MANUAL OF AIR TRAFFIC SERVICE PAKISTAN
Issued under the orders of Director General Civil Aviation Authority, Pakistan.
(Second Edition )
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TABLE OF CONTENTS SECTION 1
Chapter 1 Air Traffic Services Procedures
Chapter 2 Other Related Procedures
Chapter 3 Air Traffic Management
SECTION 2
Chapter 1 Separation Standards Minima
SECTION 3
Chapter 1 Air Traffic Control Services
Chapter 2 Area Control Service
Chapter 3 Approach Control Service
Chapter 4 Radar Service
Chapter 5 Aerodrome Control Service
Chapter 6 Aerodrome Lighting
Chapter 7 Signals used at Aerodromes
SECTION
4
Chapter 1 Flight Information Service
Chapter 2 Alerting Service
Chapter 3 Search and Rescue Services
Chapter 4 Aeronautical Information Service
Chapter 5 Metrological Services
SECTION 5
Chapter 1
Aircraft Emergencies
Chapter 2
Strayed or un-identified aircraft
Chapter 3
Assistance to VFR Flights
Chapter 4
Over due Aircraft
Chapter 5
Radio Communication Failure
Chapter 6
Hi-Jacking and un-lawful use of Aircraft
Chapter 7
Bomb Threat or Warning
Chapter 8
Aerodrome Emergency Service
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SECTION 6
Chapter 1
General Radio Telephony Procedures
Chapter 2
Phraseology Common to All ATS Units
SECTION
Chapter 1
7
Data Display
SECTION 8
Chapter 1
Air Traffic Services Messages
SECTION 9
Chapter 1 Air Traffic Services Returns SECTION 10
Chapter 1
ATS Unit Training
Chapter 2
Guide to Compilation of OJT Reports
Chapter 3
Air Traffic Control Categorization Scheme
Chapter 4
ATC Categorization Syllabus
ANNEXES
Annex 1
Obstacles on the Aerodrome and Approach Area
Annex 2
Aerodrome Markings
Annex3
Visual Aids for Denoting Obstacles
Annex4
Wind Socks at Civil Airports
Annex5
Marshalling Signals
Annex6
National Airfield Clearance Policy For Civil Airports/Heliports
SUPPLEMENTARY INFORMATION 1. 2. 3. 4. 5. 6.
Certificate of Registration Certificate of Airworthiness Noise Certificate Ground Reception Report of Test Flight Controller-Pilot Data Link Communication (CPDLC) Automatic Dependent Surveillance Services
SUPPLEMENTARY INSTRUCTIONS 1. ATS Officers __________________________________________________________________________________________
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MATS – PAKISTAN 2. Emergency Flare Paths 3. Pyrotechnics 4. VDF Homing & QGH Procedures 5. Wind Shear Hazard in the vicinity of Aerodrome 6. Flying Club’s First Solo Flight 7. Glider Flying 8. Operation of Civil Aircraft at Unmanned Military Airfield 9. Calibration Flight 10. Runway Visual Range
R E C O R D OF A M E N D M E N T S S.No
Date of Amendment
Data Entered
Entered by
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35
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PREFACE 1.
INTRODUCTION
1.1
The manual of Air traffic Services (MATS) contains instructions and information for the guidance of air traffic controllers and it may also be of general interest to other persons or organizations concerned with civil aviation in Pakistan.
1.2
Air Traffic Controllers shall not deviate from the procedures laid down in this document unless specific authorization is received from Director Operations, HQCAA. However, nothing in this Manual prevents controllers from using their own discretion or initiative in any particular circumstance in the interest of safety of aircraft.
1.3
This addition supercedes the first addition of MATS.
2.
INTERPRETATION OF WORDS
2.1
To avoid any mis-interpretation of words within this Manual, certain words are to be interpreted as having specific meaning when they are the operative words in an instruction; “shall”, “is to” , “are to” and “must” means that the instruction is mandatory; “will” is used only for informative or descriptive writing, e.g. “pilots will file” is not an instruction; “may” means that the instruction is permissive, optional or alternative, e.g. “An aircraft may deviate for weather”. “should” means that it is strongly advisable that an instruction is carried out. It is recommended yet discretionary. This word is applied whenever the more positive “shall” is unreasonable but nevertheless one would have to have good reason for not doing so”. 3.
FORMAT
3.1
Each page has a unique number indicating the section, chapter and chapter page. In addition reader can also refer the section, chapter and main subject heading number.
3.2
Main paragraphs are numbered and contain capital bold headings. Sub-paragraphs are also numbered and contain bold headings.
4.
AMENDMENTS
4.1
When an amendment is issued, the amended text will be annotated by an arrow (→) in the left margin of the text if it is short and by a (│) in the left margin if it is large.
5.
EFFECTIVE DATE
5.1
The effective date of each page is stated at the foot of the page.
6.
SUPPLEMENTARY INSTRUCTIONS
6.1
These are issued by the Director of Operations for the purpose of: a)
introducing a new subject or a change to existing instructions where a supporting explanation would benefit the Air Traffic Services; b) an amendment issue which requires quick distribution; c) re-enforcing an existing instruction or text of the Manual of ATS.
6.2 The issue of (a) and (b) would eventually by incorporated in the Manual of Air Traffic Services. __________________________________________________________________________________________
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ENQUIRE
7.1
All enquiries and correspondence relating to the Manual of Air Traffic Services, any suggestion for improvement of the content, or comments concerning errors should be addressed to the Director of Operations, HQCAA. Postal Address:The Director of Operations, Headquarters, Civil Aviation Authority, HQ CAA Terminal 1 JIAP. Karachi-4, Pakistan. Telegraphic Address: CIVIL AIR KARACHI FAX No : 92 - 21- 9248744 AFTN Address: OPHQYADO Telex No.25534 CAA PK
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UNITS OF MEASUREMENT
The units of measurement to be used by controllers in communication with aircraft are :
MEASUREMENT OF
UNITS
Distance used in navigation, position reporting etc: generally in excess of 2 to 3 nautical miles
Nautical miles and tenth but spoken as “miles”
Relatively short distances such as those relating to aerodromes (e.g. runway lengths distances of obstructions from runway or facilities from the aerodrome where accuracy of greater than one tenth of a nautical mile is required). Radar – position reporting and ranges from touchdown.
Metres
Nautical miles and or fractions thereof but spoken as “miles”.
Altitudes, elevations and height
Feet
Depths of snow and slush
Centimeters or millimeters
Horizontal speed including wind speed
Knots
Vertical Speed
Feet per minute
Wind direction for landing and taking-off Degrees magnetic Wind direction except for landing and taking-off Degree true Visibility
Kilometers or meters
Runway visual range
Meters
Altimeter setting
Hecto Pascal(HPa)
Temperature
Degrees Celsius
Mass
Metric tons or kilograms
Time
Hours and minutes, the day of 24 hours beginning at midnight universal coordinated time (UTC)
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CONVERSION TABLE Tables for converting values from one unit to another appear below:-
Nautical Miles/Kilometers/Statute Miles M KM SM 0.54 1 0.62 1.08 2 1.24 1.62 3 1.86 2.16 4 2.49 2.70 5 3.11 3.24 6 3.73 3.78 7 4.35 4.32 8 4.99 4.86 9 5.59 5.40 10 6.21
Metres/Feet/Metres Metres 0.305 0.61 0.914 1.219 1.524 1.829 2.134 2.438 2.743 3.048 6.096 9.144 12.192 15.24 18.29 21.34 24.38 27.43 30.48 60.96 91.44 121.92 152.4 304.8 609.6 914.4 1,219.2 1,524.0
Feet/Mtr 1 2 3 4 5 6 7 8 9 10 20 30 40 50 60 70 80 90 100 200 300 400 500 1000 2000 3000 4000 5000
Feet 3.281 6.562 9.842 13.123 16.404 19.685 22.966 27.247 29.528 32.809 65.617 98.426 131.234 164.043 196.852 229.66 262.469 295.278 328.087 656.1 984.3 1,312.03 1,640.4 3,280.9 6,561.7 9,842.6 13,123.5 16,404.3
Statute Miles/Nautical Miles/Kilometers SM NM KM 1.15 1 1.85 2.30 2 3.70 3.45 3 5.56 4.61 4 7.41 5.76 5 9.26 6.91 6 11.11 8.06 7 12.96 9.21 8 14.82 10.36 9 16.67 11.52 10 18.52
Lb/Kg/Lb Kg 0.454 0.907 1.361 1.814 2.268 2.722 3.175 3.629 4.082 4.536 9.072 13.608 18.144 22.680
lb/Kg 1 2 3 4 5 6 7 8 9 10 20 30 40 50
lb 2.205 4.409 6.614 8.818 11.023 13.228 15.432 17.637 19.842 22.046 44.092 66.139 88.185 110.231
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Knots
CONVERSION OF KNOTS INTO KILOMETER PER HOUR
0
1
2
3
4
5
6
7
8
9
Kilometer per Hour 00
0
1.85
3.70
5156
7.41
9.26
11.11
12.96
14.82
16.67
10
18.52
20.37
22.22
24.08
25.93
27.78
29.63
31.48
33.34
35.19
20
37.04
38.89
40.74
42.60
44.65
46.30
48.15
50.00
51.86
53.71
30
55.56
57.41
59.26
61.12
62.97
64.82
66.67
68.52
70.38
72.23
40
74.08
75.93
77.78
79.64
81.49
83.34
85.19
87.04
88.90
90.75
50
92.60
94.45
96.30
98.16
100.01
101.86
103.71
105.56
107.42
109.27
60
111.12
112.97
114.82
116.68
118.53
120.38
122.23
124.08
125.94
127.79
70
129.64
131.49
133.34
135.20
137.05
138.90
140.75
142.60
144.46
146.31
80
148.16
150.01
151.86
153.72
155.57
157.42
159.27
161.12
162.98
164.83
90
166.68
168.53
170.38
172.24
174.09
175.94
177.79
179.64
181.50
183.35
100
185.20
187.06
188.90
190.76
192.61
194.46
196.31
198.16
200.02
201.87
110
203.72
205.57
207.42
209.28
211.13
212.98
214.83
216.68
218.54
220.39
120
222.24
224.09
225.94
227.80
229.65
231.50
233.35
235.20
237.06
238.91
130
240.76
242.61
244.46
246.32
248.17
250.02
251.87
253.72
255.58
257.43
140
259.28
261.13
262.98
264.84
266.69
268.54
270.39
272.24
274.10
275.95
150
277.80
279.65
281.50
283.36
285.21
287.06
288.91
290.76
292.62
294.47
160
296.32
298.17
300.02
301.88
303.73
305.58
307.43
309.28
311.14
312.99
170
314.84
316.69
318.54
320.40
322.25
324.10
325.95
327.80
329.66
331.51
180
333.36
335.21
337.06
338.92
340.77
342.62
344.47
346.32
348.18
350.03
190
351.88
353.73
355.58
357.44
359.29
361.14
362.99
364.84
366.70
368.55
K.t
200
210
220
230
240
250
260
270
280
290
K.m/h
370.40
388.92
407.44
425.96
444.48
463.00
481.52
500.04
518.56
537.08
K.t
300
310
320
330
340
350
360
370
380
390
K.m/h
535.60
574.12
592.64
611.16
629.68
648.20
666.72
685.24
703.76
722.28
K.t
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
K.m/h
0.19
0.37
0.56
0.74
0.93
1.11
1.30
1.48
1.67
1 Knot = 1.852 K.m/hrs
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G-1-1
GLOSSARY 1 DEFINITIONS The definitions included in this chapter are normally used in air traffic services and have been taken from ICAO Annexes and Documents:
A Accepting Unit/Controller
Air traffic control unit/air traffic controller next to take control of an aircraft.
Accident.
An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which: a)
a person is fatally or seriously injured as a result of: being in the aircraft, or direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or direct exposure to jet blast, except when the injuries are from natural causes, selfinflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or
b)
the aircraft sustains damage or structural failure which: - adversely affects the structural strength, performance or flight characteristics of the aircraft, and - would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or
c)
the aircraft is missing or is completely inaccessible.
Accuracy
A degree of conformance between the estimated or measured value and the true value.
Acrobatic Flight
Manoeuvres intentionally performed by an aircraft involving an abrupt change in its attitude, an abnormal attitude, or an abnormal variation in speed.
ADS Agreement
An ADS reporting plan which establishes the conditions of ADS data reporting (i.e. data required by the air traffic services unit and frequency of ADS reports which have to be agreed to prior to the provision of the ADS services).
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G-1-2
ADS Contract
A means by which the terms of an ADS agreement will be exchanged between the ground system and the aircraft, specifying under what conditions ADS reports would be initiated, and what data would be contained in the reports.
ADS Service
A service using aircraft information provided by means of automatic dependent surveillance.
Advisory Airspace
A generic term meaning variously, advisory area(s) or advisory route(s).
Advisory Area
A designated area within a flight information region where air traffic advisory service is available.
Advisory Route
A route within a flight information region along which air traffic advisory service is available. Note : Air Traffic Control Service provides a much more complete service than air traffic advisory service; advisory areas and routes are therefore not established within controlled airspace, but air traffic advisory service may be provided below and above control areas.
Aero Plane
A power-driven heavier-than-air aircraft deriving its lift chiefly from aerodynamic reactions on surfaces which fixed under given conditions of flight.
Aerodrome
A defined area on land or water (including any buildings, installation and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
Aerodrome Control Service
Air traffic control service for aerodrome traffic.
Aerodrome Control Tower
A unit established to provide air traffic control service to aerodrome traffic.
Aerodrome Elevation
The elevation of the highest point of the landing area.
Aerodrome meteorological office
An office, located at an aerodrome, designated to provide metrological service for international air navigation
Aerodrome meteorological station
A station designated to make observations and metrological reports for use in international navigation.
Aerodrome Operator
A person, organization or enterprise engaged in or offering to engage in an aircraft operation.
Aerodrome Traffic
All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome. Note : An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic circuit.
Aerodrome Traffic Circuit
The special path to be flown by aircraft operating in the vicinity of an aerodrome.
Aerodrome Traffic Zone
An airspace of defined dimensions established around and aerodrome for the protection of aerodrome traffic.
Aeronautical Data
A representation of aeronautical facts, concepts or instructions in a formalized manner suitable for communication, interpretation or processing.
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G-1-3
Aeronautical Fixed Service (AFS)
A telecommunication service between specified fixed points provided primarily for the safety of air navigation and for the regular efficient and economical operation of air services.
Aeronautical Fixed Station
A station in the aeronautical fixed service.
Aeronautical Ground Light
An light specially provided as an aid to air navigation, other than a light displayed on an aircraft.
Aeronautical Information
Information resulting from the assembly, analysis and formatting of aeronautical data.
Aeronautical Information Circular (AIC)
A notice containing information that does not qualify for the origination of a NOTAM or for inclusion in the AIP, but which relates to flight safety, air navigation, technical, administrative or legislative matters.
Aeronautical Information Publication (AIP)
A publication issued by or with the authority of a state and containing aeronautical information of a lasting character essential to air navigation.
AIP Amendment
Permanent changes to the information contained in the AIP
AIP Supplement
Temporary changes to the information contained in the AIP which are published by means of special pages
Aeronautical Information Service
A service established within the defined area of coverage responsible for the provision of aeronautical information/data necessary for the safety, regularity and efficiency or air navigation.
Aeronautical Mobile Service
A radio communication service between aircraft station and aeronautical stations or between aircraft stations.
Aeronautical Station
A land station in the aeronautical mobile service. In certain instances, an aeronautical station may be located, for example, on board ship or on a platform at sea.
Aeronautical Telecommunications Station
A station in the aeronautical telecommunication service.
AIP Amendment
Permanent changes to the information contained in the AIP.
AIP Supplement
Temporary changes to the information contained in the AIP which are published by means of special pages.
