirm the a) CONFIRM SQUAWK (code);
Code selected on the aircraft’s *b) SQUAWKING (code).
transponder
12.16.3.7 To request the operation of the a) SQUAWK [(code)] [AND] IDENT;
IDENT feature b) SQUAWK LOW;
c) SQUAWK NORMAL;
d) TRANSMIT ADS-B IDENT.
12.16.3.8 To request temporary suspension of SQUAWK STANDBY.
transponder operation
12.16.3.8 To request emergency code SQUAWK MAYDAY (CODE SEVEN-SEVEN ZERO-ZERO]
12.16.3.9 To request termination of
transponder and/or ADS-B transmitter operation a) STOP SQUAWK [TRANSMIT ADS-B ONLY];
Note.-Independent operations of Mode S
transponder and ADS-B may not be possible
in all aircraft (e.g. where ADS-B is solely b) STOP ADS-B TRANSMISSION [SQUAWK (code) ONLY]
provided by 1090 MHz extended squitter
emitted from the transponder). In such cases,
aircraft may not be able to comply with ATC
instructions related to ADS-B operation.
12.16.3.10 To request transmission of pressure a) SQUAWK CHARLIE;
altitude b) TRANSMIT ADS-B ALTITUDE.
12.16.3.11 To request pressure setting check CHECK ALTIMETER SETTING AND CONFIRM (level).
and confirmation of level
12.16.3.12 To request termination of pressure a) STOP SQUAWK CHARLIE WRONG INDICATION;
altitude transmission because of b) STOP ADS-B ALTITUDE TRANSMISSION [(WRONG
faulty operation INDICATION, reason)].
Note.- See Note to paragraph 12.16.3.9 above.
12.16.3.13 To request level check CONFIRM (level).
April 30, 2008 12 - 30

________________________________________________________________________________
12.17 ALERTING PHRASEOLOGIES
12.17.1 Low altitude warning (aircraft call sign) LOW ALTITUDE WARNING, CHECK YOUR
ALTITUDE IMMEDIATELY, QNH IS (number) [(units)] [THE MINIMUM
FLIGHT ALTITUDE IS (altitude)].
12.17.2 Terrain alert (aircraft call sign) TERRAIN ALERT, (suggested pilot action, if possible).
12.18 AUTOMATIC DEPENDENT SURVEILLANCE – CONTRACT (ADS-C) PHRASEOLOGIES
12.18.1 General ADS-C phraseologies

12.18.1.1 ADS-C degradation ADS-C (or ADS-CONTRACT) OUT OF SERVICE (appropriate
instructions as necessary)
April 30, 2008 12 - 31

Chapter 13
AUTOMATIC DEPENDENT SURVEILLANCE – CONTRACT

(ADS -C) SERVICES
13.1 GENERAL a) the transmitting, receiving, processing

and displaying of ADS-C messages
The provision of air traffic services to related to flights equipped for and
aircraft, based on information received operating within environments where
from aircraft via ADS-C, is generally ADS-C services are being provided;
referred to as the provision of ADS-C b) the display of safety-related alerts and
services. warnings;
c) position monitoring (the aircraft’s current
13.2 ADS GROUND SYSTEM position as derived from ADS-C reports is
CAPABILITIES displayed to the controller for air traffic
situation monitoring);
13.2.1 ADS-C ground systems used in the d) conformance monitoring (the ADS-C
provision of air traffic services shall have a reported current position or projected
very high level of reliability, availability and profile is compared to the expected
integrity. The possibility of system failures aircraft position, which is based on the
or significant system degradations that may current flight plan. Along track, lateral and
cause complete or partial interruptions of vertical deviations that exceed a pre-
service shall be very remote. Back-up defined tolerance limit will permit an out-
facilities shall be provided. of-conformance alert to be issued to the
controller);
Note 1.— An ADS-C ground system will e) flight plan update (e.g. longitudinal
normally consist of a number of integrated variations that exceed pre-defined
elements, including communication interfaces, tolerance limits will be used to adjust
a data processing system and one or more expected arrival times at subsequent
controller interfaces.
fixes);
Note 2.— Information pertaining to use of ADS- f) intent validation (intent data contained in
C and to system reliability, availability and ADS-C reports, such as extended
integrity is contained in the Manual of Air Traffic projected profile, are compared with the
Services Data Link Applications (Doc 9694). current clearance and discrepancies are
identified);
13.2.2 ADS-C ground systems should be g) conflict detection (the ADS-C data can be
capable of integration with other automated used by the ADS-C ground system
systems used in the provision of ATS and automation to identify violations of
should provide for an appropriate level of separation minima);
automation with the objectives of improving h) conflict prediction (the ADS-C position
the accuracy and timeliness of data data can be used by the ADS-C ground
displayed to the controller and reducing system automation to identify potential
controller workload and the need for verbal violations of separation minima);
coordination between adjacent control i) tracking (the tracking function is intended
positions and ATC units. to extrapolate the current position of the
aircraft based on ADS-C reports);
13.2.3 Several significant functional j) wind estimation (ADS-C reports
requirements are necessary to permit the containing wind data may be used to
effective implementation of an ADS-C update wind forecasts and hence
service in a CNS/ATM environment. expected arrival times at waypoints); and
Ground systems shall provide for:
April 30, 2008 13 - 1

k) flight management (ADS-C reports may failure procedures, if required, and the initial
assist automation in generating address(es) for each ATC unit.
optimum conflict-free clearances to
support possible fuel-saving 13.4 USE OF ADS-C IN THE PROVISION
techniques, such as cruise climbs, OF AIR TRAFFIC CONTROL SERVICE
requested by the operators).
13.4.1 General
Note.— The use of ADS-C does not relieve the 13.4.1.1 ADS-C may be used in the provision
controller of the obligation to continuously of an air traffic control service, provided
monitor the traffic situation. identification of the aircraft is unambiguously
established.
13.2.4 The sharing of ADS-C information
should be facilitated to the extent possible, 13.4.1.2 Flight data processing of ADS-C
in order to extend and improve surveillance data may be used in the provision of an air
in adjacent control areas, thereby reducing traffic control service, provided the correlation
the need for additional ADS contracts to be between the ADS-C data downlinked by that
supported by a given aircraft. aircraft and the flight plan details held for the
aircraft has been accomplished.
13.2.5 Automated exchange of
coordination data relevant to aircraft being Note.— A combination of information received
provided with an ADS-C service, and the from the aircraft may be necessary to ensure
establishment of automated coordination unambiguous correlation, e.g. departure
procedures shall be provided for on the aerodrome, estimated off-block time (EOBT), and
basis of regional air navigation destination aerodrome might be used.
agreements.
13.4.1.3 Human Factors principles shall be
13.2.6 Air traffic control facilities providing observed. In particular, the controller shall be
an ADS-C service shall be capable of provided with enough information to:
storing and disseminating specific flight
information relating to flights equipped for a) maintain situational awareness; and
and operating within environments where b) be capable of assuming, in the event of
an ADS-C service is provided. system malfunction, the minimum tasks
for the provision of an air traffic control
13.2.7 Effective human-machine interfaces service, normally performed by
shall exist for the controller to permit automation.
appropriate utilization of the ADS-C-
derived information and associated Note 1.— Automated systems, while designed to
automated features. provide high operational integrity, remain
susceptible to error and failure. Human
participation is integral to the safety of the air
13.3 ADS-C-RELATED AERONAUTICAL traffic system.
INFORMATION
Note 2.— Guidance material on Human Factors
Adequate information on the operating principles can be found in the Human Factors
practices having a direct effect on the Training Manual (Doc 9683), Human Factors
operations of air traffic services shall be Digest No. 8 — Human Factors in Air Traffic
published in aeronautical information Control (Circular 241), and Human Factors Digest
publications. This shall include a brief No. 11 — Human Factors in CNS/ATM Systems
description concerning the area of (Circular 249).
responsibility, requirements and conditions
13.4.1.4 Information provided by the ground
under which the ADS-C service is
system may be used by the controller to
available, equipment limitations, ADS-C
perform the following functions in the
provision of air traffic control services:
April 30, 2008 13 - 2

a) enhance safety; 13.4.2.3 ADS information available to the

b) maintain an accurate awareness of controller on a situation display shall, as a
the air traffic situation; minimum, include ADS position indications
c) apply separation minima; and map information.
d) take appropriate action regarding any
significant deviation by aircraft from 13.4.2.3.1 When applicable, distinct symbols
the terms of their respective air traffic should be used to differentiate presentation
control clearances, including their of position indications which are derived
cleared routes, levels and speed from:
when appropriate; a) ADS-C position reports; or
b) combinations of ADS-C with
Note.— Where tolerances regarding such information derived from other
matters as adherence to 3-D position, surveillance sources, e.g. PSR, SSR,
speed or time have been prescribed by the ADS-B; or
appropriate ATS authority, deviations are c) ADS-C extrapolations;
not considered significant until such
tolerances are exceeded. 13.4.2.3.2 Labels used to provide ADS-C-
e) provide updated position information derived information and any other information
regarding aircraft to other controllers that may be available shall, as a minimum,
when required; and be displayed in alphanumeric form.
f) improve airspace utilization, reduce
delays, as well as provide for direct 13.4.2.3.3 Label information shall, as a
routings and more optimum flight minimum, include aircraft identification and
profiles. level information. All label information shall
be presented in a clear and concise manner.
13.4.2 Presentation of ADS-C data Labels shall be associated with their ADS-C
position indications in a manner precluding
13.4.2.1 Appropriate ADS-C data shall be erroneous identification.
presented to the controller in a manner
suitable to achieve the control functions in 13.4.2.4 When ADS-C reports are queued,
13.4.1.4. Display systems shall incorporate the controller shall be given an indication that
a situation (plan view) display, textual more urgent reports are available based on
information display, aural and visual alerts the following order of priority:
in such combinations as deemed
appropriate. a) emergency and/or urgency mode ADS-
C reports;
13.4.2.2 Display systems may display b) event or demand ADS-C reports; and
actual ADS-C report information only or a then
combination of actual ADS-C report c) periodic ADS-C reports.
information and data derived from ADS-C
reports. Additionally, display systems may 13.4.2.4.1 If more than one ADS-C report is
incorporate surveillance information from a queued in any one of a), b) or c) above, they
number of other sources, including data shall be handled in the order received.
derived from radar, ADS-B, the flight data
processing system (FDPS) and/or CPDLC 13.4.2.5 Safety-related alerts and warnings,
or voice position reports. including emergency/urgent reports, shall be
presented in a clear and distinct manner.
13.4.2.2.1 Where surveillance information Provisions shall be made for alerting the
is derived from different sources, the type controller when expected ADS-C reports are
of surveillance shall be readily apparent to not received within an appropriate time.
the controller. Note.— Non-receipt of ADS-C event contract
reports may be undetectable.
April 30, 2008 13 - 3

13.4.3 Provision of ADS-C services unit be unable to establish a contract, the

transferring ATC unit shall be notified in order
13.4.3.1 GENERAL to provide ground forwarding of ADS-C data
to permit an uninterrupted ADS-C service.
13.4.3.1.1 The number of aircraft
simultaneously provided with ADS-C 13.4.3.2.4 When an aircraft is in an
services shall not exceed that which can emergency/urgency mode or is the subject of
safely be handled under the prevailing safety alerts or warnings, this information
circumstances, taking into account: shall be provided to the accepting ATC unit,
and the ADS contract shall not be terminated
a) the complexity of the traffic situation by the transferring ATC unit until appropriate
and associated workload within the coordination has been effected.
sector or area of responsibility of the
controller; 13.4.3.2.5 Transfer of control of aircraft
b) the level of automation of the ADS-C between adjacent control positions or
ground system; between adjacent ATC units may be effected
c) the overall technical performance of as follows:
the ADS-C systems and
communications systems, including a) appropriate ADS-C transfer protocols are
possible degradations that would observed by:
require use of back-up facilities; 1) designation of the ADS-C position
d) the overall performance of the back- indication by automated means; or
up surveillance and communications 2) direct designation of the ADS-C
systems; and position indication if two display
e) the effect of loss of controller-pilot systems are adjacent or if a common
communications. (conference) type of display is used;
or
Note.— Further guidance on the factors to be 3) designation of the ADS-C position
considered can be found in the Manual of Air indication by reference to a position
Traffic Services Data Link Applications (Doc accurately indicated on both display
9694).
systems;
13.4.3.2 Coordination and transfer of
b) updated flight plan information on the
control of ADS-C aircraft
aircraft about to be transferred is provided
to the accepting controller prior to
13.4.3.2.1 Appropriate arrangements shall
transfer;
be made in and between any ATC units
using ADS-C to ensure the coordination of
c) when controllers are not physically
ADS-C and non-ADS-C traffic and to
adjacent, direct communications facilities
ensure the provision of adequate
are available between them at all times;
separation between the ADS-C aircraft and
all other aircraft. Note.— This requirement may be met by two-way
direct speech facilities or ATS interfacility data
13.4.3.2.2 Transfer of control shall be communications (AIDC).
effected so as to facilitate uninterrupted
provision of ADS-C services where ADS-C d) the transfer point or points and all other
is available in adjacent ATC units. conditions of application have been made
the subject of specific instructions or a
13.4.3.2.3 The accepting ATC unit shall specific letter of agreement; and
establish a contract with the affected
aircraft prior to reaching the transfer of e) the accepting controller is kept current of
control point. Should the accepting ATC all control instructions (e.g. level or speed
April 30, 2008 13 - 4