Air Defence Identification Zone (ADIZ)
Special designated airspace of defined dimensions within which aircraft are required to comply with special identification and/or reporting procedures additional to those related to the provision of air traffic services (ATS).
Air Traffic
All aircraft in flight or operating on the maneuvering area of an aerodrome.
Air Traffic Advisory Service
A service provided within advisory airspace to ensure separation, in so far as practical, between aircraft which are operating on IFR flight plans.
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Air Traffic Control Clearance
G-1-4
Authorization for an aircraft to proceed under conditions specified by an air traffic control unit. Note 1 : For convenience, the term “air traffic clearance” is frequently abbreviated to “clearance” when used in appropriate contexts. Note 2 : The abbreviated term “clearance” may be prefixed by the words “taxi”, “take-off”, “departure”, enroute”, “approach” or “landing” to indicate the particular portion of flight to which the air traffic control clearance relates.
Air Traffic Control Instruction
Directives issued by air traffic control for the purpose of requiring a pilot to take a specific action.
Air Traffic Control Service
A service provided for the purpose of : 1) a) b) area between aircraft and
2)
preventing collisions; between aircraft, and on the maneuvering and obstructions,
expediting and maintaining an orderly flow of air traffic.
Air Traffic Control Unit
A generic term meaning variously, area control centre, approach control unit or aerodrome control tower.
Air Traffic Flow Management
A service established with the objective of contributing to a safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilized to the maximum extent possible, and that the traffic volume is compatible with the capacities declared by the appropriate ATS authority.
Air Traffic Management
The aggregation of the airborne functions and the groundbased functions (air traffic services, airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations.
Air Traffic Service
A generic term meaning variously, flight information service, alerting service, air traffic advisory service, air traffic control service, are control service, approach control service or aerodrome control service.
Air Traffic Service Unit
A generic term meaning variously, air traffic control unit, flight information centre or air traffic services reporting office.
Air Traffic Services Airspaces
Airspaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which air traffic services and rules of operation are specified. Note. ATS airspaces are classified as Class A to G and are given in Section 1.
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Air Traffic Services Reporting Office
G-1-5
A units established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure Note : An air traffic services reporting office may be established as a separate unit or combined with an existing unit, such as another air traffic service unit or a unit of the aeronautical information service.
AIRAC
An acronym (aeronautical information regulation and control) signifying a system aimed at advance notification based on common effective dates, of circumstances that necessitate significant changes in operating practices.
Airborne Collision Avoidance System (ACAS)
An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.
Aircraft
Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface.
Aircraft Classification Number
A number expressing the relative effect of an aircraft on a pavement for a specified standard subgrade category.
Aircraft Identification
A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the aircraft call sign to be used in air-ground communications, and which is used to identify the aircraft in ground-ground air traffic services communications.
Aircraft Observation
The evaluation of one or more meteorological elements made from aircraft in flight.
Aircraft Proximity
A situation in which, in the opinion of a pilot or air traffic services personnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised. An aircraft proximity is classified as follows: Risk of collision: The risk classification of an aircraft proximity in which serious risk of collision has existed. Safety not assured: The risk classification of an aircraft proximity in which the safety of the aircraft may have been compromised. No risk of collision: The risk classification of an aircraft proximity in which no risk of collision has existed. Risk not determined: The risk classification of an aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.
Air-Ground Communication
Two-way communication between aircraft and stations or locations on the surface of the earth.
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G-1-6
Air-Ground Control Radio Station
An aeronautical telecommunication station having primary responsibility for handling communications pertaining to the operation and control of aircraft in a given area.
AIRMET Information
Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of low-level aircraft operations and which was not already included in the forecast issued for low-level flights in the flight information region concerned or sub-area thereof.
Airprox
The code word used in an air traffic incident report to designate aircraft proximity.
Air-Report
A report from an aircraft in flight prepared in conformity with requirements for position and operational and/or meteorological reporting.
Air-Taxiing
Movement of a helicopter/VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed normally less than 37 km/h (20 kts). Note. The actual height may vary, and some helicopters may require air taxiing above 8 m (25 ft) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.
Air-To-Ground Communication
One-way communication from aircraft to station or locations on the surface of the earth.
Airway
A control area or portion thereof established in the form of a corridor
ALERFA
The code word used to designate an alert phase.
Alert Phase
A situation wherein apprehension exists as to the safety of an aircraft and its occupants.
Alerting Service
A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organization as required.
Alerting post
A unit designated to receive information from the general public regarding aircraft in emergency and to forward the information to the associated rescue coordination center
Allocation, Allocate
Distribution of frequencies, SSR Codes, etc. to a State, unit or service. Distribution of 24-bit aircraft addresses to a State or common mark registering authority.
Alphanumeric Character (Alphanumeric)
A collective term for letters and figures (digits).
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Alternate Aerodrome
G-1-7
An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate aerodromes include the following: 1. Take-off alternate. An alternate aerodrome at which an aircraft can land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. 2. En-route alternate. An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition while en route. 3. ETOPS en-route alternate. A suitable and appropriate alternate aerodrome at which an aeroplane would be able to land after experiencing an engine shut-down or other abnormal or emergency condition while en route in an ETOPS operation. 4. Destination alternate. An alternate aerodrome to which an aircraft may proceed should it become either impossible or inadvisable to land at the aerodrome of intended landing.
Altitude
The vertical distance of a level, a point or an object considered as a point, measured from mean sea level.
Approach Control Service
Air traffic control service for arriving or departing controlled flights.
Approach Control Unit
A unit established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes.
Approach Sequence
The order in which two or more aircraft are cleared to approach to land at the aerodrome.
Appropriate ATS Authority
The relevant authority designated by the State responsible for providing air traffic service in the airspace concerned.
Appropriate Authority
-
Regarding flight over the high seas :
The relevant authority of the State of Registry ii) Regarding flight other than over the high seas : The relevant authority of the State having sovereignty over the territory being over flown. Approval Request
A request for clearance made by an ACC when an aircraft will be entering the controlled or advisory airspace of an adjacent ACC in less than 15 minutes, and the first designated reporting point is in the adjacent area.
Approved Departure Time
An allocated take-off time calculated from the elapsed flight time regulated flow is effective.
Apron
A defined area, on a land aerodrome, intended to accommodate aircraft for the purpose of loading or unloading passengers, mail or cargo, refueling, parking or maintenance.
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G-1-8
Apron Management Service
A service provided to regulate the activities and the movement of aircraft and vehicles on an apron.
Area Control Centre
A unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction.
Area Control Service
Air traffic control service for controlled flights in control areas.
Area Navigation (RNAV).
A method of navigation which permits aircraft operation on any desired flight path within the coverage of stationreferenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these.
Area Navigation Routes.
An ATS route established for the use of aircraft capable of employing area navigation.
Arrival Routes
Routes identified in an instrument approach procedure by which aircraft may proceed from the en-route phase of flight to an initial approach fix.
ATIS
The symbol used to designate automatic terminal information service.
ATS Route
A specified route designed for channeling the flow of traffic as necessary for the provision of air traffic services. Note: The term ATS route is used to mean variously, airway, advisory route, arrival or departure route, etc. Note 2 : An ATS route is defined by route specifications which include an ATS route designator, the track to or from significant points (way-points), distance between significant points, reporting requirements and, as determined by the appropriate ATS authority, the lowest safe altitude.
Automatic Dependent Surveillance (ADS)
A surveillance technique in which aircraft automatically provide, via a data link, data derived from on-board navigation and position-fixing systems, including aircraft identification, four-dimensional position and additional data as appropriate.
Automatic Terminal Information Service
The automatic provision of current, routine information to arriving and departing aircraft by means of continuous and repetitive broadcasts throughout the day or a specified portion thereof.
B Balloon
A non-power driven lighter than air aircraft.
Barrette
Three or more Aeronautical ground lights closely spaced in a transverse line so that from a distance they appear as a short bar of light
Base Turn
A turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal. Note : Base turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual instrument approach procedure, the only restriction being that the obstacle clearance are not infringed.
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G-1-9
Blind Transmission
A transmission from one station to another station in circumstances where two–way communication cannot be established but where it is believed that the called station is able to receive the transmission.
Broadcast
A transmission of information relating to air navigation that is not addressed to a specific station or stations.
C Ceiling
The height above the ground or water of the base of the lowest layer of cloud below 6000 (20 000 feet) covering more than half the sky.
Certified Aerodrome
An Aerodrome whose operator has been granted an Aerodrome certificate
Change-Over Point
The point at which an aircraft navigating on an ATS route Segment defined by reference to very high frequency omni directional radio ranges (VOR) is expected to transfer its primary navigational reference from the facility behind the aircraft to the next facility ahead of the aircraft. Note : Change-over points are established to provide the optimum balance in respect of signals strength and quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating along the same portion of a route segment.
Clearance Limit
The point to which an aircraft is granted an air traffic control clearance.
Clearway
A defined rectangular area on the ground or water under the control of appropriate authority, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial to a specified height.
Cloud Ceiling
In relation to aerodrome, is the vertical distance from the elevation of the aerodrome to the lowest part of any cloud visible from the aerodrome which is sufficient to obscure more than half of the sky so visible.
Code (SSR Code)
The number assigned to a particular to a particular multiple pulse reply signal transmitted by a transponder.
Computer
A device which performs sequences of arithmetical and logical steps upon data without human intervention. The provision of current, routine When the word computer is used in this document it may denote a computer complex, which includes one or more computers and peripheral equipment.
Conference Communications
Communication facilities whereby direct speech conversation may be conducted between three or more locations simultaneously.
Contact Point
The position, time or level at which an arriving aircraft is to establish communication with approach control.
Control Area
A controlled airspace extending upwards from a specified limit above the earth.
Control Zone
A controlled airspace extending upwards from the surface of the earth to a specified upper limit.
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Controlled Aerodrome
G-1-10
An Aerodrome at which air traffic control service is provided to aerodrome traffic. Note: The term controlled aerodrome indicates that air traffic control service is provided to aerodrome traffic but does not necessarily imply that a control zone exists, since a control zone is required at aerodromes where air traffic control service will be provided to IFR flights, but not at aerodromes where it will be provided only to VFR flights.
Controlled Airspace
An airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification. Note: Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D, and E.
Controlled Flight
Any flight which is subject to an air traffic control clearance.
Controlled VFR Flight
A controlled flight conducted in accordance with the visual flight rules.
Controller-Pilot Data Link Communications
A means of communication between controller and pilot, using data link for ATC communications.
Cruise Climb
An aeroplane cruising technique resulting in a net increase in altitude as the aeroplane weight decreases.
Cruising Level
A level maintained during a significant portion of a flight.
Current Data Authority.
The designated ground system through which a CPDLC dialogue between a pilot and a controller currently responsible for the flight is permitted to take place.
Current Flight Plan
The flight plan, including changes, if any, brought about by subsequent clearances. Note: When the work message is used as a suffix to this term, it denotes the content and format of the current flight plan data sent from one unit to another.
Cyclic Redundancy Check (CRC)
A mathematical algorithm applied to the digital expression of data that provides a level of assurance against loss or alteration of data.
D Danger Area
An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times.
Data Convention
An agreed set of rules governing the manner or sequence in which a set of data may be combined into a meaningful communication.
Data Link Communications
A form of communication intended for the exchange of messages via a data link.
Data Link Initiation Capability (DLIC)
A data link application that provides the ability to exchange addresses, names and version numbers necessary to initiate data link applications
Data Link-Automatic Terminal Information Service (DATIS)
The provision of ATIS via data link
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Data Processing
G-1-11
A systematic sequence of operation performed on data. Note : Examples of operations are the merging, sorting, computing or any other transformation or re-arrangement with the object of extracting or revising information, or of altering the representation of information.
Data Quality
A degree or level of confidence that the data provided meets the requirements of the data user in terms of accuracy, resolution and integrity.
Decision Altitude/ Height DA/H
A specified altitude or height (A/H) in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established Note 1 : Decision altitude (DA) is referred to mean sea level (MSL) and decision height (DH) is referenced to the threshold elevation. Note 2 : The required visual reference means 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 assessment of the aircraft position and rate of change of position, in relation to the desired flight path.
Declared Capacity
A measure of the ability of the ATC system or any of its subsystems or operating positions to provide service to aircraft during normal activities. It is expressed as the number of aircraft entering a specified portion of airspace in a given period of time, taking due account of weather, ATC unit configuration, staff and equipment available, and any other factors that may affect the workload of the controller responsible for the airspace.
Dependent Parallel Approaches
Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed.
DETRESFA
The code word used to designate a distress phase.
Distress Phase
A situation wherein there is reasonable certainty that an Aircraft and its occupants are threatened by grave and imminent danger or require immediate assistance.
Downstream Clearance
A clearance issued to an aircraft by an air traffic control unit that is not the current controlling authority of that aircraft.
Downstream Data Authority
A designated ground system, different from the current data authority through which the pilot can contact an appropriate ATC unit for the purposes of receiving a downstream clearance.
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G-1-12
E Elevation Authority
The vertical distance of a point or a level, on or affixed to the surface of the earth measured from mean sea level.
Emergency Phase
A generic term meaning, as the case may be, uncertainty phase, alert phase or distress phase.
En-Route
That part of the flight from the end of the take-off and initial climb phase to the commencement of the approach and landing phase.
Estimated Elapsed Time
The estimated time required to proceed from one significant point to another. The estimated time at which the aircraft will commence movement associated with departure.
Estimated Off-Block Time
The estimated time at which the aircraft will commence movement associated with departure.
Estimated Time Of Arrival
For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the time at which it is estimated that the aircraft will arrive over the aerodrome.
Exit Point
The last airways/advisory area reporting point over which a flight passes before leaving an FIR.
Expected Approach Time
The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding fix to complete its approach for a landing. Note : When actual time of leaving the holding fix will depend upon the approach clearance.
F Filed Flight Plan
The flight plan as filed with an ATS unit by the pilot or his designated representative, without any subsequent changes. Note : When the word message is used a suffix to this term, it denotes the content and format of the filed flight plan data as transmitted.
Final Approach
That part of an instrument approach procedure which commences at the specified final approach fix or point, or, where such a fix or point is not specified: a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or b) at the point of interception of the last track specified in the approach procedure; and ends at a point in the vicinity of an aerodrome from which : 1) a landing can be made; or 2) a missed approach procedure is initiated
Flight Crew Member
A licensed crew member charged with duties essential to the operation of an aircraft during flight duty period.
Flight Centre
Information A unit established to provide flight information service and alerting service.
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G-1-13
Flight Information Region
An airspace of defined dimensions within which flight information service and alerting service are provided.
Flight Information Service
A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights.
Flight Level
A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 (Hpa), and is separated from other such surface by specific pressure intervals. Note 1 : A pressure type altimeter calibrated in accordance with the standard Atmosphere : a) When set to QNH altimeter setting, will indicate altitude: b) When set to QFE altimeter setting, will indicate height above the QFE reference datum; c) When set to a pressure of 1013.2hectopascales (hPa) (1013.2 millibars (mb), may be used to indicate flight levels. Note 2 : The terms height and altitude, used in Note 1 above indicate altimeter rather than geometric heights and altitudes.
Flight Plan
Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft. Note : Specifications of flight plan and a model form is included in Chapter 3 section 9.
Flight Visibility
The visibility forward from the cockpit of an aircraft in flight.
Flow Control
Measures designed to adjust the flow of traffic into a given airspace along given route, or bound for a given aerodrome, so as to ensure the most effective utilization of the airspace.
Forecast
A statement of expected meteorological conditions for a specified time or period, and for a specified area or portion of airspace.
Free Flight
A flight in a free balloon for at least 5 minutes.
Free Flight Aircraft
Model A model aircraft with a flight path that once launched, is uncontrollable
Free Flight Time
The total time from the moment a balloon becomes airborne in free flight until the balloon envelope is deflated after landing.
G Geodetic Datum
A minimum set of parameters required to define location and orientation of the local reference system with respect to the global reference system/frame.
Glide Path
A descent profile determined for vertical guidance during a final approach.
Glider
An aircraft that requires an assisted take off ,has no internal power for a sustained flight ,and is capable of gliding down to earth .Glider includes powered glider with the engine not operating during sustained flight ,but does not include hang gliders.
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G-1-14
Ground Effect.
A condition of improved performance (lift) due to the interference of the surface with the airflow pattern of the rotor system when a helicopter or other VTOL aircraft is operating near the ground.
Ground Visibility
The visibility at an aerodrome, as reported by an accredited observer or automatic systems.
Gyro glider
Heavier than air vehicle that is supported in flight by the dynamic reaction of the air against its rotor, fitted on top ,when pulled by a tow line of a ground vehicle .After the towline is released ,the Gyro glider can be made to land under control of the pilot by the support provided by the lifting surface of the rotor.
Gyroplane
An aircraft that gets lift from a freely turning rotary wing (rotor blades) and which drives its thrust from an engine driven propeller. It may be also called
H Hang Glider
Means heavier-than-air vehicle that is supported in flight by the dynamic reaction of the air against its lifting surfaces and whose free flight does not depend on an engine. The device has a capacity for not more than two occupants. i) A hand glider may also be towed by a winch/truck. ii) A powered Hang glider will be treated as an Ultra-light.
Heading
The direction in which the longitudinal axis of an aircraft is pointed usually expressed in degrees from North (true, magnetic, compass or grid).
Height
The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.
Holding Fix
A geographical location that serves as a reference for a holding procedure.
Holding Procedures
A predetermined manoeuvre which keeps an aircraft within a specified airspace whilst awaiting further clearance.
Human Factors Principles
Principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance.
Human Performance
Human capabilities and limitations which have an impact on the safety and efficiency of aeronautical operations.
I IFR
A symbol used to designate the instrument flight rules.
IFR Flight
A flight conducted in accordance with the instrument flight rules.
IMC
The symbol use to designate instrument meteorological conditions.
INCERFA
The code word used to designate an uncertainty phase.
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G-1-15
Initial Approach Segment
That segment of an instrument approach procedure between the initial approach fix and the intermediate approach fix or, where applicable, the final approach fix or point.
Instrument Approach Procedure
A series of predetermined manoeuvre by reference to flight instruments with specified protection from obstacles from the initial approach fix or, where applicable, from the beginning of defined arrival route, to a point from which a landing can be completed, to a position at which holding or en-route obstacle clear4ance criteria apply.
Instrument Meteorological Conditions
Meteorological condition expressed in terms of visibility, distance from cloud, less than the minimum specified for visual meteorological conditions.
Integrity (Aeronautical Data)
A degree of assurance that an aeronautical data and its value has not been lost nor altered since the data origination or authorized amendment.
Intermediate Approach– Instrument
That part of an instrument approach procedure between the intermediate approach fix and the final approach fix or point, or between the end of a reversal, racetrack or dead reckoning track procedure and the final approach fix or point, as appropriate. Note: In radar approaches, no distinction is made between initial and intermediate approach. Note : In a control zone, a VFR flight may proceed under instrument metrological conditions if an as authorized by air traffic control.
Intermediate Landing
A landing and subsequent takeoff in a Balloon where the balloon remains inflated.
International NOTAM Office
An office designated by a State for the exchange of NOTAM internationally.
K Kite
A Pilot less aerodyne, between a gross mass of 500g-25kg, without propulsion that is tethered to a fixed point, or is hand held; and is sustained by the wind.
Known Traffic
Traffic, the current flight details and intentions of which are Known to the controller concerned through direct communication or coordination.
L Landing Area
That part of a movement area intended for the landing or takeoff of aircraft.
Level
A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level.
Location Indicator
A four-letter code group formulated in accordance with rules prescribed by ICAO and assigned to the location of an aeronautical fixed station.
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G-1-16
Machine
A mechanism, engine, appliance, apparatus, contraption, piece of equipment, device or an instrument.
Manoeuvring Area
That part on an aerodrome to be used for the take-off landing and taxing of aircraft, excluding aprons.
Meteorological Information
Meteorological report, analysis, forecast, and any other statement relating to existing or expected meteorological conditions.
Meteorological Office
An office designated to provide meteorological service for international air navigation.
Meteorological Report
A statement of observed meteorological conditions related to a specified time and location.
Micro light
An uncertified flying machine below 580kg
Minimum Descent Height
A height in a non-precision or circling approach below which descent may not be made without visual reference.
Minimum Fuel
The term used to describe a situation in which an aircrafts fuel supply has reached a state where little or no delay can be accepted. Note.: This is not an emergency situation but merely indicates that an emergency situation is possible, should any undue delay occur.
Minimum Sector Altitude
The lowest safe altitude for instrument flight within sectors of an aid, facility or aerodrome which is published in the appropriate approach chart.
Missed Approach Procedure
The procedure to be followed if the approach cannot be continued.
Missed Approach Point
The point in an instrument approach procedure at or before which the prescribed missed approach procedure must be initiated in order to ensure that the minimum obstacle clearance is not infringed. (ICAO)
Mode (SSR Mode)
The letter or number assigned to a specific pulse spacing of the Interrogation signals transmitted by an interrogator. There are 4 codes, A, B, C and D specified in ICAO Annex 10, corresponding to four different interrogation pulse spacing.
Model Aircraft
A pilot less aircraft between a gross mass of 500g-25 Kg, which includes Control line model aircraft Free flight model aircraft Radio controlled model aircraft
Movement Area
That part of an aerodrome to be used for the take-off, landing and taxing of aircraft, consisting of the manoeuvring area and the apron(s).
N Night
The time between half an hour after sunset and half an hour before sunrise, sunset and sunrise being determined at surface level.
Non-Precession Separation
An instrument approach using non-visual aids for guidance in azimuth or elevation but which is not a precision approach.
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G-1-17
Non-Radar
The separation used when aircraft position information is derived from sources other than radar.
Non-Radar Separation
The separation used when the aircraft position information is derived from sources other than radar.
Normal Operating Zone
Airspace of defined dimensions extending to either side of an ILS localizer course and/or MLS final approach track. Only the inner half of the normal operating zone is taken into account in independent parallel approaches.
NOTAM
A notice containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. Class I distribution Distribution by means of telecommunication. Class II distribution Distribution by means other than telecommunication.
O Observation (meteorological)
The evaluation of one or more meteorological elements.
Obstacle Clearance
The lowest altitude (OCA), or alternatively the lowest height above the elevation of the relevant runway threshold or above the aerodrome elevation as applicable (OCH), used in establishing compliance with the appropriate obstacle clearance criteria.
Off Route
Civil aircraft which are not flying along the alignment and within five nautical miles of the centerline of a published upper ATS route are considered to be ‘off route’.
Operational Control
The exercise of authority over the initiation, continuation, diversion or termination of the flight in the interest of the safety of the aircraft and the regularity and efficiency of the Flight.
Operator
A person organization or enterprise engaged in or offering to engage in an aircraft operation.
P Parity
A condition where the sum of all the bits in an array of bits satisfies a nominated numerated numerical criterion.
Parity Error
A situation where a parity criterion is not satisfied.
Pilot-In-Command
The pilot designated by the operator, or in the case of general aviation, the owner ,as being in command and charged with the safe conduct of a flight
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Precision Approach Radar (PAR)
G-1-18
Primary radar equipment used to determine the position of an aircraft during final approach, in terms of lateral and vertical deviations relative to a normal approach path, and in range relative to touchdown. Note: Precision approach radars are designated to enable pilots of aircraft to be given guidance by radio communication during the final stages of the approach to land.
Pressure-Altitude
An atmospheric pressure expressed in terms of altitude, which corresponds to that pressure in the Standard Atmosphere.
Primary Radar
A radar system which uses reflected radio signals.
Printed Communications
Communications which automatically provide a permanent printed record at each terminal of a circuit of all messages which pass over such circuit.
Procedure Turn
A manoeuvre in which a turn is made away from a designated track followed by a turn in the opposite direction to permit the aircraft to intercept and proceed along the reciprocal of the designated track.
Profile
The orthogonal projection of a flight path or portion thereof on the vertical surface containing the nominal track.
Prognostic chart
A forecast of a specified meteorological element(s) for a specified time or period and a specified surface or portion of airspace, depicted graphically on a chart
Prohibited Area
An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircraft is prohibited.
PSR Blip.
The visual indication, in non-symbolic form, on a radar display of the position of an aircraft obtained by primary radar.
Quadrantal Cruising Level
Specified cruising levels determined in relation to magnetic track within quadrants of the compass.
Q R Racetrack
A procedure designed to enable the aircraft to reduce altitude during the initial approach.
Radar
A radio detection device which provide information on range, azimuth and/or elevation of objects.
Radar Approach
An approach, executed by an aircraft, under the direction of a radar controller.
Radar Blip
A generic term for the visual indication, in non-symbolic form, on a radar display of the position of an aircraft obtained by primary or secondary radar.
Radar Clutter
The visual indication on a radar display of unwanted signals.
Radar Contact
The situation which exists when the radar blip or radar position symbol of a particular aircraft is seen and identified on a radar display.
Radar Control
Term used to indicate that radar-derived information is employed directly in the provision of air traffic control service.
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G-1-19
Radar Controller
A qualified air traffic controller holding a radar rating appropriate to the functions to which he is assigned.
Radar Departure
Control of departing aircraft by the use of surveillance radar to assist them to leave the vicinity of an aerodrome safely and Expeditiously.
Radar Display
An electronic display of radar-derived information depicting the position and movement of aircraft.
Radar Echo
The visual indication on a radar display of a radar signal reflected from an object.
Radar Handover
Transfer of responsibility for the control of an aircraft between two controllers using radar, following identification of the aircraft by both controllers.
Radar Identification
The process of correlating a particular radar blip or radar position symbol with a specific aircraft.
Radar Manoeuvring Area
Designated controlled airspace within which approach radar Controllers may operate autonomously in accordance with conditions agreed between the units concerned.
Radar Map
Information superimposed on a radar display to provide ready indication of selected features.
Radar Monitoring
The use of radar for the purpose of providing aircraft with information and advice relative to significant deviations from nominal flight path.
Radar Position Symbol (RPS)
A generic term for the visual indication in a symbolic form, on a radar display, of the position of an aircraft obtained after digital computer processing of positional data derived for primary radar and/or SSR.
Radar Response (Or SSR Response)
The visual indication in non-symbolic form, on a radar display, of a radar signal transmitted from an object in reply to an interrogation.
Radar Return
A generic term meaning variously a radar blip or radar position symbol.
Radar Separation
The separation used when aircraft position information is derived from radar sources.
Radar Service
Term used to indicate a service provided directly by means of radar.
Radar Track Position
An extrapolation of aircraft position by the computer based upon radar information and used by the computer for tracking purpose.
Radar Unit
That element of an air traffic service unit which uses radar equipment to provided one or more services.
Radar Vectoring
Provision of navigational guidance to aircraft in the form of specific headings, based on the use of radar.
Radar Vectoring Area
A defined area in the vicinity of an aerodrome, in which the minimum safe levels allocated by a radar controller vectoring IFR flights have been predetermined.
Radial
A magnetic bearing extending from a VOR / VORTAC / TACAN.
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G-1-20
Radiotelephony
A form of radio communication primarily intended for the exchange of information in the form of speech.
Rapid Exit Taxiway
A taxiway connected to a runway at an acute angle and designed to allow landing aeroplanes to turn off at higher speeds than are achieved on the exit taxiway and thereby minimizing runway occupancy times.
Release Point
The position, time or level at which an arriving aircraft comes under the jurisdiction of an approach control unit.
Repetitive Flight Plan (RPL)
A flight plan related to a series of frequency recurring, regularly operated individual flight with identical basic features, submitted by an operator for retention and repetitive use by ATS units.
Reporting Point
A specified geographical location in relation to which the position of an aircraft can be reported.
Required Navigation Performance (RNP)
A statement of the navigation performance necessary for operation within a defined airspace
Rescue Co-Ordination Center
A unit responsible for promoting efficient organization of search and rescue services and for coordinating the conduct of search and rescue operations within a search and rescue region
Rescue Unit
A unit composed of trained personnel and provided with equipment suitable for the expeditious conduct of search and rescue.
Restricted Area
An airspace of defined dimension, above the land areas or territorial waters of a State, within which the flight of aircraft is restricted in accordance with certain specified conditions.
Reversal Procedure
A procedure designed to enable an aircraft to reverse direction during the initial approach segment of an instrument approach procedure. The sequence may include procedure turns or base turns.
RNP Type
A containment value expressed as a distance in nautical miles from the intended position within which flights would be for at least 95 percent of the total flying time.
Runway
A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
Runway Incursion
Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take off of aircraft.
Runway Visual Range
The range over which the pilot of an aircraft on the center line of a runway can se the runway surface markings or the lights delineating the runway or identifying its centre line.
Runway-Holding Position
A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/MLS critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise authorized by the aerodrome control tower.
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G-1-21
S Safety-Sensitive Personnel
Persons who might endanger aviation safety if they perform their duties and functions improperly including, but not limited to, crewmembers, aircraft maintenance personnel and air traffic controllers.
Search and rescue aircraft
An aircraft provided with specialized equipment suitable for the efficient conduct of search and rescue mission
Search and rescue Services Unit
A generic term meaning as the case may be, rescue coordination center, rescue sub center or alerting post
Secondary Radar
A radar system wherein a radio signal transmitted for the radar station initiates transmission of a radio signal from another station.
Secondary Surveillance Radar (SSR)
A system of secondary radar using ground transmitters / receivers (interrogators) and airborne transponders conforming to specification developed by ICAO.
Sending Unit/Controller
Air traffic services unit/ air traffic controller transmitting a message.
Shoreline
A line following the general contour of the shore, except that in cases of inlets or bays less than 30 nautical miles in width, the line shall pass directly across the inlet or bay to intersect the general contour on the opposite side.
SIGMET Information
Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of aircraft operations.
Significant Point
A specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigation and ATS purposes.
Slush
Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be displaced with a splatter; specific gravity: 0.5 up to 0.8.
Snow (On The Ground)
i) ii) iii)
Dry snow. Snow which can be blown if loose or, if compacted by hand, will fall apart upon release; specific gravity: up to but not including 0.35. Wet snow. Snow which, if compacted by hand, will stick together and tend to or form a snow-ball; specific gravity: 0.35 up to but not including 0.5. Compacted snow. Snow which has been compressed into a solid mass that resists further compression and will hold together gravity: 0.5 and over.
Special VFR Flight
A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below the VMC
Stack Departure Time
The time at which an aircraft is required to leave the holding facility to commence its approach.
Standard Instrument Arrival
A designated IFR arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced. (ICAO)
Standard isobaric surface
An isobaric surface used on a world wide basis for representing and analyzing the conditions in the atmosphere
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G-1-22
Standard Instrument Departure
A designated IFR departure route linking the aerodrome or specified runway of an aerodrome with a specified significant point, normally on a designated ATS route, at which the en route phase of a flight commences.
Station Declination
An alignment variation between the zero degree radial of a VOR and true north, determined at the time the VOR station is calibrated.
State of registry
The state on whose register the aircraft is entered
Stopway
A defined rectangular area at the end of the take-off run available, prepared and designated as a suitable area in which an aircraft can be stopped in the case of a discontinued take-off.
Surface Visibility
The horizontal visibility as measured at a height of 2 meters above the ground.
Surveillance Radar
Radar equipment used to determine the position of an aircraft in range and azimuth.
T Taxing
Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing.