instructions) given to the aircraft prior to points such as waypoints, in addition to other
its transfer and which modify its specific event-driven reports.
anticipated flight progress.
13.4.3.4.1.5 The aircraft must be capable of
Note.— This requirement may be met by two- supporting ADS-C agreements with at least
way direct speech facilities or ATS interfacility four ATC unit ADS-C ground systems
data communications (AIDC). simultaneously.
13.4.3.2.6 The minimum agreed separation 13.4.3.4.1.5.1 When an ADS-C ground
between aircraft about to be transferred system attempts to establish an ADS-C
shall be as specified in letters of agreement agreement with an aircraft and is unable to
or local instructions, as appropriate. do so due to the aircraft’s inability to support
an additional ADS contract, the aircraft
13.4.3.3 Communications should reply with the ICAO location indicators
or eight-letter facility indicators of the ground
Controller-pilot communications shall be systems with which it currently has contracts,
such that the possibility of communications in order for the ATC unit to negotiate a
failure or significant degradations is very contract release. In the event that this
remote. Adequate back-up facilities shall information cannot be provided to the ground
be provided. system, the ground system shall
nevertheless alert the controller that an ADS
13.4.3.4 General ads procedures agreement cannot be established.
Coordination between the appropriate ATC
13.4.3.4.1 ADS contract management units shall then be effected for the purpose of
establishing priority for ADS-C connections
13.4.3.4.1.1 Only appropriate ATC units with the aircraft.
shall initiate ADS contracts with a given
aircraft. Procedures shall ensure that non- 13.4.3.4.1.6 An ATC unit shall be capable of
current contracts are terminated in a timely replacing or terminating its own ADS
manner. contract(s) as required. An existing contract
shall remain in place until any new contract of
13.4.3.4.1.2 The ADS-C ground system the same type is accepted by the aircraft or
shall be able to identify the ADS-C until the contract type is terminated.
capability of the aircraft and establish
appropriate ADS contracts with ADS-C- 13.4.3.4.2 ADS-C termination
equipped aircraft.
13.4.3.4.2.1 ADS contracts may be
13.4.3.4.1.3 ADS contracts necessary for terminated manually or automatically by the
the control of the aircraft will be established ADS-C ground system, based on agreements
with each aircraft by the relevant ADS-C between ATS authorities for aircraft crossing
ground system, at least for the portions of FIR boundaries.
the aircraft flight over which that ATC unit
provides air traffic services. 13.4.3.4.2.2 ATS authorities shall establish
procedures to ensure that ADS contracts are
13.4.3.4.1.4 The contract may include the reestablished as required when unplanned
provision of basic ADS-C reports at a ADS-C termination occurs.
periodic interval defined by the ADS-C
ground system with, optionally, additional 13.4.3.4.3 ADS-C agreements
data containing specific information, which
may or may not be sent with each periodic 13.4.3.4.3.1 Initial ADS-C agreements shall
report. The agreement may also provide for be determined by the ATS authority.
ADS-C reports at geographically defined Subsequent modifications to individual
April 30, 2008 13 - 5

contracts may be made at the discretion of on the accuracy thereof, in accordance with
the controller based on the prevailing traffic instructions prescribed by the appropriate
conditions and airspace complexity. authority responsible for the ADS-C display
or integrated display system concerned.
13.4.3.4.3.2 When the application of
specified separation minima is dependent 13.4.3.4.4.5 The controller shall be satisfied
on the reporting interval of periodic position that the functional capabilities of the ADS-C
reports, the ATC unit shall not establish display system or integrated display system,
periodic contracts with a reporting interval as well as the information displayed, is
greater than the required reporting interval. adequate for the functions to be performed.
13.4.3.4.3.3 Where an expected position 13.4.3.4.4.6 The controller shall report, in

report is not received within a prescribed accordance with local procedures, any fault
time parameter, action shall be taken, as in the equipment or any incident requiring
appropriate, to ascertain the position of the investigation or any circumstances which
aircraft. This may be achieved by the use make it difficult or impractical to provide
of an ADS demand contract, CPDLC or services on the basis of displayed ADS-C
voice communications, or receipt of a positions.
subsequent periodic report.
13.4.3.4.5 Emergency and/or urgency reports
13.4.3.4.3.4 An ADS-C aircraft observed to
deviate significantly from its cleared flight Note.— To indicate that it is in a state of
profile shall be advised accordingly. emergency or to transmit other urgent
Appropriate action shall also be taken if, in information, an aircraft equipped with ADS-C
the opinion of the controller, such deviation might operate the emergency and/or urgency
mode as follows:
is likely to affect the air traffic service being
provided.
a) emergency;
b) communication failure;
13.4.3.4.4 Performance checks
c) unlawful interference;
13.4.3.4.4.1 An ATC unit providing an
d) minimum fuel; and/or
ADS-C service to an aircraft, shall check
e) medical.
the ADS-C three-dimensional position
information received from that aircraft
13.4.3.4.5.1 When an ADS-C emergency
through pilot reports and/or flight plan
and/or urgency report is received, the
conformance.
controller with responsibility for the flight must
acknowledge receipt of the information by the
13.4.3.4.4.2 The pilot of the aircraft whose
most appropriate means of communication.
ADS-C derived position information is
within the approved tolerance value need
13.4.3.4.5.2 Both the aircraft and the ADS-C
not be advised of such verification.
ground system shall be capable of supporting
an emergency and/or urgency mode of ADS-
13.4.3.4.4.3 If the displayed position
C operation to assist ATC alerting
information is not within the approved
procedures and to assist search and rescue
tolerance value, or when a discrepancy in
operations. In the event of an aircraft in, or
excess of the approved tolerance value is
appearing to be in, any form of emergency,
detected subsequent to verification, the
all possible assistance shall be provided by
pilot shall be advised accordingly and
the controller.
requested to check the aircraft’s navigation
system.
Note.— The ADS-C airborne system will provide
for a pilot-initiated emergency and/or urgency
13.4.3.4.4.4 The controller shall adjust the mode. It may also permit the aircraft to
display(s) and carry out adequate checks
April 30, 2008 13 - 6

automatically establish the emergency and/or concerned should be permitted to proceed,

urgency mode. as directly as possible, to the nearest suitable
aerodrome where repair can be made. When
13.4.3.4.5.3 The ADS-C ground system granting clearance to such aircraft, the air
shall recognize the initiation, modification traffic control unit should take into
and termination of an emergency and/or consideration the existing or anticipated
urgency mode and alert the controller. The traffic situation and may have to modify the
ADS-C ground system shall be able to time of departure, flight level or route of the
modify the emergency and/or urgency intended flight. Subsequent adjustments may
reporting rate if necessary. The ADS-C become necessary during the course of the
ground system shall be able to suppress flight.
an emergency/urgency indication.
13.4.3.4.6.2 ADS-C ground system shutdown
13.4.3.4.6 Failure of equipment
13.4.3.4.6.2.1 When a planned shutdown of
Note.— It is not expected that the pilot will be the ADS-C ground system occurs:
made aware of any failure of ADS-C by means a) a NOTAM shall be published to inform
of on-board monitoring equipment.
all affected parties of the shutdown
period;
13.4.3.4.6.1 ADS-C airborne system failure
b) reports via voice or CPDLC shall be
stipulated; and
13.4.3.4.6.1.1 On receipt of an airborne
c) alternative separation shall be
failure notification, the controller will:
established, if required.
a) advise the pilot of the failure;
13.4.3.4.6.2.2 In the event of an unplanned
b) advise the pilot of the requirement for
ADS-C ground system shutdown, the
position reports via voice or CPDLC;
relevant ATS provider shall:
and
c) take necessary action to establish
a) inform all affected aircraft and advise
alternative separation, if required.
them of the requirement for position
reports via voice or CPDLC;
13.4.3.4.6.1.2 When an aircraft
b) take necessary action to establish
experiencing ADS-C failure after departure
alternative separation, if required;
is operating or expected to operate in an
c) inform the adjacent ATS unit(s) by
area where the carriage of functional ADS-
direct coordination; and
C with specified capabilities is mandatory,
d) inform all other relevant parties via the
the ATC units concerned should endeavour
publication of a NOTAM, if appropriate.
to provide for continuation of the flight to
the aerodrome of first intended landing in
13.5 USE OF ADS-C IN THE
accordance with the flight plan. However,
APPLICATION OF SEPARATION
under some circumstances, continuation of
MINIMA
the flight may not be possible due to traffic
or airspace configuration. The aircraft may
13.5.1 General
then be required to return to the departure
aerodrome or to land at the nearest Note.— In an ADS-C-based air traffic control
suitable aerodrome acceptable to the (ATC) system, the accuracy of the positional
operator concerned. information displayed to the controller is
dependent upon the aircraft’s on-board navigation
13.4.3.4.6.1.3 In the case of an ADS-C or positioning system. Therefore, any aircraft
failure that is detected before departure system degradation that affects the aircraft’s
from an aerodrome where it is not navigational capabilities will also affect the
practicable to effect a repair, the aircraft accuracy of the positional data displayed to the
controller.
April 30, 2008 13 - 7

13.5.1.1 The procedures and minima in this 13.5.2.5 An aircraft that is climbing or
section are applicable when ADS-C is used descending is considered to have reached
in the provision of air traffic control services. the level to which it has been cleared when
verification has been made by receipt of the
13.5.1.1.1 The use of ADS-C position assigned level by CPDLC or a voice report
reports to ensure separation shall only be from the pilot. The aircraft may then be
applied when there is a reasonable considered to be maintaining this level for as
assurance that the provision of ADS-C long as the ADS-C level information remains
reports will not be interrupted. within the appropriate tolerance values as
specified in 13.5.2.1.
13.5.2 Determination of level occupancy
Note.— A level range deviation event contract
13.5.2.1 The tolerance value which shall be may be used to monitor the continued
used to determine that the ADS-C level compliance of the aircraft with the appropriate
information displayed to the controller is level tolerance values.
accurate shall be ± 60 m (± 200 ft) in RVSM
airspace. In other airspace, it shall be ± 90 13.5.2.5.1 When CPDLC is to be used to
m (± 300 ft), except that appropriate ATS verify that the aircraft has reached the level
authorities may specify a smaller criterion, to which it has been cleared, the uplink
but not less than ± 60 m (± 200 ft), if this is message No. 129, REPORT MAINTAINING
found to be more practical. (level), or uplink message No. 200,
REPORT REACHING, should be used.
13.5.2.2 If the ADS-C level information is not
Note.— Uplink message No. 175, REPORT
within the approved tolerance value, the
REACHING (level), does not provide the same
information must be validated by voice or assurance that the aircraft has maintained the
CPDLC. Where it has been established that assigned level. On those occasions where the
the ADS-C level information is incorrect, the flight management system has been loaded by
appropriate ATS authority shall determine the pilot to reply automatically to this message,
the action to be taken regarding the display the reply may be sent when the aircraft reaches
and use of this information. the assigned level, irrespective of whether the
aircraft maintains the assigned level.
13.5.2.3 An aircraft cleared to leave a level
is considered to have commenced its 13.5.2.6 Where it is intended to provide
manoeuvre and vacated the previously vertical separation below a transition level
occupied level when the ADS level using ADS-C level information, the
information indicates a change of more than appropriate authority shall ensure that such
90 m (300 ft) in the anticipated direction information is corrected to the appropriate
from its previously assigned level, or barometric altitude.
verification has been made by receipt of a
CPDLC or voice report from the pilot. 13.5.3 Application of horizontal
separation using ADS-C
13.5.2.4 An aircraft that is climbing or position information
descending is considered to have crossed a
level when the ADS-C level information Note 1.— Factors that the ADS controller must
take into account in determining the spacing to
indicates that it has passed this level in the
be applied in particular circumstances in order to
required direction by more than 90 m (300 ensure that the separation minimum is not
ft) or that verification has been made by infringed include aircraft relative headings and
receipt of a CPDLC or voice report from the speeds, ADS-C technical limitations, controller
pilot. workload and any difficulties caused by
communications congestion.
April 30, 2008 13 - 8

Note 2.— Information on the determination and

application of separation minima is contained in
the Manual on Airspace Planning Methodology
for the Determination of Separation Minima (Doc
9689).
13.5.3.1 ATS authorities shall ensure that

contingency procedures are available to be
followed in the event of degradation of ADS-
C information due to a loss of the required
navigation performance accuracy.
13.5.3.2 Distance-based separation minima

for use with ADS-C may be applied between
ADS-C-derived aircraft positions, or
between ADS-C-derived positions and radar
or ADS-B-derived positions. The positions of
the aircraft shall be extrapolated or
interpolated, as necessary, to ensure that
they represent the positions of the aircraft at
a common time.
13.5.3.2.1 Displayed ADS-C position

symbols should enable the controller to
distinguish between reported, extrapolated
or interpolated positions. When there is any
doubt regarding the integrity of the
information displayed as an extrapolated or
interpolated position symbol, it shall be
updated by a demand contract request.
13.5.3.2.2 ADS-C-based separation shall

not be applied between aircraft holding over
the same holding fix. Application of
horizontal separation between holding
aircraft and other flights shall be subject to
requirements and procedures prescribed by
13.5.3.3 Information derived from the

display of ADS-C information shall not be
used to vector an aircraft.
Note.— Vectoring using ADS-C may be possible

in the future in cases where the surveillance and
communications performance are comparable to
the performance of radar systems and direct
voice communications using VHF.
April 30, 2008 13 - 9