Taxiway
A defined path on a land aerodrome established for the taxing of aircraft and intended to provide a link between one part of the aerodrome and another including: a) Aircraft stand taxi lane. A portion of an apron designated as a taxiway and intended to provide access to aircraft stands only. b) Apron Taxiway. A portion of a taxiway system located on an apron and intended to provide a through taxi route across the apron. c) Rapid exit taxiway. A taxiway connected to a runway at an acute angle and designed to allow landing aeroplanes to turn off at higher speeds than are achieved on other exit taxiways thereby minimizing runway occupancy times.
Taxiway Holding Position
Term defined in CAP 168 Licensing of Aerodromes which has the same meaning as the radiotelephony phraseology speech abbreviation ‘Holding Point’
Terminal Control Area
A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes.
Terminal Control Area
A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes.
Threshold
The beginning of that portion of the runway usable for landing.
Total Estimated Elapsed Time
For IFR flights, the estimated time required from take-off to arrive over that designated point, define by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the destination aerodrome to arrive over the destination aerodrome. For VFR flights, the estimated time required from take-off to arrive over the destination aerodrome.
Touchdown
The point where the nominal glide path intercepts the runway. Note : Touchdown as defined above is only a datum and is not necessarily the actual point at which the aircraft will touch the runway.
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G-1-23
Touchdown zone
The portion of a runway beyond the threshold where it is intended landing aero plane first contact the runway
Track
The projection on the earth’s surface of the path of an aircraft, the direction of which (path) at any point is usually expressed in degrees from North (true, magnetic or grid)
Traffic Avoidance Advice
Advice provided by an air traffic control unit specifying manoeuvres to assist a pilot to avoid a collision.
Traffic Information
Information issued by a controller to alert a pilot or controller to other known or observed air traffic which may be in proximity to the position or intended route of flight.
Transfer Of Control Point
A defined point located along the flight path of an aircraft, at which the responsibility for providing air traffic control service to the aircraft is transferred from one control unit or control position to the next.
Transferring Unit/Controller
Air traffic control unit/air traffic controller in the process of transferring the responsibility for providing air traffic control service to an aircraft to next air traffic control unit/air traffic controller along the route of flight.
Transition Altitude
The altitude at or below which the vertical position of an aircraft is controlled by reference to altitudes.
Transition Level
The lowest level available for use above the transition altitude.
Transponder
A receiver/transmitter which will generate a reply signal upon interrogation.
U Uncertainty Phase
A situation wherein uncertainty exists as to the safety of an aircraft and its occupants.
Unmanned Free Balloon
A non-power-driver, unmanned lighter-than-air aircraft in free flight.
Upper air chart
A meteorological chart relating to a specified upper air surface or layer of the atmosphere
V VFR
The symbol used to designate the visual flight rules.
VFR Flight
A flight conducted in accordance with the visual flight rules.
Video Mapping
The electronic superimposing of a map or plan on a radar display.
Visibility
The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.
Visual Approach
An approach by an IFR flight when part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to terrain.
Visual Approach (Circling)
The visual phase of flight, after completing an instrument approach, to bring the aircraft into position for landing on a runway which is not suitably located for straight-in approach.
Visual Meteorological Conditions
Meteorological conditions expressed in terms of visibility distance from cloud, and ceiling, equal to or better than specified minima.
VMC
The symbol used to designate visual meteorological conditions.
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Voice-Automatic Terminal Information Service
G-1-24
The provision of ATIS by means of continuous and repetitive voice broadcasts.
W Way-Point
A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation. Waypoints are identified as either
i)
Fly-by Way-point: A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure, or
ii)
Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.
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G-2-1
Glossary 2 ABBREVIATIONS A ADD : AAL : ABI : ACC : ACFT : ACAS : AD : ADA : ADC : ADF : ADIZ : ADR : AFC : AFO : AFP : AFTN : A/G : AGA : AGL : AIC : AIB : AIDC : AIP : AIRAC: AIREP : AIS : AMSL : APN : APP : ARC : ASE : ATA : ATC : ATCC : ATCO : ATCU : ATD : ATIS : ATS : ATSU : ATZ : AWY : BA BCN BOH BRG
B : : : :
Assigned Altitude Deviation Above Aerodrome Level advance Boundary Information Aerodrome Control Centre Aircraft Aerodrome Collision Avoidance System Aerodrome Advisory Area Aerodrome Chart Automatic Direction Finding Equipment Air Defence Identification Zone Advisory Route Area Forecast Centre Aerodrome Fire Officer ATC Flight Plan Message Aeronautical Fixed Telecommunication Network Air to Ground Aerodrome, Air Routes and Ground Aids Above Ground Level Aeronautical Information Circular Accident Investigation Branch Air Traffic Service Interfacility Data Communication Aeronautical Information Publication Aeronautical Information Regulation and Control Air –report Aeronautical Information Service Above Mean Sea Level Apron Approach Control Office or Approach Control Service Area Chart Altimetry System Error Actual Time of Arrival Air Traffic Control Air Traffic Control Centre Air Traffic Control Officer Air Traffic Control Unit Actual Time of Departure Automatic Terminal Information Service Air Traffic Service Air Traffic Service Unit Aerodrome Traffic Zone Airway Braking Action Beacon (Aeronautical Ground Light) Break of Height Bearing
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C C : CAA : CAT : CAVOK and
Degree Celsius (centigrade) Civil Aviation Authority Clear Air Turbulence : Visibility, Cloud and present weather better than prescribed values
CM : Coord : CPDLC CRT : CRC : CTA : CTL : CTR : CVSM :
Conditions Centimeter Coordination : Controller-Pilot-Data Link Communication Cathode Ray Tube Cyclic Redundancy Check Control Area Control Control Zone Conventional Vertical Separation Minima
D D-ATIS DCPC : DEG : DFDR : DLIC : DME : DR : DLY : DVOR : DTHR :
: Data Link ATIS Director Control Pilot Communication Degree Digital Flight Data Recorder Data Link Investigation Capability Distance Measuring Equipment Dead Reckoning Delay Doppler VOR Displaced Runway Threshold
EAT EST EST ETA ETD
E : : : : :
F F : FCST : FIC : FIR : FIS : FL : FT : GCA GND GP GPS GS
G : : : : :
Expected Approach Time Estimated Time over a significant point or estimate or estimated Boundary Estimate Message Estimated Time of Arrival Expected Time of Departure Degree Fahrenheit Forecast Flight Information Flight Information Region Flight Information Service Flight Level Feet (dimensional unit) Ground Controlled Approach system or ground controlled Approach Ground Glide Path Global Position System Ground Speed
H __________________________________________________________________________________________
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H 24 HF HDF HPa
: : : :
Continuous day and night service High Frequency High Frequency Director Finding System Hectopascal
: : : : : : : :
Indicated Air Speed In charge International Civil Aviation Authority Organization Instrument Flight Rules Instrument Landing System Inner Marker Instrument Meteorological Condition Instrument Runway Visual Range
G-2-3
I IAS I/C ICAO IFR ILS IM IMC IRVR
J JTST :
Jet stream
K : : : : :
Kilogram Kilohertz Kilometers Knots Kilo Watts
Kg KHz KM KT KW
L L : LAT : LCN : LLZ : LM : LMT : LO : LONG : LRG :
Left (runway identification) Latitude Load Classification Unit Localizer Locator Middle Local Mean Time Locator Outer Longitude Long-range
M M : MAG : MDA : MET : METAR MF : MIL : MKR : MM : MSL : MTOW : MSAW :
Meters Magnetic Minimum Descent Altitude Meteorology/ Meteorological : Aviation routine weather report (in aeronautical code) Medium Frequency Military Marker radio beacon Middle Marker Mean Sea Level Maximum Take-Off Weight 3-4 9744 Minimum Safe Altitude Warning Procedure
NAV NDB
N : :
Navigation Non Directional radio Beacon
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NM : NOGIS:
G-2-4
Nautical Miles No Significant Change (used in trend type landing forecasts)
OAC OCA OCL OM
O : : : :
Oceanic Area Control Centre Obstacle Clearance Altitude Obstacle Clearance Limit Outer Marker
PAPI PAF PAR PLN PNR POB PPI PSN
P : : : : : : : :
Precision Approach Path Indicator Pakistan Air Force Precision Approach Radar Flight Lan Point of No Return Persons On Board Plan Position Indicator Position
QDM QDR QFE QNH
Q : : : :
Magnetic Heading (zero wind) Magnetic bearing Atmospheric pressure at aerodrome elevation (or at runway threshold) Altimeter sub scale setting to obtain elevation when on the ground
R RA : RCC : RNAV : RNP : RSP : RTF : RTG : RV : RVR : RWY : S SATCO SAR : SELCAL SID : SIF : SIGMET SIWL : SRA : SRE : SSB : SSR : SST : STAR : STCA : STOL : SWY :
Resolution Advices (ACAS) Rescue Coordination Centre Area Navigation Regional Navigation Performance Responder beacon Radiotelephone Radiotelegraph Rescue Vessel Runway Visual Range Runway : Senior Air Traffic Control Officer Search and Rescue Selective Calling System Standard Instrument Departure Selective Identification Feature Information concerning en-route weather phenomena which may effect the safely of aircraft operation Single Isolated Wheel Load Surveillance Radar Approach Surveillance Radar Element of precision approach radar system Single Side Band Secondary Surveillance Radar Supersonic Transport Standard instrument arrival Short Term Conflict Alert Short Take-Off Landing Stop way
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T TA : TACAN TAF : TAR : TDZ : TFC : TMA : TVOR : TWR :
Traffic Advisory : UHF tactical air navigation aid Aerodrome forecast Terminal Area surveillance Radar Touch Down Zone Traffic Terminal Control Area Terminal VOR Aerodrome Control Tower
V VASIS : VDF : VFR : VHF : VIP : VOLMET VOR : VORTAC VTOL : VVIP :
Visual Approach Slope Indicator System Very c Direction Finding system Visual Flight Rules Very High Frequency (30 to 300 MHz) Very Important Person Meteorological Information for aircraft in flight Very high frequency Omni directional Radio range A combination of VOR and TACAN Facility Vertical Take-Off and Landing Very Very Important Person
WIP WX
W : :
G-2-5
Work in Progress Weather
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1–1–1
SECTION – 1 CHAPTER – 1 AIR TRAFFIC SERVICES PROCEDURES 1.
INTRODUCTION
1.1
The provision of Air Traffic Services within Pakistan is based upon the Civil Aviation Rules1994. Generally they are in conformity with the standards and recommended practices (annex 2 &11) of International Civil Aviation Organization (ICAO).
1.2
The authority responsible for the overall operation of Civil Aviation in Pakistan is the Director General, Civil Aviation Authority.
1.3
This section contains instructions and guidance to controllers on providing Air Traffic Services. Nothing in MATS prevents qualified controllers from using their own discretion or initiative in any particular circumstance.
2.
OBJECTIVES The objectives of the Air Traffic Services shall be to : a) b) c) d) e)
3.
prevent collisions between aircraft; prevent collisions between aircraft on the manoeuvring area and obstructions on that area; expedite and maintain an orderly flow of air traffic; provide advice and information useful for the safe and efficient conduct of flights; notify appropriate organizations regarding aircraft in need of search and rescue and assist such organizations as required.
DIVISION OF AIR SPACE & AIR TRAFFIC SERVICES
3.1 Pakistan airspace is divided into two flight information regions namely, Karachi FIR/Lahore FIR (see AIP Pakistan for details). 3.2 Flights by all aircraft within the controlled airspace of a flight information region are provided with air traffic control service as appropriate in addition to the flight information and alerting service by the controlling ATS unit. The provision of Air Traffic Services within designated military areas and at military aerodromes shall 3.3 be provided by the appropriate military authority. 3.4 Aircraft operating outside controlled airspace will be provided with flight information and alerting service, by the ATS Unit (civil or military) within which the aircraft is in contact. 3.4
A Controlled flight shall be under the control of only one air traffic control unit at any given time.
3.5
The air traffic services shall comprise three services identified as follows: a)
The Air Traffic Control Service, to accomplish objectives a), b) and c) of Air Traffic Services, this service being divided in three parts as follows:
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b)
Area Control Service: The provision of air traffic control service for controlled flights, except for those parts of such flights described in sub-paragraphs 3.1.2 and 3.1.3 below, in order to accomplish objectives 1) and 3) of Air Traffic Services.
c)
Approach Control Service: The provision of air traffic control service for those parts of controlled flights associated with arrival or departure, in order to accomplish objectives a) and c) of Air Traffic Services.
d)
Aerodrome Control Service: The provision of air traffic control service for aerodrome traffic, in order to accomplish objectives a), b) and c) of Air Traffic Services.
e)
The flight information service, to accomplish objective d) of Air Traffic Services.
f)
The alerting service, to achieve objective e) of Air Traffic Services.
3.6
DETERMINATION OF NEED
3.6.1
The need for the provision of air traffic services are determined by consideration of the following: a)
the types of air traffic involved;
b)
the density of air traffic;
c)
the meteorological conditions;
d)
such other factors as may be relevant.
3.6.2
The carriage of airborne collision avoidance systems (ACAS) by aircraft in a given area shall not be a factor in determining the need for air traffic services in that area.
4.
PROVISION OF SERVICE
4.1
It has been determined that air traffic services will be provided in particular portions of the airspace or at particular aerodromes and those portions of the airspace or those aerodromes are designated in relation to the air traffic services that are to be provided.
4.2
The designation of the particular portions of the airspace or the particular aerodromes shall be as follows: a)
Flight information regions: Those portion of the airspace where it is determined that flight information service and alerting service will be provided shall be designated as flight information regions. Where designated within a flight information region, control areas and control zones shall form part of that flight information region.
b)
Control areas and control zones: Those portions of the airspace where it is determined that air traffic control service will be provided to IFR flights shall be designated as control areas or control zones. Those portions of controlled airspace wherein it is determined that air traffic control service will also be provided to VFR flights shall be designated as Classes B, C, or D airspace.
c)
Controlled aerodromes. Those aerodromes where it is determined that air traffic control service will be provided to aerodrome traffic shall be designated as controlled aerodromes.
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4.3.
TYPE OF SERVICE
4.3.1
The type of service provided within Karachi and Lahore flight information regions as per airspace classification are given in the table below : AIRSPACE Class
“A”
Class “B” Class “C”
4.3.2
SERVICE PROVIDED Air Traffic Control Service and Alerting Service with or without radar above FL155. Air Traffic Control Service to all flight with or without radar. Air Traffic Control Service to all IFR flights and flight information services to VFR flights
Class “D”, “E”
Air Traffic Control Service to IFR flights only
Class “G”
Flight information service and Alerting service
REMARKS It is mandatory for all flights to comply with Air Traffic Control Instructions It is mandatory for all flights to comply with Air Traffic Control Instructions It is mandatory for all flight to comply with Air Traffic Control Instructions It is mandatory for all IFR flight to comply with Air Traffic Control Instructions
ATS UNITS
4.3.2.1 The air traffic services unit which provide the above services are : a)
Within Class A and C airspace:
Area Control Centres
b)
Within Class B airspace:
Approach Control Unit
c)
Within Class D and E airspace:
Approach Control Unit
d)
Within Controlled Aerodromes:
Aerodrome Control Tower
e)
Within Class G airspace :
Area Control Centres
4.4 All air traffic services units shall provide flight information and alerting service to aircraft under their jurisdiction. 4.5 An air traffic services unit may, in addition, provide one or more of the other air traffic services. 4.6 The provision of an air traffic control service shall normally take precedence over the provision of flight information service. 5.
SAFETY AND EXPEDITION
5.1
The provision of air traffic service should be based upon expedition consistent with safety.
5.2
Where controllers are working together they should, pay attention to each other’s actions in order to provide an additional safe-guard against any errors or omissions.
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1-1-4
Classification of Airspace
6.1 The classification of airspace determines the flight rules which apply and the minimum services which are to be provided, are summarized below:FLIGHT RULES
CLASS A
IFR ONLY
B
IFR and VFR
C
IFR and VFR
AIRCRAFT REQUIREMENTS ATC Clearance before entry Comply with ATC Instructions ATC Clearance before entry Comply with ATC Instructions ATC Clearance before entry Comply with ATC Instructions
ATC Clearance before entry Comply with ATC Instructions D
7.