Chapter 14
CONTROLLER PILOT DATA LINK COMMUNICATION (CPDLC)
14.1 General request shall be obtained from the aircraft to

determine further action.
14.1.1 The CPDLC application provides a 14.2.2.2 When the ATC unit rejects a
means of communication between the request for CPDLC, it shall provide the pilot
controller and pilot, using data link for ATC with the reason for the rejection using an
communication. appropriate CPDLC message.
14.1.2 This application includes a set of 14.2.3 ATC unit-initiated CPDLC

clearance / information / request message
elements which correspond to the 14.2.3.1 An ATC unit shall only establish
phraseologies used in the radiotelephony CPDLC with an aircraft if the aircraft has no
environment. CPDLC link established, or when authorized
by the ATC unit currently having CPDLC
14.1.3 Ground and airborne systems shall established with the aircraft.
allow for messages to be appropriately
displayed, printed when required and stored 14.2.3.2 When a request for CPDLC is
in a manner that permits timely and rejected by an aircraft, the reason for the
convenient retrieval should such action be rejection shall be provided using CPDLC
necessary. down link message element NOT CURRENT
DATA AUTHORITY or message element NOT
14.1.4 Where applicable, the communication AUTHORIZED NEXT DATA AUTHORITY or ICAO
procedures for the provision of CPDLC shall FACILITY DESIGNATION of CURRENT DATA
be in accordance with Annex 10, Volume III, AUTHORITY, as appropriate. Local
Part I, Chapter 3. Message element intent procedures shall dictate whether the reason
and text and associated procedures are, in for rejection is presented to the controller.
general, consistent with Chapter 12 — No other reasons for airborne rejection of
Phraseologies. ATC unit-initiation of CPDLC shall be
permitted
14.2 Establishment of CPDLC
14.3 Exchange of operational CPDLC
14.2.1 General messages
CPDLC shall be established in sufficient 14.3.1 General

time to ensure that the aircraft is
communicating with the appropriate ATC 14.3.1.1 The controller or pilot shall
unit. Information concerning when and, construct CPDLC messages using the
where applicable, where, the air or ground defined message set, a free text message or
systems should establish CPDLC, shall be a combination of both
published in Aeronautical Information
Publications. 14.3.1.2 The use of long messages or
messages with multiple clearance elements,
14.2.2 Airborne-initiated CPDLC multiple clearance request elements or
messages with a combination of clearances
14.2.2.1 When an ATC unit receives an and information should be avoided where
unexpected request for CPDLC from an possible.
aircraft, the circumstances leading to the
April 30, 2008 14 - 1

14.3.1.3 When CPDLC is being used, and Note.— For example, if SAS445, maintaining
the intent of the message is included in the FL290, had been instructed via CPDLC to climb
CPDLC message set contained in Appendix to FL350, and the controller needs to correct the
5 PANS ATM DOC 4444, the associated clearance utilizing voice communications, the
following phrase might be used:
message shall be used.
SAS445 DISREGARD CPDLC CLIMB
14.3.1.4 Except as provided by 14.3.5.1,
CLEARANCE MESSAGE, BREAK, CLIMB
when a controller or pilot communicates via
TO FL310.
CPDLC, the response should be via
CPDLC. When a controller or pilot
14.3.1.5.3 If a CPDLC message that
communicates via voice, the response
requires an operational response is
should be via voice.
subsequently negotiated via voice, an
appropriate CPDLC message closure
14.3.1.5 Whenever a correction to a
response shall be sent, to ensure proper
message sent via CPDLC is deemed
synchronization of the CPDLC dialogue.
necessary or the contents of a message
This could be achieved either by explicitly
needs to be clarified, the controller or pilot
instructing the recipient of the message via
shall use the most appropriate means
voice to close the dialogue or by allowing
available for issuing the correct details or for
the system to automatically close the
providing clarification.
dialogue.
Note.— The following procedures may be
applied by the controller, in terms of correcting 14.3.2 Attributes of CPDLC message
clearances, instructions or information, or by a
pilot, in terms of correcting a reply to an uplink Message attributes dictate certain message
message or correcting previously advised hand-ling requirements for the CPDLC user
requests or information. receiving a message. Each CPDLC
message has three attributes: Urgency,
14.3.1.5.1 When voice communications are Alert and Response.
used to correct a CPDLC message for which
no operational response has yet been 14.3.2.1 URGENCY
received, the controller’s or pilot’s
transmission shall be prefaced by the The urgency attribute delineates the
phrase: “DISREGARD CPDLC (message queuing requirements for received
type) MESSAGE, BREAK” — followed by messages that are displayed to the end-
the correct clearance, instruction, user. Urgency types are presented as:
information or request.
Urgency attribute (uplink and downlink)
Note.— It is possible that, at the time the voice
communicated clarification is transmitted, the Type Description Precedence
CPDLC message being referred to has not yet
D Distress 1
reached the recipient, or has reached the
recipient but not acted upon, or has reached the U Urgent 2
recipient and acted upon. N Normal 3
L Low 4
14.3.1.5.2 When referring to, and identifying,
the CPDLC message to be disregarded, 14.3.2.2 ALERT
caution should be exercised in its phrasing
so as to avoid any ambiguity with the The alert attribute delineates the type of
issuance of the accompanying corrected alerting required upon message receipt.
clearance, instruction, information or Alert types are presented in following table
request. table:
April 30, 2008 14 - 2

Alert attribute (uplink and downlink)

Note.— A separate CPDLC message (or
Type Description Precedence messages) may subsequently be transmitted to
H High 1 respond to those elements that can be
accommodated.
M Medium 2
L Low 3
14.3.2.3.6 When all elements of a single or
N No alerting required 4
multi-element clearance request can be
14.3.2.3 RESPONSE accommodated, the controller shall respond
with clearances corresponding to each
14.3.2.3.1 The response attribute element of the request. This response
delineates valid responses for a given should be a single uplink message.
message element. Response types for Note.— For example, whilst messages
uplink messages are presented in Table 14- containing multi-element clearance requests are
A for uplink messages and Table 14-B for to be avoided, a multi-element downlink
downlink messages. message containing the indicated message
elements:
14.3.2.3.2 When a multi-element message
requires a response and the response is in REQUEST CLEARANCE YQM YYG YYT
the form of a single message element, the YQX TRACK X EINN FPL EDDF
response shall apply to all message REQUEST CLIMB TO FL350
elements. REQUEST MACH 0.84
Note.— For example, given a multi-element
message containing CLIMB TO FL310 MAINTAIN could be responded to with
MACH .84, a WILCO response applies to, and
indicates compliance with, both elements of the CLEARED YQM YYG YYT YQX TRACK X
message. EINN EDDF
CLIMB TO FL350
14.3.2.3.3 When a single message element REPORT MAINTAINING
clearance or any part of a multi-element CROSS YYG AT OR AFTER 1150Z
clearance message cannot be complied NO SPEED RESTRICTION
with, the pilot shall send an UNABLE
response for the whole message. 14.3.2.3.7 When a CPDLC message
contains more than one message element
14.3.2.3.4 The controller shall respond and the response attribute for the message
with an UNABLE message that applies to all is Y, when utilized, the single response
elements of the request when no element(s) message shall contain the corresponding
of a single or multi-element clearance number of replies and in the same order.
request can be approved. The current
clearance(s) shall not be restated. Note.— For example, a multi-element uplink
message containing
14.3.2.3.5 When a multi-element clearance CONFIRM SQUAWK
request can only be partially WHEN CAN YOU ACCEPT FL410
accommodated, the controller shall respond
with an UNABLE message applying to all could be responded to with
the message elements of the request and, if SQUAWKING 5525
appropriate, include a reason and/or WE CAN ACCEPT FL410 AT 1636Z.
information on when a clearance may be
expected.
April 30, 2008 14 - 3

Table 14 A Response attribute (uplink)
Type Response required Valid responses Precedence

WILCO, UNABLE, STANDBY,
NOT CURRENT DATA AUTHORITY,
NOT AUTHORIZED NEXT DATA
W/U Yes AUTHORITY, 1
LOGICAL ACKNOWLEDGMENT (only if
required),
ERROR
A/N Yes AFFIRM, NEGATIVE, STANDBY, 2

AUTHORITY,
LOGICAL ACKNOWLEDGMENT (only if
required),
ERROR
R Yes ROGER, UNABLE, STANDBY, 3
AUTHORITY,
LOGICAL ACKNOWLEDGMENT
(only if required),
ERROR
Y Yes Any CPDLC downlink message, 4
LOGICAL ACKNOWLEDGEMENT (only if
required)
N No, unless logical LOGICAL ACKNOWLEDGMENT (only if 5
acknowledgement required),
required NOT CURRENT DATA AUTHORITY,
AUTHORITY,
ERROR
Table 14 B Response attribute (downlink)
Type Response required Valid responses Precedence

Y Yes Any CPDLC uplink message, 1
LOGICAL
ACKNOWLEDGEMENT
(only if
required)
N No, unless logical LOGICAL 2
acknowledgement ACKNOWLEDGMENT (only
required if
required),
SERVICE UNAVAILABLE,
FLIGHT PLAN NOT HELD,
ERROR
April 30, 2008 14 - 4

14.3.3 Transfer of CPDLC messages is intended to reduce the possibility of

misinterpretation & ambiguity.
Note.— Action to be taken in the event of the
failure of a single CPDLC message is covered in Note 2.— Provisions concerning the use of pre-
paragraph 14.3.8. formatted free text messages are contained in
Annex 10, Volume II,
14.3.3.1 When CPDLC is transferred, the
transfer of voice communications and 14.3.5 Emergencies, hazards
CPDLC shall commence concurrently.
14.6.1 When a CPDLC emergency message
14.3.3.2 When an aircraft is transferred is received, the controller shall acknowledge
from an ATC unit where CPDLC is available receipt of the message by the most efficient
to an ATC unit where CPDLC is not means available.
available, CPDLC termination shall
commence concurrent with the transfer of 14.6.2 When responding via CPDLC to a
voice communications. report indicating unlawful interference,
uplink message ROGER 7500 shall be
14.3.3.3 When a transfer of CPDLC results used.
in a change of data authority, and there are
still messages for which the closure 14.6.3 When responding via CPDLC to all
response has not been received (i.e. other emergency or urgency messages,
messages outstanding), the controller uplink message ROGER shall be used.
transferring the CPDLC shall be informed.
14.6.4 When a CPDLC message requires
14.3.3.3.1 If the controller needs to transfer a logical acknowledgment and/or an
the aircraft without replying to any downlink operational response, and such a response
message(s) outstanding, the system shall is not received, the pilot or controller, as
have the capability to automatically send the appropriate shall be alerted.
appropriate closure response message(s).
In such cases, the contents of any 14.3.6 Failure of CPDLC
automatically sent closure response
message(s) shall be promulgated in local 14.7.1.1 The controller and pilot shall be
instructions / MATS II. alerted to the failure of CPDLC as soon as
the failure has been detected.
14.3.3.3.2 When the controller decides to
transfer the aircraft without receiving pilot 14.7.1.2 When a controller or pilot is alerted
responses to any uplink message(s) that CPDLC has failed, and the controller or
outstanding, the controller should revert to pilot needs to communicate prior to CPDLC
voice communications to clarify any being restored, the controller or pilot should
ambiguity associated with the message(s) revert to voice, if possible, and preface the
outstanding. information with the phrase: CPDLC FAILURE.
14.3.4 Free text messages 14.7.1.3 Controllers having a requirement

to transmit information concerning a
The use of free text messages by controllers complete CPDLC ground system failure to
or pilots, other than pre-formatted free text all stations likely to intercept, should preface
messages, should be avoided. such transmission by the general call ALL
STATIONS CPDLC FAILURE, followed by the
Note 1.— Whilst it is recognized that non-routine identification of the calling station.
and emergency situations may necessitate use
of free text, avoidance of utilizing free text
April 30, 2008 14 - 5

Note.— No reply is expected to such general 14.3.9 Discontinuation of the use of

calls unless individual stations are subsequently CPDLC pilot requests
called to acknowledge receipt.
14.3.9.1 When a controller requires all
14.7.1.4 When CPDLC fails and stations or a specific flight to avoid sending
communications revert to voice, all CPDLC CPDLC requests for a limited period of time,
messages outstanding should be the following phrase shall be used:
considered not delivered and the entire
dialogue involving the messages ((call sign) or ALL STATIONS) STOP
outstanding should be recommenced by SENDING CPDLC REQUESTS [UNTIL
voice. ADVISED] [(reason)]
14.7.1.5 When CPDLC fails but is Note.— Under these circumstances, CPDLC
restored prior to a need to revert to voice remains available for the pilot to, if necessary,
communications, all messages out-standing respond to messages, to report information and,
should be considered not delivered and the to declare and cancel an emergency.
entire dialogue involving the messages
outstanding should be recommenced via 14.3.9.2 The resumption of the normal use
CPDLC. of CPDLC shall be advised by using the
following phrase:
14.3.7 Intentional shutdown of
CPDLC ((call sign) or ALL STATIONS) RESUME
14.7.2.1 When a system shutdown of the NORMAL CPDLC OPERATIONS
communications network or the CPDLC
ground system is planned, a NOTAM shall 14.3.10 Testing of CPDLC
be published to inform all affected parties of
the shutdown period and, if necessary, the Where the testing of CPDLC with an aircraft
details of the voice communication could affect the air traffic services being
frequencies to be used. provided to the aircraft, coordination shall be
effected prior to such testing.
14.7.2.2 Aircraft currently in
communication with the ATC unit shall be
informed by voice or CPDLC of any
imminent loss of CPDLC service.
14.3.8 Failure of a single CPDLC

message
14.3.8.1 When a controller or pilot is alerted

that a single CPDLC message has failed,
the controller or pilot shall take one of the
following actions as appropriate:
a) via voice, confirm the actions that will be

undertaken with respect to the related
dialogue, prefacing the information with
the phrase:
CPDLC MESSAGE FAILURE;
b) via CPDLC, reissue the CPDLC

message that failed.
April 30, 2008 14 - 6

Chapter 15
PROCEDURES RELATING TO EMERGENCIES,

COMMUNICATION FAILURE AND CONTIGENCIES
15.1 EMERGENCY PROCEDURES 15.1.1.2 When an emergency is declared by

an aircraft, the ATS unit should take
15.1.1 General appropriate and relevant action as follows:
15.1.1.1 The various circumstances a) unless clearly stated by the flight crew
surrounding each emergency situation or otherwise known, take all necessary
preclude the establishment of exact detailed steps to ascertain aircraft identification
procedures to be followed. The procedures and type, the type of emergency, the
outlined herein are intended as a general intentions of the flight crew as well as
guide to air traffic services personnel. Air the position and level of the aircraft;
traffic control units shall maintain full and b) decide upon the most appropriate type
complete coordination, and personnel shall of assistance which can be rendered;
use their best judgement in handling c) enlist the aid of any other ATS unit or
emergency situations. other services which may be able to
provide assistance to the aircraft;
Note 1.— Additional procedures to be applied in d) provide the flight crew with any
relation to emergencies and contingencies whilst information requested as well as any
using an ATS surveillance system are described additional relevant information, such as
below: details on suitable aerodromes,
minimum safe altitudes, weather
(i) In the event of an aircraft in, or appearing to
be in, any form of emergency, every information;
assistance shall be provided by the controller, e) obtain from the operator or the flight
and the procedures prescribed herein may be crew such of the following information
varied according to the situation. as may be relevant: number of persons
on board, amount of fuel remaining,
(ii) The progress of an aircraft in emergency possible presence of hazardous
shall be monitored and (whenever possible) materials and the nature thereof; and
plotted on the situation display until the f) notify the appropriate ATS units and
aircraft passes out of coverage of the ATS authorities as specified in local
surveillance system, and position information
instructions.
shall be provided to all air traffic services
units which may be able to give assistance to
the aircraft. Transfer to adjacent sectors shall 15.1.1.3 Changes of radio frequency and
also be effected when appropriate. SSR code should be avoided if possible and
should normally be made only when or if an
Note 2:— If the pilot of an aircraft encountering a improved service can be provided to the
state of emergency has previously been directed aircraft concerned. Manoeuvring instructions
by ATC to select a specific transponder code to an aircraft experiencing engine failure
and/or an ADS-B emergency mode, that should be limited to a minimum. When
code/mode will normally be maintained unless, appropriate, other aircraft operating in the
in special circumstances, the pilot has decided
vicinity of the aircraft in emergency should
or has been advised otherwise. Where ATC has
not requested a code or emergency mode to be be advised of the circumstances.
set, the pilot will set the transponder to Mode A
Code 7700 and/or the appropriate ADS-B Note.— Requests to the flight crew for the
emergency mode. information contained in 15.1.1.2 e) will be made
April 30, 2008 15 - 1

only if the information is not available from the of the flight, without expecting a reply
operator or from other sources and will be limited from the aircraft;
to essential information.
b) monitor and plot the progress of the flight
15.1.2 Priority with the means available, and coordinate
transfer of control with adjacent ATS
An aircraft known or believed to be in a state units without requiring transmissions or
of emergency, including being subjected to other responses from the aircraft, unless
unlawful interference, shall be given communication with the aircraft remains
maximum consideration, assistance and normal;
priority over other aircraft as may be
necessitated by the circumstances. c) inform, and continue to keep informed,
appropriate ATS units, including those in
adjacent FIRs, which may be concerned
15.1.3 Unlawful interference and with the progress of the flight;
aircraft bomb threat
Note.— In applying this provision, account
15.1.3.1 Air traffic services personnel shall must be taken of all the factors which may
be prepared to recognize any indication of affect the progress of the flight, including fuel
the occurrence of unlawful interference with endurance and the possibility of sudden
an aircraft. changes in route and destination. The
objective is to provide, as far in advance as is
Note.— An aircraft equipped with an SSR practicable in the circumstances, each ATS
transponder is expected to operate the unit with appropriate information as to the
transponder on Mode A Code 7500 to indicate expected or possible penetration of the
specifically that it is the subject of unlawful aircraft into its area of responsibility.
interference. The aircraft may operate the
transponder on Mode A Code 7700, to indicate d) notify:
that it is threatened by grave and imminent
danger and requires immediate assistance. An 1) the operator or its designated
aircraft equipped with other surveillance system representative;
transmitters, including ADS-B and ADS-C, might
send the emergency and/or urgency signal by all
of the available means. 2) the appropriate rescue coordination
centre in accordance with
15.1.3.2 Whenever unlawful interference appropriate alerting procedures;
with an aircraft is known or suspected or a
bomb threat warning has been received, 3) appropriate authority designated by
ATS units shall promptly attend to requests the state;
by, or to anticipated needs of, the aircraft,
including requests for relevant information e) relay appropriate messages, relating to
relating to air navigation facilities, the circumstances associated with the
procedures and services along the route of unlawful interference, between the
flight and at any aerodrome of intended aircraft and designated authorities.
landing, and shall take such action as is
Note.—Follow procedures enumerated in DARA
necessary to expedite the conduct of all
Circular 9 of 1978 and Contingency Plan to deal
phases of the flight, especially the safe with Unlawful Interference.
landing of the aircraft.
15.1.3.4 The following additional procedures
15.1.3.2.1 ATS units shall also:
shall apply if a threat is received indicating
that a bomb or other explosive device has
a) transmit, and continue to transmit,
been placed on board a known aircraft. The
information pertinent to the safe conduct
April 30, 2008 15 - 2

ATS unit receiving the threat information 15.1.3.10 An aircraft known or believed to
shall: be the subject of unlawful interference or
which for other reasons needs isolation from
a) if in direct communication with the normal aerodrome activities shall be cleared
aircraft, advise the flight crew without to the designated isolated parking position.
delay of the threat and the Where such an isolated parking position has
circumstances surrounding the threat; not been designated, or if the designated
or position is not available, the aircraft shall be
cleared to a position within the area or areas
b) if not in direct communication with the selected by prior agreement with the
aircraft, advise the flight crew by the aerodrome authority. The taxi clearance
most expeditious means through other shall specify the taxi route to be followed to
ATS units or other channels. the parking position. This route shall be
selected with a view to minimizing any
15.1.3.5 The ATS unit in communication security risks to the public, other aircraft and
with the aircraft shall ascertain the intentions installations at the aerodrome.
of the flight crew and report those intentions
to other ATS units which may be concerned 15.1.4 Emergency descent
with the flight.
15.1.4.1 Upon receipt of advice that an
15.1.3.6 The aircraft shall be handled in aircraft is making an emergency descent
the most expeditious manner whilst through other traffic, all possible action shall
ensuring, to the extent possible, the safety be taken immediately to safeguard all
of other aircraft and that personnel and aircraft concerned. When deemed
ground installations are not put at risk. necessary, air traffic control units shall
immediately broadcast by means of the
15.1.3.7 Aircraft in flight shall be given re- appropriate radio aids, or if not possible,
clearance to a requested new destination request the appropriate communications
without delay. Any request by the flight crew stations immediately to broadcast an
to climb or descend for the purpose of emergency message.
equalizing or reducing the differential
between the outside air pressure and the 15.1.4.2 Action by the pilot-in-command
cabin air pressure shall be approved as It is expected that aircraft receiving such a
soon as possible. broadcast will clear the specified areas and
stand by on the appropriate radio frequency
15.1.3.8 An aircraft on the ground should for further clearances from the air traffic
be advised to remain as far away from other control unit.
aircraft and installations as possible and, if
appropriate, to vacate the runway. The 15.1.4.3 Subsequent action by the air
aircraft should be instructed to taxi to a traffic control unit
designated or isolated parking area in
accordance with local instructions. Should Immediately after such an emergency
the flight crew disembark passengers and broadcast has been made the ACC, the
crew immediately, other aircraft, vehicles approach control unit, or the aerodrome
and personnel should be kept at a safe control tower concerned shall forward
distance from the threatened aircraft. further clearances to all aircraft involved as
to additional procedures to be followed
15.1.3.9 ATS units shall not provide any during and subsequent to the emergency
advice or suggestions concerning action to descent. The ATS unit concerned shall
be taken by the flight crew in relation to an additionally inform any other ATS units and
explosive device. control sectors which may be affected.
April 30, 2008 15 - 3

15.2 SPECIAL PROCEDURES FOR IN- 15.2.2.3 If prior clearance cannot be

FLIGHT CONTINGENCIES IN obtained, an ATC clearance shall be
OCEANIC AIRSPACE obtained at the earliest possible time and,
until a revised clearance is received, the
15.2.1 Introduction pilot shall:
15.2.1.1 Although all possible contingencies a) leave the assigned route or track by
cannot be covered, the procedures in 15.2.2 initially turning 90 degrees to the right or
and 15.2.3 provide for the more frequent to the left. When possible, the direction of
cases such as: the turn should be determined by the
position of the aircraft relative to any
a) inability to maintain assigned flight level organized route or track system. Other
due to meteorological conditions, aircraft factors which may affect the direction of
performance or pressurization failure; the turn are:
b) en route diversion across the prevailing
traffic flow; and 1) the direction to an alternate airport,
c) loss of, or significant reduction in, the terrain clearance;
required navigation capability when 2) any lateral offset being flown, and
operating in an airspace where the 3) the flight levels allocated on adjacent
navigation performance accuracy is a routes or tracks.
prerequisite to the safe conduct of flight
operations. b) following the turn, the pilot should:
15.2.1.2 With regard to 15.2.1.1 a) and b), 1) if unable to maintain the assigned
the procedures are applicable primarily flight level, initially minimize the rate of
when rapid descent and/or turn-back or descent to the extent that is
diversion is required. The pilot’s judgment operationally feasible;
shall determine the sequence of actions to 2) take account of other aircraft being
be taken, having regard to the prevailing laterally offset from its track;
circumstances. Air traffic control shall render 3) acquire and maintain in either
all possible assistance. direction a track laterally separated by
28 km (15 NM) from the assigned
15.2.2 General procedures route; and
4) once established on the offset track,
15.2.2.1 If an aircraft is unable to continue climb or descend to select a flight level
the flight in accordance with its ATC which differs from those normally used
clearance, and/or an aircraft is unable to by 150 m (500 ft);
maintain the navigation performance
accuracy specified for the airspace, a c) establish communications with and alert
revised clearance shall be obtained, nearby aircraft by broadcasting, at
whenever possible, prior to initiating any suitable intervals: aircraft identification,
action. flight level, position (including the ATS
route designator or the track code, as
15.2.2.2 The radiotelephony distress signal appropriate) and intentions on the
(MAYDAY) or urgency signal (PAN PAN) frequency in use and on 121.5 MHz (or,
preferably spoken three times shall be used as a back-up, on the inter-pilot air-to-air
as appropriate. Subsequent ATC action with frequency 123.45 MHz);
respect to that aircraft shall be based on the
intentions of the pilot and the overall air d) maintain a watch for conflicting traffic
traffic situation. both visually and by reference to ACAS
(if equipped);
April 30, 2008 15 - 4