IFR and VFR
E
IFR and VFR
F
IFR and VFR
G
IFR and VFR
IFR Flight to obtain ATC Clearance before entry and comply with ATC Instructions VFR flights do not require clearance
Participating IFR flights are required to comply with ATC Instructions None
MINIMUM SERVICES BY ATC UNIT Separate all aircraft from each other Separate all aircraft from each other a)Separate IFR from other IFR and VFR flights b)Separate flights from IFR flights c)Pass traffic information to VFR flights on other VFR flights and give traffic avoidance advice if requested. a)Separate IFR from other IFR flights b)Pass traffic information to IFR flights on VFR flights and give traffic avoidance advice if requested. c)Pass traffic information to VFR flights on IFR flights and other VFR flights a)Separate IFR from other IFR flights b)pass traffic information to ,as far as practicable ,to IFR flights on VFR flights c)VFR flights in contact are to be given traffic information as far as practicable. Separate participating IFR flights from each other. None
FLIGHT RULES WITHIN PAKISTAN i)
Flight by civil aircraft within Pakistan airspace shall be conducted in accordance with Instrument Flight Rules (IFR) or Visual Flight Rules (VFR) in addition to general rules of Annex 2 read in conjunction with Civil Aviation Rules 1994.
ii)
No flight shall take off or land at a controlled aerodrome (Class C airspace) or enter its traffic zone without prior clearance from appropriate ATC unit.
iii)
Single engine aircrafts are not permitted to fly over the high seas at a distance from where they cannot glide to the coast or 16 kms or more for more than 1 hour.
iv)
VFR flight to be operated within a control zone (Class B airspace) established at an aerodrome and specified portion of the associated control area shall: a)
have two way radio communication with appropriate ATC unit.
b)
Obtain permission from the appropriate air traffic control unit and
c)
report positions, as required.
Note: The phrase “specified portions of associated control area” is intended to signify at least those portions of the CTA used by IFR flights for holding, approach and departure procedures.
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Visual Flight Rules VFR flights shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified. The pilot of an aircraft is responsible for determining whether or not the meteorological conditions permit flight in accordance with Visual Flight Rules. The criteria for determining VMC are summarized in the table below. Distance from clouds Horizontal Vertical At and Above FL 100 Class B airspace Class C, D, E, F and G airspace Below FL 100 Class C, D, E, F, and G airspace Alternatively At or below 3000 ft AMSL Class F and G airspace
Flight visibility
Clear of clouds 1500 m
1000Ft
8km 8km
1500 m
1000ft
5Km
Clear of the cloud and insight of the surface.
5Km
Clear of cloud and insight of the surface. Clear of cloud and insight of the surface.
5Km
For aircraft ,other than helicopters flying at 140kts IAS or less Class C,D and E airspace Class F and G airspace
1500m
For helicopters Class C ,D and E airspace Class F and G airspace
7.1.1
Clear of cloud and insight of the surface. Clear of cloud and insight of the surface.
Compatible with speed
Restrictions on VFR flights Unless specially authorized by the Director General CAA, flights shall not be cleared in compliance with VFR in Pakistan airspace : a) b) c) d)
7.1.2
between sunset and sunrise; over the sea, more than 16 KM from coast for more than 1 hour; at levels above FL150; at transonic or supersonic speeds.
A VFR flight shall not take off or land at an aerodrome within a control zone or enter an aerodrome traffic zone/traffic pattern when a) The ceiling is less than 450m (1500 ft); or b) The ground visibility is less than 5 km. or without prior clearance from appropriate air traffic control unit.
7.1.3
7.1.4
Except when necessary for take-off or landing, or except by permission from the appropriate authority, a VFR flight shall not be flown: a)
over the congested areas of cities, towns or settlements or over an open-air assembly of persons at a height less than 300 m (1000 ft) above the highest obstacle within a radius of 600 m from the aircraft;
b)
elsewhere at a height less than 150m (500 ft) above the ground or water.
Except where otherwise indicated in air traffic control clearances or specified by the appropriate ATS authority, VFR flights in level cruising flight when operated above 900 m (3000 ft) from the ground or water, or a higher datum as specified by the appropriate ATS
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1-1-6
authority, shall be conducted at a flight level appropriate to the track as specified in the Tables of cruising levels in Appendix 3. 7.1.5
VFR flights shall comply with the provision of • • •
7.1.6
Air traffic control clearances Adherence to flight plan Position report
a)
when operated within Classes B, C and D airspace;
b)
when forming part of aerodrome traffic at controlled aerodromes; or
c)
when operated as special VFR flights.
An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with the instrument flight rules shall: a)
if a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan, or
b)
submit a flight plan to the appropriate air traffic services unit and obtain a clearance prior to proceeding IFR when in controlled airspace.
7.2
Instrument Flight Rules
7.2.1
Pilot must fly in accordance with IFR when: a)
the airspace has been notified as class A .
b)
the meteorological conditions preclude VFR flight
c)
at night.
7.2.2
The instrument flight rules require a pilot to observe the minimum flight/sector altitude /levels and additional rules given below according to the type of airspace.
7.2.3
Within Controlled Airspace (Classes A to E)
7.2.4
a)
File a flight plan and obtain clearance before proceeding with the flight
b)
Conduct the flight in accordance with clearances and instructions from ATC
c)
Maintain a listening watch on the appropriate radio frequencies
d)
Report positions of the aircraft according to the published procedures
e)
If changing flight plan to VFR notify the appropriate ATC unit
Outside Controlled Airspace (Classes F & G) a) File a flight plan to appropriate ATS unit prior to departure, b) Maintain a listening watch on appropriate radio frequencies. c) Report position of the aircraft in accordance with published procedure. d) Comply with the procedures for air traffic advisory service when operating along advisory routes. e) Comply with semi circular cruising level system.
7.3
Required navigation performance (RNP) for en-route operations
7.3.1
RNP types shall be prescribed if required. When applicable, the RNP type(s) for designated areas, tracks or ATS routes shall be prescribed on the basis of regional air navigation agreements.
7.3.2
For the en-route phase of flight, RNP types RNP 1, RNP 4, RNP 10, RNP 12.6 and RNP 20 will be implemented as and when required basis.
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7.3.3
The prescribed RNP type shall be appropriate to the level of communications, navigation and air traffic services provided in the airspace concerned.
7.4
Time in air traffic services
7.4.1
Air traffic services units shall use Coordinated Universal Time (UTC) and shall express the time in hours and minutes and, when required, seconds of the 24-hour day beginning at midnight.
7.4.2
Air traffic services units shall be equipped with clocks indicating the time in hours, minutes and seconds, clearly visible from each operating position in the unit concerned.
7.4.3
Air traffic services unit clocks and other time-recording devices shall be checked as necessary to ensure correct time to within plus or minus 30 seconds of UTC. Wherever data link communications are utilized by an air traffic services unit, clocks and other time-recording devices shall be checked as necessary to ensure correct time to within 1 second of UTC.
7.4.4
The correct time shall be obtained from a standard time station or, if not possible, from another unit which has obtained the correct time from such station.
7.5
Mandatory use of SSR transponder
7.5.1
Except as otherwise authorized no aircraft shall be operated a) b)
Within all controlled airspace unless the aircraft is equipped with a functioning transponder including mode C automatic altitude reporting, or Within the Karachi CTA and CTR, the Lahore CTA and CTR and Cherat CTR unless the aircraft is equipped with a functioning transponder.
THE TABLE OF CRUISING LEVELS. TRACK From 000 degrees to 179 degrees *** IFR Flights
From 180 degrees to 359 degrees
VFR Flights
Altitude FL
IFR Flights
VFR Flights
Altitude
Altitude FL
FL
Meters
Feet
0 20 40 60 80 100
600 1 200 1 850 2 450 3 050
2 000 4 000 6 000 8 000 10 000
11 500 13 500 15 500 17 500 19 500
120 140 160 180 200
3 650 4 250 4 900 5 500 6 100
21 500 23 500 25 500 27 500 300
220 240 260 280 9 150
6 700 7 300 7900 8 550 30 000
31 000 33 000 35 000 37 000 39 000
320 340 360 380 400
9 750 10 350 10 950 11 600 12 200
32 000 34 000 36 000 38 000 40 000
41 000 45 000 49 000
430 470 510
13 100 14 350 15 500
43 000 47 000 51 000
Meters
Feet
Meters
Feet
-90 10 30 50 70 90
300 900 1500 2 150 2 750
1 000 3 000 5 000 7 000 9 000
35 55 75 95
1 050 1 700 2 300 2 900
3 500 5 500 7 500 9 500
110 130 150 170 190
3 350 3 950 4550 5200 5800
11 000 13 000 15 000 17 000 19 000
115 135 155 175 195
3 500 4 100 4 700 5 350 5 950
210 230 250 270 290
6400 7000 7600 8250 8850
21 000 23 000 25 000 27 000 29 000
215 235 255 275
6 550 7 150 7 750 8 400
310 330 350 370 390
9450 10050 10650 11300 11900
410 450 490 etc.
12500 13 700 14 950
Altitude FL Meters
Feet
45 65 85 105
1 350 2 000 2 600 3 200
4 500 6 500 8 500 10 500
12 000 14 000 16 000 18 000 20 000
125 145 165 185 205
3 800 4 400 5 050 5 650 6 250
12 500 14 500 16 500 18 500 20 500
22 000 24 000 26 000 28 000
225 245 265 285
6 850 7 450 8 100 8 700
22 500 24 500 26 500 28 500
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8.
CANCELLATION OF IFR FLIGHT PLAN
8.1
IFR flight plans shall only be cancelled when the pilot uses the expression “canceling my IFR flight plan”. Pilots must not be invited to cancel but if there is any doubt about a pilot’s intentions he may be asked if he wishes to cancel his IFR flight plan.
8.2
Controllers are to acknowledge a cancellation using the phrase 'IFR flight cancelled at (time).
8.3
Pilots canceling IFR plans shall be given any information which indicates that IMC may be encountered along the intended route.
9.
SPECIAL VFR FLIGHT
9.1
Conditions
9.1.1
A Special VFR clearance is issued when requested by a pilot or when it is notified in the AIP for a particular type of operation. Before issuing such a clearance a controller must consider the prevailing traffic conditions, the extent of the proposed flight and the availability of air/ground communications. Special VFR flights are not to hinder normal IFR flights.
9.2
Weather
9.2.1
Controllers shall not issue Special VFR clearance to any aircraft, other than helicopters, for departure from an aerodrome within a control zone when the official meteorological report indicates that the visibility is 1800 m or less or the cloud ceiling is less than 600 feet.
9.2.2
Aircraft flying along promulgated routes may encounter deteriorating weather conditions. Controllers should be prepared to provide an alternative route which will enable the pilot to comply with the conditions of a Special VFR clearance.
9.3
Separation
9.3.1
Standard separation is to be applied between: a) IFR flights and Special VFR flights; b) Aircraft cleared for Special VFR flights (except where a reduction is authorized by the CAA).
9.3.2
No separation shall be provided between Special VFR flights which are flying in notified areas or routes where an individual clearance is not required, or between flights using such areas or routes and other flights on Special VFR clearances.
9.4
Pilot’s Responsibilities
9.4.1
The pilot of an aircraft on a Special VFR flight: a) must comply with ATC instructions; b) is responsible for ensuring that his flight conditions enable him to remain clear of cloud, determine his flight path with reference to the surface and keep clear of obstructions; c) is responsible for ensuring that he flies within the limitations of his license; d) is responsible for complying with the relevant low flying restrictions (other than the 1500 feet rule); e)
is responsible for avoiding aerodrome traffic zones unless prior permission for penetration has been obtained from the relevant air traffic control unit.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 9.4.2
1-1-9
Flight Plan for Special VFR flight
9.4.2.1 A full flight plan is not required for Special VFR flight but the pilot must give brief details of the callsign, aircraft type and pilot’s intentions. A full flight plan is required if the pilot wishes the destination to be notified. 10.
FLIGHT PLAN i)
Flight plan is a document filed with an ATS unit containing information relating to an intended flight or a portion of a flight in a special format (CAA455 Rev).
ii)
Flight plan shall be submitted to appropriate ATS unit for all flights prior to departure and prior to operation in Pakistan airspace.
iii)
Local flights shall file a flight plan, prior to departure by any available means of communication with the appropriate ATS unit.
Note: A local flight is a flight conducted wholly in the vicinity of an aerodrome/airfield from which it has departed, remains in the traffic circuit and lands back at the same aerodrome. 10.1
FILING OF FLIGHT PLAN:
10.1.1 Flight plans fall in two categories
a) b)
Full flight plan :The information required on Form CAA 455 Rev. Abbreviated flight plans: The limited information required to obtain clearance for a portion of a flight (eg flying in control zone, crossing an airway) filed either on RTF or by telephone prior to takeoff.
10.1.2 A pilot is required to file a flight plan: a)
For all flights with in controlled airspace class A - E, which are conducted in accordance with IFR
b)
For flights within class B, C and D. airspace conducted in accordance with VFR
c)
When pilot wishes to receive an Air Traffic Advisory service in Class F airspace.
10.1.3 Repetitive flight plan: The repetitive flight plan scheme is a convenient method of filing a flight plan for flights that operate regularly. Only one plan is filed and the details are brought forward for each flight. 11.
Adherence to flight plan
11.1
An aircraft shall adhere to the current flight plan or the applicable portion of a current flight plan submitted for a controlled flight unless a request for a change has been made and clearance obtained from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate action by the aircraft, in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate air traffic services unit shall be notified of the action taken and that this action has been taken under emergency authority.
11.2
Unless otherwise authorized or directed by the appropriate air traffic control unit, controlled flights shall, in so far as practicable: a)
when on an established ATS route, operate along the defined centre line of that route; or
b)
when on any other route, operate directly between the navigation facilities and/or points defining that route.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-1-10
11.3
An aircraft operating along an ATS route segment defined by reference to very high frequency omni directional radio ranges shall change over for its primary navigation guidance from the facility behind the aircraft to that ahead of it at, or as close as operationally feasible to, the change-over point, where established.
11.4
Deviation if any shall be notified to the appropriate air traffic services unit.
11.5
Inadvertent changes. In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken:
11.6
11.7
a)
Deviation from track: if the aircraft is off track, action shall be taken forthwith to adjust the heading of the aircraft to regain track as soon as practicable.
b)
Variation in true airspeed: if the average true airspeed at cruising level between reporting points varies or is expected to vary by plus or minus 5 per cent of the true airspeed, from that given in the flight plan, the appropriate air traffic services unit shall be so informed.
c)
Change in time estimate: if the time estimate for the next applicable reporting point, flight information region boundary or destination aerodrome, whichever comes first, is found to be in error in excess of three minutes from that notified to air traffic services, or such other period of time as is prescribed by the appropriate ATS authority or on the basis of air navigation regional agreements, a revised estimated time shall be notified as soon as possible to the appropriate air traffic services unit.
Intended changes. Requests for flight plan changes shall include information as indicated hereunder: a)
Change of cruising level: aircraft identification; requested new cruising level and cruising speed at this level, revised time estimates (when applicable) at subsequent flight information region boundaries.
b)
Change of route: 1)
Destination unchanged: aircraft identification; flight rules; description of new route of flight including related flight plan data beginning with the position from which requested change of route is to commence; revised time estimates; any other pertinent information.
2)
Destination changed: aircraft identification; flight rules; description of revised route of flight to revised destination aerodrome including related flight plan data, beginning with the position from which requested change of route is to commence; revised time estimates; alternate aerodrome(s); any other pertinent information.