e) turn on all aircraft exterior lights completed and the aircraft has returned to
commensurate with appropriate its cleared route.
operating limitations);
15.2.3.2 Actions to be taken when
f) keep the SSR transponder on at all controller-pilot communications are
times; and established
g) take action as necessary to ensure the 15.2.3.2.1 The pilot should notify ATC and
safety of the aircraft. request clearance to deviate from track,
15.2.2.3.1 When leaving the assigned track advising, when possible, the extent of the
to acquire and maintain the track laterally deviation expected.
separated by 28 km (15 NM), the flight crew,
should, where practicable, avoid bank 15.2.3.2.2 ATC should take one of the
angles that would result in overshooting the following actions:
track to be acquired, particularly in airspace
where a 55.5 km (30 NM) lateral separation a) when appropriate separation can be
minimum is applied. applied, issue clearance to deviate from
track; or
15.2.2.4 Extended range operations by b) if there is conflicting traffic and ATC is
aeroplanes with two-turbine power-units unable to establish appropriate
(ETOPS) separation, ATC shall:
15.2.2.4.1 If the contingency procedures are 1) advise the pilot of inability to issue
employed by a twin-engine aircraft as a clearance for the requested deviation;
result of an engine shutdown or failure of an 2) advise the pilot of conflicting traffic;
ETOPS critical system, the pilot should and
advise ATC as soon as practicable of the 3) request the pilot’s intentions.
situation, reminding ATC of the type of
aircraft involved, and request expeditious 15.2.3.2.3 The pilot should take the
handling. following actions:
15.2.3 Weather deviation procedures a) comply with the ATC clearance issued; or
b) advise ATC of intentions and execute the
15.2.3.1 General procedures detailed in 15.2.3.3
Note.— The following procedures are intended 15.2.3.3 Actions to be taken if a revised
for deviations around adverse meteorological ATC clearance cannot be obtained
conditions.
Note.— The provisions of this section apply to
15.2.3.1.1 When the pilot initiates situations where a pilot needs to exercise the
communications with ATC, a rapid response authority of a pilot-in-command under the
may be obtained by stating “WEATHER provisions of Annex 2, 2.3.1.
DEVIATION REQUIRED” to indicate that
priority is desired on the frequency and for If the aircraft is required to deviate from
ATC response. When necessary, the pilot track to avoid adverse meteorological
should initiate the communications using the conditions and prior clearance cannot be
urgency call “PAN PAN” (preferably spoken obtained, an ATC clearance shall be
three times). obtained at the earliest possible time. Until
an ATC clearance is received the pilot shall
15.2.3.1.2 The pilot shall inform ATC when take the following actions:
weather deviation is no longer required, or
when a weather deviation has been
April 30, 2008 15 - 5

i) if possible, deviate away from an viii) if contact was not established prior to
organized track or route system; deviating, continue to attempt to contact
ATC to obtain a clearance. If contact was
ii) establish communications with and alert established, continue to keep ATC
nearby aircraft by broadcasting, at advised of intentions and obtain essential
suitable intervals: aircraft identification, traffic information.
flight level, position (including ATS route
designator or the track code) and 15.2.4 Procedures for strategic lateral
intentions, on the frequency in use and offsets in oceanic and remote continental
on 121.5 MHz (or, as a back-up, on the airspace
inter-pilot air-to-air frequency 123.45
MHz); Note 1.— Annex 2, 3.6.2.1.1 requires
authorization for the application of strategic
iii) watch for conflicting traffic both visually lateral offsets from the appropriate ATS authority
and by reference to ACAS (if equipped); responsible for the airspace concerned.
Note 2.— The following incorporates lateral

Note.— If, as a result of actions taken under the
offset procedures for both the mitigation of the
provisions of 15.2.3.3.1 b) and c) above, the pilot
increasing lateral overlap probability due to
determines that there is another aircraft at or
increased navigation accuracy, and wake
near the same flight level with which a conflict
turbulence encounters.
may occur, then the pilot is expected to adjust
the path of the aircraft, as necessary, to avoid
Note 3.— The use of highly accurate navigation
conflict.
systems (such as the global navigation satellite
system (GNSS)) by an increasing proportion of
iv) turn on all aircraft exterior lights the aircraft population has had the effect of
(commensurate with appropriate reducing the magnitude of lateral deviations from
operating limitations); the route centre line and, consequently,
increasing the probability of a collision, should a
v) for deviations of less than 19 km (10 NM) loss of vertical separation between aircraft on
remain at a level assigned by ATC; the same route occur.
vi) for deviations greater than 19 km (10 15.2.4.1 The following shall be taken into
NM), when the aircraft is approximately account by the appropriate ATS authority
19 km (10 NM) from track, initiate a level when authorizing the use of strategic lateral
change in accordance with Table shown offsets in a particular airspace:
below;
a) strategic lateral offsets shall only be
Route centre Deviations Level change authorized in en route oceanic or remote
line track > 19 km (10 NM) continental airspace. Where part of the
EAST LEFT DESCEND 90 m airspace in question is provided with an
000/ - 179/ RIGHT (300 ft) ATS surveillance service, transiting
magnetic CLIMB 90 m aircraft should normally be allowed to
(300 ft)
initiate or continue offset tracking;
WEST LEFT CLIMB 90 m
180/ - 359/ RIGHT (300 ft) b) strategic lateral offsets may be
magnetic DESCEND 90 m
(300 ft) authorized for the following types of
routes (including where routes or route
systems intersect):
vii)when returning to track, be at its
assigned flight level when the aircraft is 1) uni-directional and bi-directional
within approximately 19 km (10 NM) of routes; and
the centre line; and
April 30, 2008 15 - 6

2) parallel route systems where the Note 3.— Pilots are not required to inform ATC
spacing between route centre lines is that a strategic lateral offset is being applied.
not less than 55.5 km (30 NM);
15.3 AIR-GROUND OMMUNICATIONS
c) in some instances it may be necessary to FAILURE
impose restrictions on the use of
strategic lateral offsets, e.g. where their Note 1.— Procedures to be applied in relation to
application may be inappropriate for an aircraft experiencing air-ground
reasons related to obstacle clearance; communication failure when providing ATS
surveillance services are contained in chapter 8,
Section 8.19.3.
d) strategic lateral offset procedures should
be implemented on a regional basis after Note 2.— An aircraft equipped with an SSR
coordination between all States involved; transponder is expected to operate the
transponder on Mode A Code 7600 to indicate
e) the routes or airspace where application that it has experienced air-ground
of strategic lateral offsets is authorized, communication failure. An aircraft equipped with
and the procedures to be followed by other surveillance system transmitters, including
pilots, shall be promulgated in ADS-B and ADS-C, might indicate the loss of air-
aeronautical information publications ground communication by all of the available
(AIPs); and means.
Note 3.— See also Chapter 6, 6.3.2.4

f) air traffic controllers shall be made aware concerning departure clearances containing no
of the airspace within which strategic geographical or time limit for an initial level and
lateral offsets are authorized. procedures to be applied in relation to an aircraft
experiencing air ground communication failure
15.2.4.1.1 The decision to apply a strategic under such circumstances.
lateral offset shall be the responsibility of the
flight crew. The flight crew shall only apply Note 4. — See also Chapter 5, 5.4.2.6.3.12, for
strategic lateral offsets in airspace where additional requirements applying to
such offsets have been authorized by the communication failure during the application of
appropriate ATS authority and when the the 50 NM longitudinal RNAV/RNP 10
aircraft is equipped with automatic offset separation minimum.
tracking capability.
15.3.1 Action by air traffic control units when
15.2.4.1.2 The strategic lateral offset shall unable to maintain two-way communication
be established at a distance of 1.85 km (1 with an aircraft operating in a control area or
NM) or 3.7 km (2 NM) to the right of the control zone shall be as outlined in the
centre line relative to the direction of flight. paragraphs which follow.
Note 1.— Pilots may contact other aircraft 15.3.2 As soon as it is known that two-way
on the air-to-air frequency 123.45 MHz to communication has failed, action shall be
coordinate offsets. taken to ascertain whether the aircraft is
able to receive transmissions from the air
Note 2.— The strategic lateral offset procedure traffic control unit by requesting it to execute
has been designed to include offsets to mitigate a specified manoeuvre which can be
the effects of wake turbulence of preceding observed by radar or ADS-B or to transmit, if
aircraft. If wake turbulence needs to be avoided, possible, a specified
one of the three available options (centre line, signal in order to indicate acknowledgement.
1.85 km (1 NM) or 3.7 km (2 NM) right offset)
may be used 15.3.3 If the aircraft fails to indicate that it is
able to receive and acknowledge
transmissions, separation shall be
April 30, 2008 15 - 7

maintained between the aircraft having the whichever is later and thereafter
communication failure and other aircraft, adjust level and speed in accordance
based on the assumption that the aircraft with the filed flight plan;
will:
3) when being vectored or having been
a) if in visual meteorological conditions: directed by ATC to proceed offset
using RNAV without a specified limit,
1) continue to fly in visual meteorological proceed in the most direct manner
conditions; possible to rejoin the current flight plan
2) land at the nearest suitable route no later than the next significant
aerodrome; and point, taking into consideration the
3) report its arrival by the most applicable minimum flight altitude;
expeditious means to the appropriate 4) proceed according to the current flight
air traffic control unit; or plan route to the appropriate
designated navigation aid or fix
b) if in instrument meteorological conditions serving the destination aerodrome
or when conditions are such that it does and, when required to ensure
not appear feasible to likely that the pilot compliance with 5) below, hold over
will complete the flight in accordance with this aid or fix until commencement of
a): descent;
5) commence descent from the
1) unless otherwise prescribed on the navigation aid or fix specified in 4) at,
basis of a regional air navigation or as close as possible to, the
agreement, in airspace where expected approach time last received
procedural separation is being and acknowledged; or, if no expected
applied, maintain the last assigned approach time has been received and
speed and level, or minimum flight acknowledged, at, or as close as
altitude if higher, for a period of 20 possible to, the estimated time of
minutes following the aircraft’s failure arrival resulting from the current flight
to report its position over a plan;
compulsory reporting point and 6) complete a normal instrument
thereafter adjust level and speed in approach procedure as specified for
accordance with the filed flight plan; the designated navigation aid or fix;
or, and
2) in airspace where an ATS surveillance 7) land, if possible, within 30 minutes
system is used in the provision of air after the estimated time of arrival
traffic control, maintain the last specified in 5) or the last
assigned speed and level, or minimum acknowledged expected approach
flight altitude if higher, for a period of 7 time, whichever is later.
minutes following:
Note 1.— Provisions related to minimum levels
(i) the time the last assigned level or are contained in Annex 2, 5.1.2.
minimum flight altitude is reached;
or Note 2.— As evidenced by the meteorological
conditions prescribed therein, 15.2.3 a) 15.3.3.
(ii) the time the transponder is set to
a) relates to all controlled flights, whereas 15.2.3
Code 7600; or the ADS-B b) 15.3.3. b) relates only to IFR flights.
transmitter is set to indicate the
loss of air-ground Note 3:- See also 8.5.6.1 b) concerning the
communications; or requirement for the flight crew to be informed of
(iii) the aircraft’s failure to report its what a vector is to accomplish and the limit of
position over a compulsory point; the vector.
April 30, 2008 15 - 8

15.3.4 Action taken to ensure suitable information specified in the filed flight plan, if
separation shall cease to be based on the such information is not available.
assumption stated in 15.2.3 15.3.3 when:
15.3.8 If circumstances indicate that a
a) it is determined that the aircraft is controlled flight experiencing a
following a procedure differing from that communication failure might proceed to (one
in 15.3.3 ; or of) the alternate aerodrome(s) specified in
b) through the use of electronic or other the filed flight plan, the air traffic control
aids, air traffic control units determine unit(s) serving the alternate aerodrome(s)
that action differing from that required and any other air traffic control units that
by 15.3.3 may be taken without might be affected by a possible diversion
impairing safety; or shall be informed of the circumstances of
c) positive information is received that the the failure and requested to attempt to
aircraft has landed. establish communication with the aircraft at
a time when the aircraft could possibly be
15.3.5 As soon as it is known that two-way within communication range. This shall
communication has failed, appropriate apply particularly when, by agreement with
information describing the action taken by the operator or a designated representative,
the air traffic control unit, or instructions a clearance has been transmitted blind to
justified by any emergency situation, shall the aircraft concerned to proceed to an
be transmitted blind for the attention of the alternate aerodrome, or when
aircraft concerned, on the frequencies meteorological conditions at the aerodrome
available on which the aircraft is believed to of intended landing are such that a diversion
be listening, including the voice frequencies to an alternate is considered likely.
of available radio navigation or approach
aids. Information shall also be given 15.3.9 When an air traffic control unit
concerning: receives information that an aircraft, after
experiencing a communication failure has
a) meteorological conditions favourable to re-established communication or has
a cloud-breaking procedure in areas landed, that unit shall inform the air traffic
where congested traffic may be services unit in whose area the aircraft was
avoided; and operating at the time the failure occurred,
b) meteorological conditions at suitable and other air traffic services units concerned
aerodromes. along the route of flight, giving necessary
information for the continuation of control if
15.3.6 Pertinent information shall be the aircraft is continuing in flight.
given to other aircraft in the vicinity of the
presumed position of the aircraft 15.3.10 If the aircraft has not reported
experiencing the failure. within thirty minutes after:
a) the estimated time of arrival furnished
15.3.7 As soon as it is known that an by the pilot;
aircraft which is operating in its area of b) the estimated time of arrival calculated
responsibility is experiencing an apparent by the ACC; or
radio communication failure, an air traffic c) the last acknowledged expected
services unit shall forward information approach time,
concerning the radio communication failure
to all air traffic services units concerned whichever is latest, pertinent information
along the route of flight. The ACC in whose concerning the aircraft shall be forwarded to
area the destination aerodrome is located aircraft operators, or their designated
shall take steps to obtain information on the representatives, and pilots-in-command of
alternate aerodrome(s) and other relevant any aircraft concerned and normal control
resumed if they so desire. It is the
April 30, 2008 15 - 9

responsibility of the aircraft operators, or 15.4.1.3 Navigation assistance to help the

their designated representatives, and pilots- pilot determine the aircraft position may be
in-command of aircraft to determine whether provided by use of ATS surveillance system,
they will resume normal operations or take direction-finder, navigation aids or sighting
other action. by another aircraft. Care must be taken
when providing navigation assistance to
15 .4 ASSISTANCE TO VFR FLIGHTS ensure that the aircraft does not enter cloud.
15.4.1 Strayed VFR flights and VFR Note.— The possibility of a VFR flight becoming
flights encountering adverse strayed as a result of encountering adverse
meteorological conditions meteorological conditions must be recognized.
Note.— A strayed aircraft is an aircraft which has 15.4.1.4 The pilot should be provided with
deviated significantly from its intended track or reports and information on suitable
which reports that it is lost. aerodromes in the vicinity where visual
meteorological conditions exist.
15.4.1.1 A VFR flight reporting that it is
uncertain of its position or lost, or 15.4.1.5 If reporting difficulty in maintaining
encountering adverse meteorological or unable to maintain VMC, the pilot should
conditions, should be considered to be in a be informed of the minimum flight altitude of
state of emergency and handled as such. the area where the aircraft is, or is believed
The controller shall, under such to be. If the aircraft is below that level, and
circumstances, communicate in a clear, the position of the aircraft has been
concise and calm manner and care shall be established with a sufficient degree of
taken, at this stage, not to question any fault probability, a track or heading, or a climb,
or negligence that the pilot may have may be suggested to bring the aircraft to a
committed in the preparation or conduct of safe level.
the flight. Depending on the circumstances,
the pilot should be requested to provide any 15.4.1.6 Assistance to a VFR flight should
of the following information considered only be provided using an ATS surveillance
pertinent so as to better provide assistance: system upon the request or concurrence of
the pilot. The type of service to be provided
a) aircraft flight conditions; should be agreed with the pilot.
b) position (if known) and level;
c) airspeed and heading since last known 15.4.1.7 When providing such assistance
position, if pertinent; in adverse meteorological conditions, the
d) pilot experience; primary objective should be to bring the
e) navigation equipment carried and if any aircraft into VMC as soon as possible.
navigation aid signals are being Caution must be exercised to prevent the
received; aircraft from entering cloud.
f) SSR Mode and code selected if
relevant; 15.4.1.8 Should circumstances be such
g) ADS-B capability; that IMC cannot be avoided by the pilot, the
h) departure and destination aerodromes; following guidelines may be followed:
i) number of persons on board; a) other traffic on the ATC frequency not
j) endurance. able to provide any assistance may be
instructed to change to another
15.4.1.2 If communications with the frequency to ensure uninterrupted
aircraft are weak or distorted, it should be communications with the aircraft;
suggested that the aircraft climb to a higher alternatively the aircraft being assisted
level, provided meteorological conditions may be instructed to change to
and other circumstances permit. another frequency;
April 30, 2008 15 - 10

b) ensure, if possible, that any turns by b) use all available means to determine
the aircraft are carried out clear of its position;
cloud; c) inform other ATS units into whose
c) instructions involving abrupt area the aircraft may have strayed or
manoeuvres should be avoided; and may stray, taking into account all the
d) instructions or suggestions to reduce factors which may have affected the
speed of the aircraft or to lower the navigation of the aircraft in the
landing gear, should, if possible, be circumstances;
carried out clear of cloud. d) inform, in accordance with locally
agreed procedures, appropriate
15.5 OTHER IN-FLIGHT CONTINGENCIES military units and provide them with
pertinent flight plan and other data
15.5.1 Strayed or unidentified aircraft concerning the strayed aircraft;
e) request from the units referred to in c)
Note 1.— The terms “strayed aircraft” and and d) and from other aircraft in flight
“unidentified aircraft” in this paragraph have the every assistance in establishing
following meanings: communication with the aircraft and
determining its position.
Strayed aircraft. An aircraft which has deviated
significantly from its intended track or which Note.-The requirements in d) and e) apply also
reports that it is lost. to ATS units informed in accordance with c).
Unidentified aircraft. An aircraft which has been
observed or reported to be operating in a given 15.5.1.1.2 When the aircraft’s position is
area but whose identity has not been established, the air traffic services unit shall:
established.
a) advise the aircraft of its position and
Note 2.— An aircraft may be considered, at the corrective action to be taken; and
same time, as a “strayed aircraft” by one unit b) provide, as necessary, other ATS units
and as an “unidentified aircraft” by another unit. and appropriate military units with
relevant information concerning the
Note 3:- A strayed or unidentified aircraft may be strayed aircraft and any advice given
suspected as being the subject of unlawful to that aircraft.
interference.
15.5.1.2 As soon as an air traffic services
15.5.1.1 As soon as an air traffic services
unit becomes aware of an unidentified
unit becomes aware of a strayed aircraft, it
aircraft in its area, it shall endeavour to
shall take all necessary steps as outlined in
establish the identity of the aircraft
15.4.1.1.1 and 15.4.1.1.2 to assist the
whenever this is necessary for the provision
aircraft and to safeguard its flight.
of air traffic services or required by the
appropriate military authorities in
Note.— Navigational assistance by an air traffic
services unit is particularly important if the unit accordance with locally agreed procedures.
becomes aware of an aircraft straying, or about To this end, the air traffic services unit shall
to stray, into an area where there is a risk of take such of the following steps as are
interception or other hazard to its safety. appropriate in the circumstances:
15.5.1.1.1 If the aircraft’s position is not a) attempt to establish two-way

known, the air traffic services unit shall: communication with the aircraft;
b) inquire of other air traffic services units
a) attempt to establish two-way within the FIR about the flight and
communication with the aircraft, unless request their assistance in establishing
such communication already exists; two-way communication with the
aircraft;
April 30, 2008 15 - 11

c) inquire of air traffic services units 15.5.2.2 As soon as an air traffic services
serving the adjacent FIRs about the unit learns that an aircraft is being
flight and request their assistance in intercepted outside its area of responsibility,
establishing two-way communication it shall take such of the following steps as
with the aircraft; are appropriate in the circumstances:
d) attempt to obtain information from
other aircraft in the area. a) inform the ATS unit serving the
airspace in which the interception is
15.5.1.2.1 The air traffic services unit shall, taking place, providing this unit with
as necessary, inform the appropriate military available information that will assist in
unit as soon as the identity of the aircraft identifying the aircraft and requesting it
has been established. to take action in accordance with
15.4.2.1;
15.5.1.3 Should the ATS unit consider that a b) relay messages between the intercepted
strayed or unidentified aircraft may be the aircraft and the appropriate ATS unit,
subject of unlawful interference, the the intercept control unit or the
appropriate authority designated by the intercepting aircraft.
State shall immediately be informed, in
accordance with locally agreed procedures. 15.5.3 Fuel dumping
15.5.2 Interception of civil aircraft 15.5.3.1 General
15.5.2.1 As soon as an air traffic services 15.5.3.1.1 An aircraft in an emergency or

unit learns that an aircraft is being other urgent situation may need to dump
intercepted in its area of responsibility, it fuel so as to reduce to maximum landing
shall take such of the following steps as are mass in order to effect a safe landing.
appropriate in the circumstances:
a) attempt to establish two-way 15.5.3.1.2 When an aircraft operating within
communication with the intercepted controlled airspace needs to dump fuel, the
aircraft on any available frequency, flight crew shall advise ATC. The ATC unit
including the emergency frequency should then coordinate with the flight crew
121.5 MHz, unless such the following:
communication already exists; a) the route to be flown, which, if
b) inform the pilot of the intercepted possible, should be clear of cities and
aircraft of the interception; towns, preferably over water and away
c) establish contact with the intercept from areas where thunderstorms have
control unit maintaining two-way been reported or are expected;
communication with the intercepting b) the level to be used, which should be
aircraft and provide it with available not less than 6 000 ft; and
information concerning the aircraft; c) the duration of the fuel dumping.
d) relay messages between the intercepting
aircraft or the intercept control unit and 15.5.3.2 Separation
the intercepted aircraft, as necessary;
e) in close coordination with the intercept Other known traffic should be separated
control unit take all necessary steps to from the aircraft dumping fuel by:
ensure the safety of the intercepted
aircraft; and a) at least 10 NM horizontally, but not
f) inform ATS units serving adjacent behind the aircraft dumping fuel;
FIRs if it appears that the aircraft has b) vertical separation if behind the aircraft
strayed from such adjacent FIRs. dumping fuel within 15 minutes flying
time or a distance of 50 NM by;
April 30, 2008 15 - 12

1) at least 1 000 ft if above the aircraft 15.6 ATC CONTINGENCIES

dumping fuel; and
2) at least 3 000 ft if below the aircraft The various circumstances surrounding
dumping fuel. each contingency situation preclude the
establishment of exact detailed procedures
Note.— The horizontal boundaries of the area to be followed. The procedures outlined
within which other traffic requires appropriate below are intended as a general guide to air
vertical separation extend for 10 NM either side traffic services personnel.
of the track flown by the aircraft which is
dumping fuel, from 10 NM ahead, to 50 NM or
15 minutes along track behind it (including 15.6.1 Radio communications
turns). contingencies
15.5.3.3 Communications 15.6.1.1 General
If the aircraft will maintain radio silence ATC contingencies related to

during the fuel dumping operation, the communications, i.e. circumstances
frequency to be monitored by the flight crew preventing a controller from communicating
and the time when radio silence will with aircraft under control, may be caused
terminate should be agreed. by either a failure of ground radio
equipment, a failure of airborne equipment,
15.5.3.4 Information to other ATS units or by the control frequency being
and non-controlled traffic inadvertently blocked by an aircraft
transmitter. The duration of such events
15.5.3.4.1 A warning message shall be may be for prolonged periods and
broadcast on appropriate frequencies for appropriate action to ensure that the safety
non-controlled traffic to remain clear of the of aircraft is not affected should therefore be
area concerned. Adjacent ATC units and taken immediately.
control sectors should be informed of the
fuel dumping taking place and requested to 15.6.1.2 Ground radio failure
broadcast on applicable frequencies an
appropriate warning message for other 15.6.1.2.1 In the event of complete failure of
traffic to remain clear of the area concerned. the ground radio equipment used for ATC,
the controller shall:
Phraseology: a) where aircraft are required to keep a
listening watch on the emergency
ATTENTION ALL AIRCRAFT, FUEL DUMPING IN frequency 121.5 MHz, attempt to
PROGRESS OVER (location) AT (level) BY (type of establish radio communications on
aircraft) (flight direction) that frequency;
b) without delay inform all adjacent
15.5.3.4.2 Upon completion of the fuel control positions or ATC units, as
dumping, adjacent ATC units and control applicable, of the failure;
sectors should be advised that normal c) appraise such positions or units of the
operations can be resumed. A terminating current traffic situation;
message should be broadcasted on d) if practicable, request their assistance,
appropriate frequencies when the fuel in respect of aircraft which may
dumping operation is completed. establish communications with those
positions or units, in establishing
Phraseology: separation between and maintaining
control of such aircraft; and
ATTENTION ALL AIRCRAFT, FUEL DUMPING OVER e) instruct adjacent control positions or
(location) TERMINATED. ATC units to hold or reroute all
controlled flights outside the area of
April 30, 2008 15 - 13

responsibility of the position or ATC d) if practical, instruct aircraft to change

unit that has experienced the failure to another frequency; and
until such time that the provision of e) if possible, advise all aircraft affected
normal services can be resumed. when the false and deceptive
instructions or clearances are no
15.6.1.3 Blocked Frequency longer being transmitted.
In the event that the control frequency is 15.6.1.4.2 Flights crews shall challenge or
inadvertently blocked by an aircraft verify with the ATC unit concerned any
transmitter, the following additional steps instruction or clearance issued to them
should be taken: which they suspect may be false or
a) attempt to identify the aircraft deceptive.
concerned;
b) if the aircraft blocking the frequency is 15.6.1.4.3 When the transmission of false
identified, attempts should be made to or deceptive instructions and clearances is
establish communication with that detected, the appropriate authority shall take
aircraft, e.g. on the emergency all necessary action to have the transmitter
frequency 121.5 MHz, by SELCAL, located and the transmission terminated.
through the aircraft operator’s
company frequency if applicable, on 15.7 OTHER ATC CONTINGENCY
any VHF frequency designated for air- PROCEDURES
to-air use by flight crews or any other
communication means or, if the aircraft 15.7.1 Emergency separation
is on the ground, by direct contact;
c) if communication is established with 15.7.1.1 If, during an emergency situation,
the aircraft concerned, the flight crew it is not possible to ensure that the
shall be instructed to take immediate applicable horizontal separation can be
action to stop inadvertent maintained, emergency separation of half
transmissions on the affected control the applicable vertical separation minimum
frequency. may be used, i.e. 500 ft between aircraft in
airspace where a vertical separation
15.6.1.4 Unauthorized use of ATC minimum of 1 000 ft is applied, and 1 000 ft
frequency between aircraft in airspace where a 2 000 ft
vertical separation minimum is applied.
15.6.1.4.1 Instances of false and deceptive
transmissions on ATC frequencies which 15.7.1.2 When emergency separation is
may impair the safety of aircraft can applied the flight crews concerned shall be
occasionally occur. In the event of such advised that emergency separation is being
occurrences, the ATC unit concerned applied and informed of the actual minimum
should: used. Additionally, all flight crews concerned
a) correct any false or deceptive instructions shall be provided with essential traffic
or clearances which have been information.
transmitted;
b) advise all aircraft on the affected 15.7.2 Short-term conflict alert
frequency(-ies) that false and (STCA) procedures
deceptive instructions or clearances
are being transmitted; Note 1.— The generation of short term conflict
c) instruct all aircraft on the affected alerts is a function based on surveillance data,
frequency(-ies) to verify instructions integrated into an ATC system. The objective of
and clearances before taking action to the STCA function is to assist the controller in
preventing collision between aircraft by
comply;
generating, in a timely manner, an alert of a
April 30, 2008 15 - 14