Weather deterioration below the VMC. When it becomes evident that flight in VMC in accordance with its current flight plan will not be practicable, a VFR flight operated as a controlled flight shall: a)
request an amended clearance enabling the aircraft to continue in VMC to destination or to an alternative aerodrome, or to leave the airspace within which an ATC clearance is required; or
b)
if no clearance in accordance with a) can be obtained, continue to operate in VMC and notify the appropriate ATC unit of the action being taken either to leave the airspace concerned or to land at the nearest suitable aerodrome; or if operated within a control zone, request authorization to operate as a special VFR flight;
c) d)
request clearance to operate in accordance with the instrument flight rules.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-1-11
12.
SPECIAL FLIGHTS AND EXEMPTIONS
12.1
Special flights requiring deviations or exemption from the Civil Aviation Authority rules and regulations shall be referred to the Director General of Civil Aviation Authority.
12.2
Any flight authorized as such will be conducted in accordance with terms and conditions of the waiver/certificate issued by the Director General Civil Aviation Authority.
13
AIRCRAFT PROXIMITY (AIRPROX) REPORTS
13.1
An AIRPROX is a situation in which, in the opinion of a pilot or a controller, the distance between aircrafts as well as their relative positions and speeds have been such that the safety of the aircraft involved was or may have been compromised.
13.2
If the pilot wishes to file the report by radio telephone the controller should, whenever possible, accept the relevant details, particularly when the flight is bound for a foreign destination. If, due to the controller’s high work load, this cannot be done the pilot is to be requested to file the details after landing.
13.3
The Shift Manager is responsible for taking follow up action.
13.4
The pilot’s report by RTF should commence with the term 'AIRPROX Report'. If the pilot omits the prefix the controller shall ask him if it is his intention to file an AIRPROX report. The complete message will comprise: a) The words 'AIRPROX Report'; b) Position at time of incident; c) Time of incident; d) Altitude/flight level (climbing, descending or level flight); e) Heading; f)
Brief details of incident including first sighting and miss distance;
g) Weather conditions. 13.5
If the pilot states that he intends to file an AIRPROX report after landing he is to be reminded that, to avoid any delay in its progression, the details are required as soon as possible after he has landed.
13.6
Controllers must not offer opinions as to cause or responsibility, either to pilots at the time or to operators or pilots subsequently. Pilots may be told that the incident will be investigated.
13.7
The identity of the reported aircraft is to be established as soon as possible by any practical means. If the identity is not immediately apparent the Shift Manager is to be advised so that he can commence search action.
14
Search Action
14.1
The shift Manager is to initiate search action if the identity of an aircraft which has been involved in an incident or has infringed air traffic rules and regulations, is not known. Relevant data should be examined, other Unit consulted and every means used, consistent with safety, to identify the aircraft. Radar if available, should be used to track the aircraft either until it is lost from radar scope or has landed and the track and time correlated with the movement at the appropriate aerodrome/airfield.
14.2
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-1-12
15
FAILURE OF NAVIGATIONAL LIGHTS – DISPLAYED BY AIRCRAFT
15.1
In the event of failure of any light required to be displayed by aircraft the pilot should notify ATC immediately and land as soon as possible if (in the opinion of the pilot) he can safely do so.
16
ACTION WHEN CAPTIVE BALLOONS BREAK FREE
16.1
When information that a captive balloon has broken free is received at an air traffic service unit the senior controller shall telephone the appropriate ACC without delay stating: • The colour and type of balloon and whether carrying any person; • Position of balloon site; • Direction and speed of drift; • Length of cable attached to balloon; • Balloon operator’s name and telephone number.
16.2
ACC should be aware of the places and times when Radio Sonde balloons are released by Met authorities.
16.3
Aerodrome control towers shall, prior to an aircraft taxiing for take-off, provide the pilot with the correct time, unless arrangements have been made for the pilot to obtain it from other sources. Air traffic services units shall, in addition, provide aircraft with the correct time on request. Time checks shall be given to the nearest half minute.
17
Air Traffic incident report form
17.1
Instructions for the completion of the air traffic incident report form
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-1-13
SAMPLE OF AIR TRAFFIC INCIDENT REPORT FORM AIR TRAFFIC INCIDENT REPORT FORM For use when submitting and receiving reports on air traffic incidents. In an initial report by radio, shaded items should be included. A AIRCRAFT IDENTIFICATION
B TYPE OF INCIDENT AIRPROX / OBSTRUCTION ON RUNWAY INCURSION / PROCEDURE / FACILITY
/
RUNWAY
C THE INCIDENT 1.
General
2.
Own aircraft. a)
a) Date / time of incident UTC
b)
Heading and route
b)
True air speed ___ ____ ____ ____ ____ ___ ____ ____ measured in ( ) kt ____
c)
Level and altimeter setting
d)
f)
h)
Level flight
( )
Climbing
( )
Descending
Aircraft bank angle ( )
Wings level
( )
Slight bank
( )
Moderate bank
( )
Steep bank
( )
Inverted
( )
Unknown
( )
Right
( )
Unknown
( )
Dirty windscreen
Aircraft direction of bank ( )
g)
( ) km/h ____
Aircraft climbing or descending ( )
e)
Position
Left
Restrictions to visibility (select as many as required) ( )
Sun glare
( )
Windscreen pillar
( )
Other cockpit structure
( )
None
Use of aircraft lighting (select as many as required) ( )
Navigation lights
( )
Strobe lights
( )
Cabin lights
( )
Red anti-collision lights
( )
Landing / taxi lights
( )
Logo (tailfin) lights
( )
Other
( )
None
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
i)
j)
k)
l)
Traffic avoidance advice issued by ATS ( )
Yes, based on radar
( )
No
( )
Yes, based on radar
( )
No
3.
( )
Yes, based on other information
( )
Yes, based on visual sighting
( )
Yes, based on other information
( )
Traffic advisory issued
( )
Not carried
( )
Type
( )
Resolution advisory issued
( )
Traffic advisory or resolution advisory not issued
( )
Radar identification
( )
No radar identification
( )
No
( )
Wrong aircraft sighted
( )
No
Radar identification No radar available
Other aircraft sighted Yes
Avoiding action taken ( )
o)
Yes, based on visual sighting
Airborne collision avoidance system ACAS
( ) n)
( )
Traffic information issued
( ) m)
1-1-14
Yes
Type of flight plan
IFR / VFR / none *
Other aircraft a)
Type and call sign / registration (if known)
b)
If a) above not known, describe below ( )
High wing
( )
Mid wing
( )
Low wing
( )
Rotorcraft
( )
1 engine
( )
2 engines
( )
3 engines
( )
4 engines
( )
More than 4 engines
Marking, colour or other available details
c)
Aircraft climbing or descending
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
d)
e)
( )
Level flight
( )
Unknown
g)
h)
i)
5.
Climbing
( )
Descending
( )
Wings level
( )
Slight bank
( )
Moderate bank
( )
Steep bank
( )
Inverted
( )
Unknown
( )
Right
( )
Unknown
Aircraft direction of bank Left
Lights displayed ( )
Navigation lights
( )
Strobe lights
( )
Cabin lights
( )
Red anti-collision lights
( )
Landing / taxi lights
( )
Logo (tail fin) lights
( )
Other
( )
None
( )
Unknown
( )
Yes, based on other information
( )
Yes, based on other information
( )
Unknown
Traffic avoidance advice issue d by ATS ( )
Yes, based on radar
( )
Yes, based on visual sighting
( )
No
( )
Unknown
Traffic information issued ( )
Yes, based on radar
( )
Yes, based on visual sighting
( )
No
( )
Unknown
( )
No
Avoiding action taken ( )
4.
( )
Aircraft bank angle
( ) f)
1-1-15
Yes
Distance a)
Closest horizontal distance
b)
Closest vertical distance
Flight weather conditions a)
IMC / VMC *
b)
Above / below* clouds / fog / haze or between layers*
c)
Vertical distance from cloud ____ ____ __ m / ft* below
d)
In cloud / rain / snow / sleet / fog / haze *
e)
Flying into / out of sun
f)
Flight visibility ____ ___ m / km*
____ ____ __ m / ft* above
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-1-16
6.
Any other information considered important by the Pilot-in-Command
D
MISCELLANEOUS
1.
Information regarding reporting aircraft
2.
3.
a)
Aircraft registration
b)
Aircraft type
c)
Operator
d)
Aerodrome of departure
e)
Aerodrome of first landing ____ ____ Destination ____ ____ ____ ___________________
f)
Reported by radio or other means to ____ ____ ____ ____ ____ ____ ____ ____ ____ ___ ___ (name of ATS unit) at time UTC
g)
Date / time / place of completion of form
Function, address and signature of person submitting report a)
Function
b)
Address
c)
Signature
d)
Telephone number
Function and signature of person receiving report a)
Function ____ ____ ____ ____ ____ b)
Signature ____ ____ ____ ____ ____ ____ ____ ____ ____
E SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED 1.
2.
Receipt of report a)
Report received via AFT N / radio / telephone / other (specify)* ____ ____ ____ ____ ____ ____ ____ __
b)
Report received by ____ ____ ____ ____ ____ ____ ____ ____ __ (name of ATS unit)
Details of ATS action Clearance, incident seen (radar/ visually, warning given , result of local enquiry, etc.) ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____
*
Delete as appropriate
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1–2–1
CHAPTER – 2 OTHER RELATED PROCEDURES 1ALTIMETER SETTING PROCEDURES 1.1.
UNITS OF MEASUREMENT In Pakistan altimeter settings are provided in (HPa). Altimeter setting in inches is provided on request.
1.2.
SYSTEM OF FLIGHT LEVELS
1.2.1
Flight level zero is at 1013.2(HPa) pressure level and consecutive cruising flight levels are at intervals of 500 feet up to FL290 and 1,000 feet above FL290, Flight levels are numbered according to the height in the standard atmosphere, for example at FL35 the altimeter indicates 3,500 feet and FL220 indicates 22,000 feet.
1.3.
PRESSURE SETTING
1.3.1
A correctly calibrated pressure altimeter when set to: a)
QNH altimeter setting will indicate altitude;
b)
QFE altimeter setting will indicate height above the QFE reference datum;
c)
1013.2 HPa will indicate flight level.
1.3.2
Altimeter settings are rounded down to the nearest lower whole Hectopascal before being passed to the pilot. However, they are given to the nearest tenth of a Hectopascal if requested.
1.4
REGIONAL QNH
1.4.1
The regional QNH is the actual lowest QNH value within an altimeter setting region. The QNH is reported by Meteorological office half hourly for each aerodrome within the area. The lowest reported QNH is to be taken as the regional QNH.
1.4.2
Air Traffic service units are to have available the regional QNH for the altimeter setting region in which their area of jurisdiction lies and appropriate adjacent regions where so prescribed. These values are to be passed to pilots as specified in local ATS instructions or whenever requested.
1.4.3
Transition Altitude
1.4.3.1 Transition altitude is the altitude at or below which the vertical position of and aircraft is normally expressed by reference to altitude. Wherever possible there is a common transition altitude for aerodrome within a control zone. The transition altitudes and transition levels for controlled aerodromes in Pakistan are listed in the AIP. 1.4.4
Transition Level
1.4.4.1 Transition level is the lowest flight level available for use above the transition altitude. It determines from the table as follows: a)
within controlled airspace by the controlling authority and it will normally be based on the QNH of the major aerodrome;
b)
outside controlled airspace by the aerodrome authority and based on the aerodrome QNH.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 1.4.5
1-2-2
Transition Layer
1.4.5.1 Transition layer is the airspace between the transition altitude and the transition level. 1.4.5.2 The thickness of transition layer shall not be less than 1000 feet at any time. 1.5.
VERTICAL POSITION
1.5.1
A pilot normally assesses the height of his aircraft above obstacles by using an accurately set altimeter. It is imperative, therefore, that controllers always issue the correct pressure setting and that they check the read back from the pilot. It is also imperative that ATS personnel check the value of each newly issued QNH to see that the change in value, if any, is not unreasonably large. A large change in value should be verified with the issuing meteorological office before being used operationally.
1.5.2
The table below shows the altimeter subscale settings, the terms in which vertical position is reported and the occasions on which they are used to report to air traffic service units.
Subscale Setting 1013. 2HPa
Expressed In Terms of FLIGHT LEVEL
When Used to Report Vertical Position To ATSUs 1. At, or above, the transition level 2. Climbing through the transition layer. 3. At 3000 FEET above AMSL and not in the vicinity of an aerodrome
QNH
ALTITUDE
1. At, or below, the transition altitude (i.e. in the vicinity of an aerodrome) 2. Descending through the transition layer. 3. On final approach. 4. Above transition level if approach clearance is issued and descent to land is commenced, provided level flight above the transition altitude is not indicated or anticipated.
QFE REGIONAL PRESSURE SETTING
Height above reference datum Altitude
Normally during final Approach. At or below 3000 ft AMSL When outside controlled airspace and not in the vicinity of an aerodrome.
NOTE 1 When an aircraft has been cleared to climb from an altitude to a flight level vertical position will be reported in terms of flight level unless intermediate altitude reports have been specifically requested by ATC. Similarly when a pilot is descending from a flight level to an altitude the pilot will change to the aerodrome QNH unless further flight level vacating reports have been requested by ATC, in which case the QNH will be set following the final flight level vacating report. 1.6
PROCEDURE AT AERODROME
1.6.1
Aerodrome Reference Data
1.6.1.1. Aerodrome elevation is the elevation of the highest point on the landing area. It is the elevation upon which the visual manoeuvring height is based. 1.6.1.2 In addition a threshold elevation is published for precision approach runways and for any instrument runway whose threshold is seven feet or more below the aerodrome elevation. In such cases QFE reference datum will be threshold elevation. 1.6.1.3 The pressure settings on the sub-scale which will indicate zero height at the aerodrome elevation/threshold elevation are expressed as QFE. 1.6.2
Aircraft Taking-Off
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-2-3
1.6.2.1 Prior to take-off, aircraft are to be given aerodrome QNH. The transition altitude and level will only be passed if requested by the pilot. 1.6.3
Arriving Aircraft
1.6.3.1 Aircraft descending at or below the transition level are to be given the aerodrome QNH. When aircraft is cleared to descend from a flight level to an altitude the appropriate QNH shall be included in the same transmission. If flight level vacating reports are required the request should be included with the descent clearance. Transition level is passed to aircraft only if requested. 1.6.3.2 After QNH is assumed to have been set by an aircraft, all reference to vertical position shall be in term of altitude until the aircraft lands. 1.6.3.3. When requested, aircraft are to be given the appropriate QFE (Aerodrome elevation/threshold as appropriate). 1.6.3.4 After a missed approach, vertical position is referred to in terms of altitude. It is necessary, therefore, to include QNH with the subsequent clearance if QFE was set. 1.7
MINIMUM CRUISING LEVELS
1.7.1
Minimum cruising levels on ATS routes are published in AIP PAKISTAN.
1.7.2
Air Traffic Controllers should be aware of the fact that thickness of transition layer reduces when the QNH value is lower than the standard pressure value i.e. 1013.2 H Pa. Conversely thickness of transition layer increase when the QNH value is higher than the standard pressure value i.e. 1013.2 H Pa.
1.7.3
When QNH value at an aerodrome falls to such a degree that the thickness of transition layer becomes less than 1000 feet then the transition level must be increased for the duration to ensure 1000 feet or more separation between an aircraft at transition level on standard altimeter setting 1013.2 H Pa and an aircraft at transition altitude on aerodrome QNH setting.