potential or actual infringement of separation airspace design and ATC procedures as

minima. well as to monitor overall safety levels.
Note 2. — In the STCA function the current and 15.7.3 Procedures in regard to aircraft
predicted three-dimensional positions of aircraft
equipped with airborne collision
with pressure altitude reporting capability are
monitored for proximity. If the distance between avoidance systems (ACAS)
the three-dimensional positions of two aircraft is
predicted to be reduced to less than the defined 15.7.3.1 The procedures to be applied for
applicable separation minima within a specified the provision of air traffic services to aircraft
time period, an acoustic and/ or visual alert will equipped with ACAS shall be identical to
be generated to the controller within whose those applicable to non-ACAS equipped
jurisdiction area the aircraft is operating. aircraft. In particular, the prevention of
collisions, the establishment of appropriate
15.7.2.1 Local instructions concerning use separation and the information which might
of the STCA function shall be contained in be provided in relation to conflicting traffic
MATS 2 and specify, inter alia: and to possible avoiding action shall
a) the types of flight which are eligible for conform with the normal ATS procedures
generation of STCA; and shall exclude consideration of aircraft
b) the sectors or areas of airspace within capabilities dependent on ACAS equipment.
which the STCA function is
implemented; 15.7.3.2 When a pilot reports an ACAS
c) the method of displaying the STCA to resolution advisory (RA), the controller shall
the controller; not attempt to modify the aircraft flight path
d) the parameters for generation of alerts until the pilot reports “Clear of Conflict”.
as well as alert warning time;
e) conditions under which the STCA 15.7.3.3 Once an aircraft departs from its
function may be inhibited for individual ATC clearance or instruction in compliance
aircraft tracks; and with an RA, or a pilot reports an RA, the
f) procedures applicable in respect of controller ceases to be responsible for
flights for which STCA has been providing separation between that aircraft
inhibited. and any other aircraft affected as a direct
consequence of the manoeuvre induced by
15.7.2.2 In the event an STCA is the RA. The controller shall resume
generated in respect of controlled flights, the responsibility for providing separation for all
controller shall without delay take action to the affected aircraft when:
ensure that the applicable separation
minimum will not be infringed. a) the controller acknowledges a report
from the flight crew that the aircraft
15.7.2.3 Following the generation of an has resumed the current clearance; or
STCA, controllers should be required to b) the controller acknowledges a report
complete an air traffic incident report only in from the flight crew that the aircraft is
the event that a separation minimum was resuming the current clearance and
infringed. issues an alternative clearance which
is acknowledged by the flight crew.
15.7.2.4 The Circumstances pertaining to
generation of each STCA should be Note.— Pilots are required to report RAs which
analysed by ATS Incharge to determine require a deviation from the current ATC
whether an alert was justified or not. Non- clearance or instruction (see PANS-OPS,
justified alerts, e.g. when visual separation Volume I, Part III, Section 3, Chapter 3, 3.2 c)
was applied, should be ignored. A statistical 4)). This report informs the controller that a
analysis should be made of justified alerts in deviation from clearance or instruction is taking
order to identify possible shortcomings in place in response to an ACAS RA.
April 30, 2008 15 - 15

15.7.3.4 Guidance on training of air traffic f) conditions under which the MSAW
controllers in the application of ACAS events function may be inhibited for individual
is contained in the ACAS Manual (Doc aircraft tracks as well as procedures
9863). applicable in respect of flights for
which MSAW has been inhibited.
15.7.3.5 ACAS can have a significant
effect on ATC. Therefore, the performance 15.7.4.2 In the event an MSAW is generated
of ACAS in the ATC environment is being in respect of a controlled flight, the following
monitored by AAI CHQ. action shall be taken without delay:
15.7.3.6 To avoid false RA, flight crew of a) if the aircraft is being vectored, the
a climbing or descending aircraft must aircraft shall be instructed to climb
reduce the rate of climb or descent as immediately to the applicable safe
applicable to 1500 ft per minute or less level and, if necessary to avoid terrain,
when the aircraft is 2000 ft to level off be assigned a new heading;
altitude.
b) in other cases, the flight crew shall
15.7.3.7 Procedure for reporting RA’s: immediately be advised that a
minimum safe altitude warning has
a) Reports made by aircraft on RA shall been generated and be instructed to
be entered in the log book and WSO check the level of the aircraft.
and ATS Incharge of the station shall
be informed. 15.7.4.3 Following an MSAW event,
b) Reports of RA shall be reported by controllers should complete an air traffic
signal to M(O) / ED (ATM) / GM (S&P). incident report only in the event that a
c) Local Incharge of ATS units shall minimum safe altitude was unintentionally
investigate the incident and take infringed with a potential for controlled flight
further action in consultation with into terrain by the aircraft concerned.
GM(S&P).
d) A record of all alerts received shall be 15.7.5 Ground Proximity Warning System
kept in a register or in a computerized
data bank for statistical purposes. A controller is not to dissuade a pilot from
climbing his aircraft upon receipt of a ground
15.7.4 Minimum safe altitude warning proximity warning. The message should be
(MSAW) procedures acknowledged and if appropriate QNH
. setting should be passed for confirmation.
15.7.4.1 Local instructions concerning use
of the MSAW function shall be contained in 15.7.6 Change of radiotelephony call sign
MATS 2 and specify, inter alia: for aircraft
a) the types of flight which are eligible for 15.7.6.1 An ATC unit may instruct an
generation of MSAW; aircraft to change its type of RTF call sign, in
b) the sectors or areas of airspace for the interests of safety, when similarities
which MSAW minimum safe altitudes between two or more aircraft RTF call signs
have been defined and within which are such that confusion is likely to occur.
the MSAW function is implemented;
c) the values of the defined MSAW 15.7.5.1.1 Any such change to the type of
minimum safe altitudes; call sign shall be temporary and shall be
d) the method of displaying the MSAW to applicable only within the airspace(s) where
the controller; the confusion is likely to occur.
e) the parameters for generation of
MSAW as well as warning time; and
April 30, 2008 15 - 16

15.76.5.2 To avoid confusion, the ATC unit 3) not initiate vectoring without pilot
should, if appropriate, identify the aircraft concurrence.
which will be instructed to change its call
sign by referring to its position and/or level. Note.— Experience has shown that the
recommended escape manoeuvre for an aircraft
15.6.5.3 When an ATC unit changes the which has encountered an ash cloud is to
type of call sign of an aircraft, that unit shall reverse its course and begin a descent if terrain
permits. The final responsibility for this decision,
ensure that the aircraft reverts to the call
however, rests with the pilot.
sign indicated by the flight plan when the
aircraft is transferred to another ATC unit,
15.8.2 Each State should develop
except when the call sign change has been
appropriate procedures and contingency
coordinated between the two ATC units
routings for avoidance of volcanic ash
concerned.
clouds that meet the circumstances of the
State and fulfil its obligations to ensure
15.6.5.4 The appropriate ATC unit shall
safety of aircraft.
advise the aircraft concerned when it is to
15.8.3 Controllers should be trained in
revert to the call sign indicated by the flight-
procedures for avoidance of volcanic ash
plan.
clouds and be made aware that turbine-
engine aircraft encountering an ash cloud
15.8 PROCEDURES FOR AN ATC UNIT
may suffer a complete loss of power.
WHEN A VOLCANIC ASH CLOUD
Controllers should take extreme caution to
IS REPORTED OR FORECAST
ensure that aircraft do not enter volcanic ash
clouds.
15.8.1 If a volcanic ash cloud is reported or
forecast in the FIR for which the ACC is Note 1.— There are no means to detect the
responsible, the controller should: density of a volcanic ash cloud or the size
distribution of its particles and their subsequent
a) relay all information available impact on engine performance and the integrity
immediately to pilots whose aircraft of the aircraft.
could be affected to ensure that they
are aware of the ash cloud’s position Note 2.— Guidance material is provided in
and the flight levels affected; Chapters 4 and 5 of the Manual on Volcanic
Ash, Radioactive Material and Toxic Chemical
Clouds (Doc 9691)
b) suggest appropriate rerouting to the
flight crew to avoid an area of known or
forecast ash clouds;
c) inform pilots that volcanic ash clouds

are not detected by relevant ATS
surveillance systems;
d) if the ACC has been advised by an

aircraft that it has entered a volcanic
ash cloud the controller should:
1) consider the aircraft to be in an

emergency situation;
2) not initiate any climb clearances to

turbine-powered aircraft until the
aircraft has exited the ash cloud; and
April 30, 2008 15 - 17

Chapter 16
MISCELANEOUS PROCEDURE
16.1 RESPONSIBILITY IN REGARD e) the estimated time of the

TO MILITARY TRAFFIC commencement of the launch or the
planned period of the launches;
16.1.1 It is recognized that some military
aeronautical operations necessitate non- f) the expected direction of ascent;
compliance with certain air traffic
procedures. In order to ensure the safety of g) the cruising level(s) (pressure-
flight operations the appropriate military altitude); and
authorities shall be asked, whenever
practicable, to notify the proper air traffic h) the estimated elapsed time to pass 18
control unit prior to undertaking such 000 m (60 000 ft) pressure-altitude, or
manoeuvres. to reach cruising level if at or below 46
000 ft, together with the estimated
16.1.2 A reduction of separation minima location.
required by military necessity or other
extraordinary circumstances shall only be 16.2.2 On receipt of notification that a
accepted by an air traffic control unit when a medium or heavy unmanned free balloon
specific request in some recorded form has has been launched, the air traffic services
been obtained from the authority having unit shall arrange for the information to be
jurisdiction over the aircraft concerned and disseminated to all concerned. The
the lower minima then to be observed shall information shall include:
apply only between those aircraft. Some
recorded form of instruction fully covering a) the balloon flight identification or
this reduction of separation minima must be project code name;
issued by the air traffic control unit
concerned. b) balloon classification and description;
16.2 RESPONSIBILITY IN REGARD TO c) SSR Code or NDB frequency as

UNMANNED FREE BALLOONS applicable;
16.2.1 On receipt of notification of the d) the launch site;

intended flight of a medium or heavy
unmanned free balloon, the air traffic e) the time of launch(es);
services unit shall arrange for the
information to be disseminated to all f) the estimated time at which 46000 ft
concerned. The information shall include: pressure-altitude will be passed, or the
estimated time at which the cruising
a) the balloon flight identification or level will be reached if at or below 46
project code name; 000 ft, and the estimated location;
b) balloon classification and description; g) the estimated date and time of

termination of the flight; and
c) SSR Code or NDB frequency as
applicable; h) the planned location of ground contact,
when applicable.
d) the launch site;
April 30, 2008 16 - 1

16.2.3 When there is reasonable 16.3.2.3 An air traffic incident shall be

expectation that a heavy or medium reported to the Regional Director/Controller
unmanned free balloon will cross of Air Safety immediately following its
international borders, the appropriate ATS occurrence. Information regarding the
unit shall arrange for the pre launch and the incident will also be forwarded to the DGCA,
launch notifications to be sent by NOTAM to Member (OPS) and ED (ATM) / GM (ATM)
the ATS unit(s) in the State(s) concerned. by fastest means of communication.
16.3
16.2.4 Air traffic services units shall 16.3.2.4 ICAO Air traffic incident report form
maintain radar and/or ADS-B surveillance of as available in para 16.6 will be used by
medium and heavy unmanned free balloons ATS units while initially recording and
to the extent possible and, if necessary and reporting an air traffic incident. The format
on the request of the pilot of an aircraft, may also be used for the text of a message
provide separation using an ATS to be transmitted over the AFTN network. As
surveillance system between the aircraft and such, copies of the form should be made
such balloons which are identified or their available in all ATS units including air traffic
exact position is known. service reporting office.
16.3 AIR TRAFFIC INCIDENT REPORT 16.3.2.5 Non-recording and/or non-reporting

of a known air traffic incident will be
16.3.1 Submission of Report considered, as an attempt to suppress
lapses and the same shall be avoided under
An air traffic incident report should be all circumstances.
submitted, normally to the air traffic services
unit concerned, for incidents specifically 16.3.3 Preliminary Investigation
related to the provision of air traffic services
involving such occurrences as aircraft 16.3.3.1 Preliminary investigation shall be
proximity (AIRPROX) or other serious conducted by the ATS in charge as
difficulty resulting in a hazard to aircraft, expeditiously as possible.
caused by, among others, faulty procedures,
non-compliance with procedures, or failure 16.3.3.2 An air traffic control officer
of ground facilities. involved in an air traffic incident may
normally be withdrawn from the ATS unit in
16.3.2 Reporting of air traffic incidents. which the incident has taken place and
his/her statement obtained while the incident
16.3.2.1 An air traffic incident known to have and the circumstances surrounding its
occurred shall be recorded in the ATC unit occurrence are fresh to his/her memory.
with associated information by the However, if the circumstances surrounding
concerned ATCO and immediately brought an incident prima-facie reveal lack of
to the notice of Watch Supervisor/ATS In knowledge and/or understanding of ATC
charge, as applicable. procedures, the ATCO may not be permitted
to work in other units of air traffic control as
16.3.2.2 All necessary measures shall be broadly laid down in AIC 22 of 1990.
taken to preserve relevant documents16.3.4
such
as ATC tapes, log books, flight messages, 16.3.3.4 Tape transcript of relevant
flight progress strips, meteorological reports radio/intercom/telephone communication, as
and forecasts etc. Where applicable, applicable, shall be brought to record as
recorded radar data and technical evidence and the tapes preserved until
statements concerning the operating status completion of investigation by the DGCA.
of equipments may also be obtained and
preserved.
April 30, 2008 16 - 2