1.7.4
A table for determining Transition level and minimum cruising level is given below. The table shows corresponding Flight Levels against indicated altitude when QNH set on the sub-scale within the value given in the first column boxes: TABLE 1-6-1 TRNASITION ALTITUDE (FEET)
AERODROME QNH H Pa
3000
1050
Flight Level
Flight Level
Flight Level
Flight Level
Flight Level
25
35
45
55
30
40
50
35
45
40
1032 1031 1041 1013 996 995 978 977 960 959 943
4000
5000
6000
7000
8000
9000
10000
Flight Level
Flight Level
Flight Level
65
75
85
95
60
70
80
90
100
55
65
75
85
95
105
50
60
70
80
90
100
110
45
55
65
75
85
95
105
115
50
60
70
80
90
100
110
120
CORRESPONDING FLIGHT LEVEL
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-2-4
Note: - Air Traffic Controllers should be aware that falls of QNH value to 996 hpa reduces the thickness of transition layer by 500 feet and to 978 hpa by 1000 feet.
2
DIVERSION PROCEDURES
2.1
INTRODUCTION
2.1.1
Aircraft may divert from their planned destination to another aerodrome on the initiative of the pilot or upon request from the appropriate authority.
2.1.2
Diversions are normally caused by the following reasons: a)
Weather at the planned aerodrome is reported to be below the operating minima for that category of aircraft;
b)
Obstruction on the landing area which may constitute hazard to landing aircraft and cannot be cleared within a reasonable period;
c)
Failure of airborne equipment;
d)
Failure of essential ground aids to landing under circumstances which require their use or depletion of crash rescue facilities;
e)
Closure of the destination aerodrome;
f)
Aircraft in emergency situation;
g)
Traffic congestion causing un-acceptable delay
2.1.3
The aerodrome authority is responsible for the decision regarding aerodrome availability.
2.2
PILOT ORIGINATED DIVERSIONS
2.2.1
The pilot-in-command of an aircraft is primarily responsible for the safety of the aircraft, therefore it is he who will normally decide whether safe landing at an aerodrome can be affected or not. Normally he will be aware of the weather conditions at the destination and alternate aerodromes, therefore whenever he considers it necessary to divert he will make his intentions known to ATC and request the appropriate clearance.
2.3
GROUND ORGANIZATION ORIGINATED DIVERSIONS
2.3.1
If for traffic reasons, a controller considers it advisable to divert an aircraft he shall consult the aircraft operator. They will decide between them the diversion aerodrome. The request to divert will be passed to the pilot together with reasons for the diversion, an air traffic control clearance and any further instructions.
2.3.2
In an emergency it may be necessary to divert an aircraft without prior consultation with the operator. In this case the message to the pilot will be in the form of a request and the operator informed as soon as possible.
2.4
PILOT ACTION
2.4.1
Upon receiving a diversion message the pilot will acknowledge and comply with the request or give reasons for non-compliance. If he decides against a diversion, permission to attempt a landing shall not be refused unless the aerodrome has been declared closed by the appropriate authority.
2.5
MILITARY AIRCRAFT/ MILITARY UNITS
2.5.1
In the event of a military aircraft required to be diverted, the coordination procedures applying to such an instance will be the subject of special agreements between concerned military authorities and ACCs/Units and to be covered in unit instructions/SATIs.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-2-5
2.5.2
Should a Civil Aircraft in ‘dire emergency’ require diversion to a military airfield, this will be the subject of special co-ordination procedures agreed with concerned Military Authorities. These procedures will be updated from time to time and covered in unit instructions/SATIs.
3
PROCEDURES FOR V VIP FLIGHTS
3.1
INTRODUCTION
3.1.1
A VVIP flight is a flight carrying the President of Pakistan or any other flight accorded a status similar to that of a presidential flight. This may include a flight carrying the Prime Minister or Head of State of any country. These flights will be notified in advance.
3.2
SPECIAL PROCEDURES Special procedures as follows shall apply:
3.2.1
Aerodrome Control
3.2.1.1 Arrival /Departure of VVIP Flight Aerodrome traffic operations in respect of arrival, departure and circuit traffic will cease from
(a)
5 minutes before ETA of VVIP flight until DOOR OPEN TIME.
(b)
DOOR CLOSE TIME until 5 minutes after ATD.
3.3
CONTROLLED AIRSPACE
3.3.1
Horizontal separation standards will be applied to VVIP flights at all times with vertical separation increased to 2000 feet at al levels from other traffic.
3.3.2
All flights will be compulsory IFR during the period that the VVIP aircraft is flying in controlled airspace.
3.4
OUTSIDE CONTROLLED AIRSPACE (Enroute)
3.4.1
Outside controlled airspace in Karachi & Lahore FIR, the VVIP flight will be protected by a moving block of sterilized airspace surrounding the aircraft and within which no other flight is permitted. 1)
Vertically separated from all other traffic by 2000 feet above and below the cruising level of the VVIP aircraft.
2)
25 NM either side of the VVIP aircraft flight path.
3.4.2
The restriction in 2) above need not apply when it is known that standard separation based on current flight plans and position reports will exist between other aircraft and the VVIP aircraft.
3.5
RADAR CONTROL SERVICE
3.5.1
Subject to radar coverage, units shall provide appropriate radar service for all VVIP flights. A further service will be provided by military units parallel to the civil radar coverage.
3.6
HANDLING VVIP FLIGHT
3.6.1
Notification
3.6.1.1 Notification of flight is the responsibility of CAA Headquarters (Ops Directorate) to unit management involved in the handling of the flight. __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1-2-6
3.6.1.2 Unit instructions will detail the local notification procedure applicable to that unit. 3.6.2
Flight Planning
3.6.2.1 Filed flight plans/current flight plan are to be checked with the notified flight details and Director Operations informed of any discrepancy. 3.6.3
Meteorological conditions
3.6.3.1 The current weather and forecast conditions for the destination and flight planned diversion airfield together with the en-route forecast are to be available with the concerned duty Air Traffic Controller/Shift Manager/Airport Manager before departure of the flight. 3.6.4
Status of Radio/Nav Aids
3.6.4.1 The status of radio/nav aids enroute and at the destination of the VVIP flight shall be available with concerned ACC(s). 3.6.5
Co-ordination
3.6.5.1 Karachi ACC and Lahore ACC will monitor the progress of the flight in their respective FIRs and the movement when necessary will be coordinated with Adjacent ACC units in accordance with unit instructions/SATIs.
3.6.5.2
The flight will also be coordinated with Sector Operations Centre (SOC) in accordance with unit instructions/ SATIs.
3.7
SPECIAL HANDLING VIP/VVIP FLIGHTS a)
The Duty Air Traffic Controller/Airport Manager responsible for the departure of a flight shall ensure that coordination has been affected with destination aerodrome and current destination weather has been given to the pilot-in-command before departure.
b)
For flight destined to hilly areas, the Airport Manager at destination aerodrome will have available for the departure aerodrome the current and forecast weather for the airfield.
c)
Airport Manager in (b) will be responsible for notifying any change in the weather conditions pertaining to (b) either to the aerodrome of departure or the aircraft in flight by the quickest means available (including PIA SSB Communication network).
d)
Shift Manager/Duty Controller in whose area the flight is originating must ensure the pilot has: i)
route forecast;
ii)
destination forecast; and
iii)
current destination weather
4
FLIGHT TO DISUSED AIRFIELD
4.1
The pilot-in-command of a flight to a disused airfield will take the following action: a)
When departing for a disused airfield he will file a flight plan for the return flight.
b)
Should there be any amendment to the return flight plan filed, the pilot-incommand will use any means available to notify the unit where the return plan was filed of the amendments or changes to his original flight plan. If the aircraft is airborne the amendment will be passed on the appropriate air ground frequency.
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c)
When departing for a disused airfield he will file a flight plan for the return flight.
d)
Should there be any amendment to the return flight plan filed, the pilot-incommand will use any means available to notify the unit where the return plan was filed of the amendments or changes to his original flight plan. If the aircraft is airborne the amendment will be passed on the appropriate air ground frequency.
The unit receiving the amendments will take action according to unit instructions /SATI
5 OPERATION OF CIVIL AIRCRAFT AT UNMANNED/ MILITARY AIRFIELD 5.1
INTRODUCTION
5.1.1
Civil aircraft is not generally permitted to land/take off at/from any aerodrome not listed in AIP Pakistan except where special permission has been granted by DGCAA.
5.1.2
In case any civil aircraft wishes to operate at any unlisted licensed/un-manned/military airfield, it must adhere to the following conditions: a)
operation will be only during day and in VMC;
b)
prior permission must be obtained from the agency concerned (owner of the airfield).
c)
in case of a VVIP flight the operator must inform the concerned Zonal Manager in advance who will provide ATC/Fire Fighting facilities at the airfield.
d)
take off/landing at unmanned aerodrome will be at operator’s risk;
e)
irrespective of the above facts, Flight Plan must be filed with the FIC concerned for Search & Rescue and air defense identification purposes.
6
COORDINATION PROCEDURES
6.1
COORDINATION BETWEEN THE OPERATOR AND AIR TRAFFIC SERVICES
6.1.1
Air traffic services units of Karachi and Lahore FIR’s in carrying out their objectives of air traffic services shall have due regards for the requirements of the operators consequent on their obligations and if so required by the operators shall make available to them or their designated representatives such information as may be available to enable them or their designated representative to carry out their responsibilities.
6.1.2
When so requested by an operator messages including position reports received by air traffic services units and relating to the operation of the aircraft for which operational control service is provided by that operator shall so far as practicable, be made available immediately to the operator or a designated representative in accordance with locally agreed procedures.
6.1.3
Karachi and Lahore Area control centers shall coordinate and pass to all operators with
Arrival and departure times of their flights
Closure of any route or segment of route with in FIR’s
When so requested messages including position reports received by ATS units and relating to the operation of the aircraft for which the operation control services are provided by the operator
Activities potentially hazardous to civil aircraft well in time.
Information about aircraft in any form of emergency.
Information about aircraft subject to unlawful interference.
Information about aircraft intercepted by military authorities
6.2
COORDINATION BETWEEN AIR TRAFFIC SERVICES AND MILITARY AUTHORITY
6.2.1
Air traffic services have established and maintain close cooperation with military authorities responsible for that may affect on civil traffic.
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6.2.2
Arrangement has made to permit information relevant to the safe and expeditious conduct of civil traffic to be promptly exchanged between air traffic services units and appropriate military units.
6.2.3
Air traffic services units either routinely or on request shall provide the pertinent flight plan and other data concerning civil flights to appropriate military units in accordance with locally agreed procedures.
6.2.4
Activities of potentially hazardous to civil traffic, whether over the territory of the state or over the high seas, shall be coordinated with the appropriate air traffic services authorities.
6.2.5
In order to ensure that : a)
air traffic services units are notified if a military unit observes that an aircraft which is or might be , a civil aircraft is approaching, or has entered ,any area in which interception might become necessary;
b)
all possible efforts are made to confirm the identity of the aircraft and to provide it with the navigational guidance necessary to avoid the need for interception. Special procedures are established.
6.2.6
6.2.7
Karachi and Lahore Area control centers shall
Establish and maintain close cooperation with military authorities responsible for activities that may affect operation of civil aircraft
Coordinate activities potentially hazardous to civil aircraft
Information relevant to the safe and expeditious conduct of flight of civil aircraft to be promptly exchanged with military authorities(SOC)
Provide appropriate military authorities with pertinent flight plan and other data concerning flights of civil aircraft.
Appropriate Military authority shall inform Karachi and Lahore Area control centers
The location or area, time and durations for the activities potentially hazardous to civil aircraft
If they observes that any civil aircraft is approaching or has entered in any area in which interception might become necessary
6.3 COORDINATION BETWEEN AIR TRAFFIC SERVICES & METEOROLOGICAL SERVICES 6.3.1
6.3.2
To ensure that aircraft receive the most up-to-date meteorological information for aircraft operations arrangements are made between meteorological and air traffic services units a)
To report if observed by air traffic services personnel or communicated by aircraft, such other meteorological elements as may be agreed upon;
b)
To report as soon as possible to the associated meteorological office meteorological phenomena of operational significance, if observed by air traffic services personnel or communicated by air craft which have not been included in the aerodrome meteorological report
Close coordination shall be maintained between air traffic services units and meteorological section for safe conduct of civil aircraft and:
Air report received from aircraft shall be transmitted to concerned meteorological section without delay
Any significant change observed or reported in meteorological phenomena shall be passed to MET section immediately
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CHAPTER-3 AIR TRAFFIC MANAGEMENT This chapter deals with procedures related to Air Traffic Management and ATS management shall apply these procedures when deemed necessary. Here it is for information of Air traffic controllers
1
ATS SAFETY MANAGEMENT
1.1
GENERAL
1.1.1
It is the requirement of Operational Directorate to ensure that
the level of air traffic services (ATS); communications, navigation and surveillance; the ATS procedures applicable to the airspace and aerodromes are appropriate and adequate for maintaining an acceptable level of safety in the provision of ATS.
1.1.2
To ensure that safety in the provision of ATS is maintained, formal and systematic safety management programmes for the air traffic services being implemented.
1.2
OBJECTIVES OF SAFETY MANAGEMENT
1.2.1
The objectives of ATS safety management are to ensure that: a) b)
the established level of safety applicable to the provision of ATS within an airspace or at an aerodrome is met; and safety-related enhancements are implemented whenever necessary.
1.3
ATS SAFETY MANAGEMENT ACTIVITIES
1.3.1
ATS safety management programme includes the following with respect to the provision of air traffic services: a) b) c) d)
monitoring of overall safety levels and detection of any adverse trend; safety reviews of ATS units; safety assessments in respect of the planned implementation of airspace re-organizations, the introduction of new equipment systems or facilities, and new or changed ATS procedures; and a mechanism for identifying the need for safety enhancing measures.
1.4
MONITORING OF SAFETY LEVELS
1.4.1
Collection and evaluation of safety-related data
1.4.1.1 Data for use in safety monitoring programmes should be collected from as wide a range of sources as possible and retained, the safety-related consequences of particular procedures or systems may not be realized until after an incident has occurred. 1.4.1.2 A formal incident reporting system for ATS personnel to a) facilitate the collection of information on actual or potential safety hazards or b) deficiencies related to the provision of ATS, including
route structures,
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procedures,
communications, navigation and surveillance systems and
other safety significant systems and equipment
controller work loads
is already established. 1.4.2
Review of incident and other safety-related reports
1.4.2.1 Safety-related reports concerning a) b) c)
the operation of air traffic services, air traffic incident reports, reports concerning the serviceability of ATS facilities and systems such as failures and degradations of communications, surveillance and other safety significant systems and equipment
be systematically reviewed by the appropriate ATS authority in order to detect any adverse trend in the operation of such systems which may have an adverse effect on safety and in the number and types of incidents which occur. 1.5
SAFETY REVIEWS
1.5.1
General requirements
1.5.1.1 Safety reviews of ATS units shall be conducted on a regular and systematic basis by personnel deployed by HQCAA. 1.5.2
Scope
1.5.2.1 The scope of ATS unit safety reviews includes the following issues:
Regulatory issues to ensure that: a)
ATS operations manuals, ATS unit instructions and air traffic control (ATC) coordination procedures are complete, concise, and up-to-date;
b)
the ATS route structure, provides for: 1)
adequate route spacing; and
2)
crossing points for ATS routes located so as to reduce the need for controller intervention and for inter- unit coordination;
c)
the separation minima used in the airspace or at the aerodrome are appropriate and all the provisions applicable to those minima are being complied with;
d)
appropriate procedures for low visibility aerodrome operations are in place;
e)
procedures to be applied in the event of failures or degradations of ATS systems, including communications, navigation and surveillance systems, are practicable and will provide for an acceptable level of safety; and
f)
procedures for the reporting of incidents and other safety-related occurrences are implemented
Operational and technical issues to ensure that:
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a)
the environmental working conditions meet established levels for temperature, humidity, ventilation, noise and ambient lighting, and do not adversely affect controller performance; automation systems generate and display flight plan, control and coordination data in a timely, accurate and easily recognizable manner and in accordance with Human Factors principles;
b)
c)
equipment, including input/output devices for automation systems, are designed and positioned in the working position in accordance with ergonomic principles;
d)
communications, navigation, surveillance and other safety significant systems and equipment;
e)
1)
are tested for normal operations on a routine basis;
2)
meet the required level of reliability and availability as defined by the appropriate authority;
3)
provide for the timely and appropriate detection and warning of system failures and degradations;
4)
include documentation on the consequences of system, sub-system and equipment failures and degradations;
5)
include measures to control the probability of failures and degradations; and
6)
include adequate back-up facilities and/or procedures in the event of a system failure or degradation;
detailed records of systems and equipment serviceability are kept and periodically reviewed.