16.3.3.5 If the preliminary investigation on Note: Runway incursion is a complex problem

the basis of documental evidence suggests which takes place in a complex and dynamic
no prima facie case against the controller, environment where root causes are difficult to
he may be restored to ATC unit from which isolate. Generally runway incursions occur
because people make mistakes. These mistakes
he was withdrawn in consultation with the
can be corrected if procedures are adhered to.
Regional Director/Controller of Air Safety.
This action will be deemed to have been
16.3.2 Following actions are required to be
taken without prejudice to any action that
taken to reduce runway incursions:
may be taken on the conclusion of the
investigation by the DGCA.
a) Aerodrome Controller shall maintain a
continuous watch on all flight
16.3.3.6 Action taken in 16.3.3.2 operations on and in the vicinity of an
and16.3.3.5 shall be intimated to ED aerodrome as well as vehicles and
(ATM) / GM(ATM) personnel in the manoeuvring area.
16.3.3.7 The recorded evidence relevant b) Taxi clearance shall contain concise
to the air traffic incident together with the instructions and adequate information
report of preliminary investigation by ATS In- so as to assist the flight crew to follow
charge shall be forwarded to the Regional the correct taxi routes to avoid collision
Director/Controller of Air Safety for further with other aircraft or objects and to
necessary action and also to the ED (ATM) / minimize the potential for the aircraft
GM(ATM) for examination of records and inadvertently entering active runway.
immediate remedial action, if any, pending
further investigation by the DGCA. c) When a taxi clearance contains a taxi
limit beyond a runway, it shall contain
16.3.4 Violation Reports. and explicit clearance to cross or an
instruction to hold short of the runway.
16.3.4.1 Violation reports filed for non-
compliance of ATC instructions, and ATS d) The SMC Controller should not give
route violations shall be investigated by the any clearance to aircraft beyond the
ATS In-charge if the report so filed indicates designated holding position of an
that safety of flights was endangered. active runway.
e) If the control tower is unable to

16.3.4.2 A detailed report of
determine either visually or by radar,
investigation shall be forwarded to ED that a vacating or crossing aircraft has
(ATM) within 15 days of the date of cleared the runway, the aircraft shall
occurrence together with relevant be requested to report when it has
records including, inter-alia, certified vacated the runway.
copies of tape transcripts and an
explanation of pilot, if available. f) The Aerodrome Controller shall always
use the call sign of the aircraft or
16.4 RUNWAY INCURSION vehicle before passing any clearance
or instruction.
16.4.1 Runway Incursion is an occurrence at
an airport involving an aircraft, vehicle, g) The Aerodrome Controller shall ensure
person, or object on the ground that creates read back of clearance and
a collision hazard with an aircraft taking off, instructions to enter, hold short of,
intending to take off, landing or intending to cross taxi and back track on any
land. runway.
April 30, 2008 16 - 3

h) The controller shall listen to the read 4 DGCA, WSO and ATS In-charge shall
back to ascertain the clearance or be informed;
instruction has been correctly
acknowledged by the flight crew and 4 Investigation of such incursion shall be
shall take immediate action to correct carried by the ATS In-charge and
any discrepancies revealed by read report sent to ED (ATM) within 15 days
back. of the occurrence of such incident.
i) Transfer of communication shall be
16.5 INFORMATION ON THE
segregated from the instructions to
OPERATIONAL STATUS OF
enter, hold short of, cross taxi and
NAVIGATION AIDS
back track on any runway.
16.5.1 ATS units shall be kept currently
j) The Aerodrome Controller shall use
informed of the operational status of non-
standard RTF phraseologies for
visual navigation aids, and those visual aids
issuance clearances and instructions.
essential for take-off, departure, approach
k) When pilot is known to be unfamiliar and landing procedures within their area of
with the topography of the airport or in responsibility and those visual and non-
poor visibility conditions, the taxi visual aids essential for surface movement.
instructions should be passed slowly in
progressive manner. 16.5.2 Information on the operational status,
and any changes thereto, of visual and non-
l) The Aerodrome Controllers shall visual aids as referred to in 16.5.1 should be
update themselves with NOTAMS for received by the appropriate ATS unit(s) on a
information on runway and taxiway timely basis consistent with the use of the
closures, construction work in aid(s) involved.
operational area and lightings.
m) SMC Controller and Tower Controller

shall have close coordination with
each other. The SMC Controller
should release the aircraft to the
Tower Controller at or before the
holding position when crossing of
active runway is involved. SMC
Controller shall take prior clearance
from the Tower Controller before
permitting any vehicle or person on the
active runway. Similarly the Tower
Controller shall take prior clearance
from the SMC Controller before
permitting any landing / take off on the
runway which is not in use.
16.3.3 If any runway incursion occurs,

following actions should be taken:
4 The Aerodrome Controller shall record

it in the log book;
April 30, 2008 16 - 4

16.6. ICAO Model Air Traffic Incident Report Form
April 30, 2008 16 - 5

April 30, 2008 16 - 6

April 30, 2008 16 - 7

April 30, 2008 16 - 8

Chapter 17
ATS SAFETY MANAGEMENT
17.1 Safety Management System 17.2.3 Management Responsibility
A systematic approach to managing safety, Safety is an integral part of the provision of

including the necessary organizational an efficient & effective air traffic
structures, accountabilities, policies and management system. All concerned
procedures is defined as a safety executives are accountable for the
management system. performance in their areas of responsibility
17.2 Airports Authority of India’s Safety 17.2.4 Adoption of Explicit Safety

Policy Standards
As a first step in formulating the ATS Safety Airports Authority of India will continue to
Management System, the Safety Policy of adopt Explicit Safety Standards which
Airports Authority of India in the form of comply with statutory obligations & with the
following components has been formally safety requirements of the Director General
established: Civil Aviations.
Note: The Board of Airports Authority of 17.2.5 Safety Culture

India during its 74th meeting held on 27th
January, 2004 has accorded approval to this Airports Authority of India will develop a
Safety Policy of AAI. culture among all its Executives and Staff
which fosters an increasing understanding
17.2.1 Safe Navigation of Aircraft of the importance of safety in all its activities
and the resultant responsibility of each
Airports Authority of India will provide the individual. Airports Authority of India will
highest reasonable standard of safety within provide the environment, support and
the Air Traffic Services Systems which it training necessary to achieve this goal.
plans, provides and operates by identifying
and minimizing those risks arising from
Airports Authority of India’s activities which 17.2.6 Systems
could contribute to aircraft accidents
Airports Authority of India will ensure that
17.2.2 Priority of Safety the air traffic management systems and
technology it uses, whether developed
Airports Authority of India will regard the internally or bought externally, meet
safety of the air traffic services system as specified and appropriate system
the most important consideration throughout
all its activities.
April 30, 2008 17 - 1

17.3 Objectives of ATS safety required of them, in addition to being

Management system properly rated if so required and to
monitor their continuing competence
The safety objectives applicable to the on a periodic basis.
provisions of ATS within airspaces and
aerodromes controlled by Airports Authority (8) ensure that processes are in place to
of India have been formally established as facilitate the safe and effective
below: management of the operations of air
(1) ensure that the established level of traffic services, aeronautical

safety applicable to the provision of telecommunications services and
ATS within an airspace or at an aeronautical radio navigation
aerodrome is met. facilities on a continuing basis.
(2) ensure that safety-related (9) ensure that processes are in place to
enhancements are implemented minimize the impact of any abnormal
whenever necessary. operation on those utilizing the
service and report and record the
(3) ensure that the achievement of abnormal operation, thereby
satisfactory safety in ATM shall be providing a mechanism for review,
accorded the highest priority over as and when required, after the
commercial, environmental and event.
social pressures.
(10) ensure that processes are in place to
(4) ensure that Airports Authority of deliver accurate presentation of
India’s safety policy, organizational aeronautical information to the users
responsibilities and positional of that information as and when they
responsibilities are understood by its require it.
employees whenever their
activities may have impact on safety. (11) ensure that the control of entry of
personnel into operational fire
(5) ensure that there is a system in fighting functions and to periodically
place to assess the safety monitor and endorse the continuing
implications and safety hazards in competency of those personnel.
ATM operations and to determine
the action necessary to minimize (12) comply with ICAO standards for ATS
those hazards, and to monitor the messages recording and access to
implementation of that action on a recordings on a continuing
periodic basis. basis.
(6) control and manage safety hazards (14) ensure that processes are in place
in any change to existing systems, which assure the provision of
equipment or procedures to ensure facilities for safe navigation on an
any unacceptable hazards are on-going basis as per aircraft
eliminated by the time the change is movement.
completed.
Note: The Board of Airports Authority of India
during its 74th meeting held on 27th January,
(7) ensure that processes are in place 2004 has accorded approval to the above stated
which deliver personnel who are Safety Objectives of Airports
adequately trained, motivated and Authority of India.
competent to perform the tasks
April 30, 2008 17 - 2

Manual ATS PDF

Uploaded by

Copyright:

Available Formats

Manual ATS PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Manual ATS PDF

Uploaded by

Copyright:

Available Formats

What is the purpose of this manual?

What is the purpose of this manual?

What are Airports Authority of India's responsibilities regarding air traffic services?

What are Airports Authority of India's responsibilities regarding air traffic services?

AAI-ATM/001

Second Edition – April 2008

Airports Authority of India

The purpose of this document is to establish procedures, provide information and

CHAPTER 1 DOCUMENTATION IDENTIFICATION AND CONTROL

1.1 Title -------------------------------------------------------------------------------------------------------------1-1

CHAPTER 2 DEFINITIONS ----------------------------------------------------------------------------------- 2-1

3.1 Organizational structure and functions: ------------------------------------------------------------ 3-1

CHAPTER 4 AIR TRAFFIC SERVICES

4.1 Objectives of the Air Traffic Services---------------------------------------------------------------------4-1

4.2 Divisions of the Air Traffic Services---------------------------------------------------------------------- 4-1

CHAPTER 5 SEPARATION METHODS AND MINIMA

5.1 Provision for the separation of controlled traffic ------------------------------------------------------5-1

CHAPTER 6 PROCEDURES / SEPARATION IN THE VICINITY OF AERODROMES

6.1 Essential local traffic------------------------------------------------------------------------------------------ 6-1

CHAPTER 7 AERODROME CONTROL SERVICE

7.1 Functions of aerodrome control tower------------------------------------------------------------------- 7-1

April 30, 2008 0-2

7.6 Information to aircraft by aerodrome control tower----------------------------------------------------7-2

CHAPTER 8 ATS SURVEILLANCE SERVICES

8.1 General provisions------------------------------------------------------------------------------------------8-1

CHAPTER 9 FLIGHT INFORMATION SERVICE, ADVISORY SERVICE & ALERTING SERVICE

April 30, 2008 0-3

9.1 Flight Information Service ---------------------------------------------------------------------------------9-1

10.1 Coordination in respect of the provision of Air Traffic Control Service------------------------10-1

CHAPTER 11 AIR TRAFFIC SERVICES MESSAGES

11.1 Categories of messages------------------------------------------------------------------------------- 11-1

April 30, 2008 0-4

CHAPTER 13 AUTOMATIC DEPENDENT SURVEILLANCE – CONTRACT (ADS -C)

13.1 General------------------------------------------------------------------------------------------------------ 13-1

CHAPTER 14 CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

14.1 General ------------------------------------------------------------------------------------------------------14-1

April 30, 2008 0-5

14.3.2.3 Response-------------------------------------------------------------------------------- 14-3

CHAPTER 15 PROCEDURES RELATING TO EMERGENCIES, COMMUNICATION

15.1 Emergencies procedure----------------------------------------------------------------------------------15.1

CHAPTER 16 MISCELLANEOUS PROCEDURES

16.1 Responsibility in regard to Military Traffic------------------------------------------------------------16-1

April 30, 2008 0-6

16.4 Runway incursion-------------------------------------------------------------------------------------------16-3

17.1 Safety management system-----------------------------------------------------------------------------17.1

17.3 Objectives of ATS Safety Management System --------------------------------------------------17-1

April 30, 2008 0-7

6) This Manual should be read in conjunction with the following:

(a) ICAO Annex 11 – Air Traffic Services

(a) Changes / amendments to ICAO Annexes / Documents.

April 30, 2008 0-8

April 30, 2008 0-9

DOCUMENT IDENTIFICATION AND CONTROL

1.2 Purpose of this chapter: 1.5 Authority/responsibility for Changes

April 30, 2008 1-1

 amendments are posted on AAI’s web 1.9 Change History:

Words Meanings Directorate of Air Traffic Management will

'should' It means that it is strongly An electronic and a hard Master Copy of

1.7.2 In the interests of simplicity, any 1.15 Enquiries

amendments are posted on AAI’s web 1.9 Change History:

3.6.5.1 At present India has no SAR Radar Control Approach Course