Licensing and training issues to ensure that: a)
controllers are adequately trained and properly licensed with valid ratings;
b)
controller competency is maintained by adequate and appropriate refresher training, including the handling of aircraft emergencies and operations under conditions with failed and degraded facilities and systems;
c)
controllers are provided relevant and adequate training in order to ensure efficient teamwork;
d)
the implementation of new or amended procedures, and new or updated communications, surveillance and other safety significant systems and equipment is preceded by appropriate training and instruction; controller competency in the English language is satisfactory in relation to providing ATS to international air traffic; and
e) f)
standard phraseology is used.
1.6
SAFETY ASSESSMENTS
1.6.1
Need for safety assessments
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airspace or an aerodrome, and for the introduction of new equipment, systems or facilities, such as: 1.6.2
Safety-significant factors
1.6.2.1 Following factors are safety-significant: a)
types of aircraft and their performance characteristics, including aircraft navigation capabilities and navigation performance;
b)
traffic density and distribution;
c)
airspace complexity, ATS route structure and classification of the airspace;
d)
aerodrome layout, including runway configurations, runway lengths and taxiways configuration;
e)
type of air-ground communications and time parameters for communication dialogues, including controller intervention capability;
f)
type and capabilities of surveillance system, and the availability of systems providing controller support and alert functions; and
g)
any significant local or regional weather phenomena.
1.7
SAFETY-ENHANCING MEASURES
1.7.1
Any actual or potential hazard related to the provision of ATS within airspace or at an aerodrome, whether identified through an ATS safety management activity or by any other means, shall be assessed and classified by the appropriate ATS authority for its risk acceptability.
1.7.2
Except when the risk can be classified as acceptable, the ATS authority shall, as a matter of priority and as far as practicable, implement appropriate measures to eliminate the risk or reduce the risk to a level that is acceptable.
1.7.3
If it becomes apparent that the level of safety applicable in an airspace or an aerodrome is not, or may not be achieved, the appropriate ATS authority shall, as a matter of priority and as far as practicable shall implement appropriate remedial measures.
1.7.4
Implementation of any remedial measure shall be followed by an evaluation of the effectiveness of the measure in eliminating or mitigating a risk.
2.
ATS SYSTEM CAPACITY MANAGEMENT
2.1
General
2.1.1
The capacity of an ATS system depends on many factors,
the ATS route structure; the navigation accuracy of the aircraft using the airspace; weather related factors; and controllers workload.
2.1.2
Every effort should be made to provide sufficient capacity to cater to both normal and peak traffic levels.
2.1.3
in implementing any measures to increase capacity, the responsible ATS authority shall
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ensure that safety levels are not jeopardized. 2.1.4
The number of aircraft provided with an ATC service shall not exceed that which can be safely handled by the ATC unit concerned under the prevailing circumstances.
2.1.5
In order to define the maximum number of flights which can be safely accommodated, the appropriate ATS authority shall assess and declare the ATC capacity for control areas or control sectors within a control area and for aerodromes as and when requirements arises .
2.1.6
ATC capacity shall be expressed as the maximum number of aircraft which can be accepted over a given period of time within the airspace or at the aerodrome concerned.
2.1.7
The most appropriate measure of capacity is likely to be the sustainable hourly traffic flow. Such hourly capacities can, be converted into daily, monthly or annual values.
2.2.2
Capacity assessment
2.2.1
In assessing capacity values, factors to be taken into account shall include: a)
the level and type of ATS provided;
b)
the structural complexity of the control area, the control sector or the aerodrome concerned;
c)
controller workload, including control and coordination tasks to be performed;
d)
the types of communications, navigation and surveillance systems in use, their degree of technical reliability and availability as well as the availability of back-up systems and/or procedures;
e)
availability of ATC systems providing controller support and alert functions; and
f)
any other factor or element deemed relevant to controller workload.
2.3
Regulation of ATC capacity and traffic volumes
2.3.1
Where traffic demand varies significantly on a daily or periodic basis, facilities and procedures can be implemented to vary the number of operational sectors or working positions to meet the prevailing and anticipated demand. Applicable procedures shall be contained in local instructions.
2.3.2
In case of particular events which have a negative impact on the declared capacity of an airspace or aerodrome, the capacity of the airspace or aerodrome concerned shall be reduced accordingly for the required time period. Whenever possible, the capacity pertaining to such events should be pre-determined.
2.3.3
To ensure that safety is not compromised whenever the traffic demand in an airspace or at an aerodrome is forecast to exceed the available ATC capacity, measures shall be implemented to regulate traffic volumes accordingly.
2.4
Enhancements of ATC capacity
2.4.1
The appropriate ATS authority shall: a)
periodically review ATS capacities in relation to traffic demand; and
b)
provide for flexible use of airspace in order to improve the efficiency of operations and increase capacity.
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In the event that traffic demand regularly exceeds ATC capacity, resulting in continuing and frequent traffic delays, or it becomes apparent that forecast traffic demand will exceed capacity values, the appropriate ATS authority should, as far as practicable: a)
implement steps aimed at maximizing the use of the existing system capacity; and
b)
develop plans to increase capacity to meet the actual or forecast demand.
2.5
Flexible use of airspace
2.5.1
The appropriate authorities should, through the establishment of agreements and procedures, make provision for the flexible use of all airspace in order to increase airspace capacity and to improve the efficiency and flexibility of aircraft operations. When applicable, such agreements and procedures should be established on the basis of a regional air navigation agreement. Agreements and procedures providing for a flexible use of airspace should specify:
2.5.2
a)
the horizontal and vertical limits of the airspace concerned;
b)
the classification of any airspace made available for use by civil air traffic;
c)
units or authorities responsible for transfer of the airspace;
d)
conditions for transfer of the airspace to the ATC unit concerned;
e)
conditions for transfer of the airspace from the ATC unit concerned;
f)
periods of availability of the airspace;
g)
any limitations on the use of the airspace concerned; and
h)
any other relevant procedures or information.
3.
AIR TRAFFIC FLOW MANAGEMENT
3.1
General
3.1.1
An air traffic flow management (ATFM) service shall be implemented for airspace where traffic demand at times exceeds the defined ATC capacity.
3.1.2
ATFM should be implemented on the basis of a regional air navigation agreement or, when appropriate, as a multilateral agreement.
3.1..3
The ATFM service within a region or other defined area, should be developed and implemented as a centralized ATFM organization, supported by flow management positions established at each area control centre (ACC) within the region or area of applicability.
3.1.4
Certain flights may be exempt from ATFM measures, or be given priority over other flights.
3.1.5
Detailed procedures governing the provision of the ATFM measures, and service within a region or area should be prescribed in a regional ATFM manual or handbook.
3.2
Flow management procedures
3.2.1
ATFM should be carried out in three phases: a)
strategic planning,
if the action is carried out more than one day before the day on which it will take effect. Strategic planning is normally carried out well in advance, typically two to six months ahead;
b)
pre-tactical planning,
if the action is to be taken on the day before the day on which it will take effect;
c)
tactical operations,
if the action is taken on the day on which it will take effect.
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3.3
Strategic planning
3.3.1
Strategic planning should be carried out in conjunction with ATC and the aircraft operators. It should consist of examining the demand for the forthcoming season, assessing where and when demand is likely to exceed the available ATC capacity and taking steps to resolve the imbalance by: a)
arranging with the ATC authority to provide adequate capacity at the required place and time;
b)
re-routing certain traffic flows (traffic orientation);
c)
scheduling or rescheduling flights as appropriate; and
d)
identifying the need for tactical ATFM measures.
3.3.2
Where a traffic orientation scheme (TOS) is to be introduced, the routes should, as far as practicable, minimize the time and distance penalties for the flights concerned, and allow some degree of flexibility in the choice of routes, particularly for long-range flights.
3.3.3
When a TOS has been agreed, details should be published by all States concerned in a common format.
3.4
Pre-tactical planning
3.4.1
Pre-tactical planning should entail fine tuning of the strategic plan in the light of updated demand data. During this phase: a)
certain traffic flows may be re-routed;
b)
off-load routes may be coordinated;
c)
tactical measures will be decided upon; and
d)
details for the ATFM plan for the following day should be published and made available to all concerned.
3.5
Tactical operations
3.5.1
Tactical ATFM operations should consist of: a)
executing the agreed tactical measures in order to provide a reduced and even flow of traffic where demand would otherwise have exceeded capacity;
b)
monitoring the evolution of the air traffic situation to ensure that the ATFM measures applied are having the desired effect and to take or initiate remedial action when long delays are reported, including re-routing of traffic and flight level allocation, in order to utilize the available ATC capacity to the maximum extent.
3.5.2
When the traffic demand exceeds, or is foreseen to exceed, the capacity of a particular sector or aerodrome, the responsible ATC unit shall advise the responsible ATFM unit, where such a unit is established, and other ATC units concerned. Flight crews of aircraft planned to fly in the affected area and operators should be advised, as soon as practicable, of the delays expected or the restrictions which will be applied.
3.6
Liaison
3.6.1
During all phases of ATFM the responsible units should liaise closely with ATC and the aircraft operators in order to ensure an effective and equitable service.
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SECTION – 2 CHAPTER - 1 SEPARATION STANDARDS MINIMUM 1.
GENERAL PROVISIONS FOR THE SEPARATION OF CONTROLLED TRAFFIC
1.1
Vertical or horizontal separation shall be provided between: a) All flights in Class A and B airspace; b) IFR flights in Class C, D and E airspace; c) IFR flights and VFR flights in Class C airspace; d) IFR flights and special VFR flights in Airspace B; e) Special VFR flights when approved by appropriate authority.
1.2
Separation by Air traffic control units in Karachi and Lahore FIRs are obtained by at least one of the following: a) Vertical separation b) Horizontal separation i) Longitudinal ii) Lateral
1.3
No clearance shall be given to execute any manoeuvre that would reduce the spacing between two aircraft to less than the separation minimum applicable in the circumstances.
1.4
When the type of separation of minimum used to separate two aircraft cannot be maintained, action shall be taken to ensure that another type of separation or another minimum exists or is established prior to the time when the previously used separation would be infringed.
1.5
In airspace Classes D and E, during the hours of daylight when flights have been cleared to climb or descend subject to maintaining own separation and remaining in visual meteorological conditions. Conditions applicable to the use of this procedure when so requested by an aircraft and provided it is agreed by the pilot of the other aircraft and so authorized by the appropriate ATS authority, and ATC unit may clear a controlled flight, including departing and arriving flights, When a controlled flight is so cleared, the following shall apply: i)
the clearance shall be for a specified portion of the flight at or below FL150, during climb or descent and subject to further restrictions as and when prescribed on the basis of regional air navigation agreements;
ii)
if there is a possibility that flight under visual meteorological conditions may become impracticable, an IFR flight shall be provided with alternative instructions to be complied with in the event that flight in visual meteorological conditions (VMC) cannot be maintained for the term of the clearance;
iii)
the pilot of an IFR flight, on observing that conditions are deteriorating and considering that operation in VMC will become impossible, shall inform ATC before entering instrument meteorological conditions (IMC) and shall proceed in accordance with the alternative instructions given.
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2.
INCREASED SEPARATION
2.1
Increased separation from the prescribed minima should be applied :
a)
When requested by the pilot; or
b)
controller considers it necessary; or
c)
directed by Competent Authority
2-1-2
2.2
Greater separation than the specified minima should be applied whenever wake turbulence or exceptional circumstances such as unlawful interference call for extra precaution. This should be done with regard to all the relevant factors so as to avoid impeding the flow of air traffic by applying excessive separation.
3.
REDUCTION IN SEPARATION MINIMA
3.1
The separation minima may be reduced in the following circumstances:
3.2
When an escort is provided to a VVIP flight subject to authorization by the competent authority.
3.3
When an escort is provided by search and rescue aircraft
3.4
In the vicinity of aerodrome if: a)
adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller; or
b)
each aircraft is continuously visible to the pilots-in-command of the other aircraft concerned, and the pilots confirm that they can maintain their own separation, or
c)
in the case of one aircraft following another, and the pilot of the succeeding aircraft reports that he has the other aircraft in sight and can maintain separation.
3.5.
Loss of Separation
3.5.1
A situation in which two or more aircraft are separated by less than the prescribed minima (even of one minute, one degree, one nautical mile or one hundred feet) is called loss of separation.
3.5.2
If, for any reason, a controller is faced with a situation in which two or more Aircraft are separated by less than the prescribed minima (for example, air traffic controllers or differences in the pilot’s estimated and actual times over reporting points) he is to: a)
Use every means at his disposal to obtain the required minimum with the Least possible delay; and
b)
When considered practicable, pass traffic information if a radar service is Being provided, otherwise, pass essential traffic information.
4
Essential Traffic Information
4.1
Essential traffic is that controlled traffic to which the provision of separation by ATC is applicable, but which, in relation to a particular controlled flight is not, or will not be, separated from other controlled traffic by the appropriate separation minimum.
4.2
Essential traffic information passed to an aircraft shall include: a)
Direction of flight of aircraft concerned;
b)
Type and wake turbulence category (if relevant) of aircraft concerned;
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Cruising level of aircraft concerned and i)
Estimated time over the reporting point nearest to where the level will be crossed; or,
ii)
Relative bearing of the aircraft concerned in terms of the 12-hour clock as well as distance from the conflicting traffic; or
iii)
Actual or estimated position of the aircraft concerned.
5
SEPARATION MINIMA
5.1
Vertical separation
5.1.1
Vertical separation exists when the vertical distance between aircraft is never less than the prescribed minimum. The vertical separation minima are: a) Between aircraft flying in CVSM airspace: Up to
FL 290 1000 feet;
Above FL 290 2000 feet, b) Between aircraft flying in RVSM airspace Within FL 290 and FL 410 inclusive, 1000 feet vertical separation shall be applied between RVSM approved aircraft operating in airspace designated as RVSM Airspace. 5.2
Vertical separation application
5.2.1
Vertical separation is obtained by requiring aircraft using prescribed altimeter setting procedures to operate at different levels expressed in terms of flight levels or altitudes.
5.2.2
Vertical Separation Minimum (VSM) a)
The vertical separation minimum (VSM) shall be: a nominal 300 m (1 000 ft) below FL 290 and a nominal 600 m (2 000 ft) at or above this level, except as provided for in b) below;
b)
Reduced Vertical Separation Minima (RVSM) With in RVSM airspace, a nominal 300 m (1000 ft) between FL290 to FL 410 where so prescribed for use under specified conditions.
5.2.3
5.2.4
Benefits of RVSM airspace include:a)
adoption of an ICAO endorsed navigation requirements;
b)
improved utilization of airspace for ATC conflict resolution;
c)
fuel savings of approximately 1% for flight closer to optimum cruise altitude; and
d)
reduction in ground delay
In –Flight Procedures within RVSM airspace Before entering RVSM airspace, pilot should review the status of required equipment. The following equipments should be operating normal:a)
two independent primary altimetry systems;
b)
one automatic altitude-keeping device; and
c)
one automatic altitude-alerting device;
d)
one altitude operating transponder
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5.2.5
2-1-4
Pilot must notify ATC whenever the aircraft is a)
no longer RVSM complaint due to equipment failure; or
b)
experiences loss of redundancy of altimetry system; or
c)
encounter turbulence that affects the capability to maintain flight level.
Note: During clear transition between levels, the aircraft should not overshoot or undershoot the assigned flight level by more than 150 feet (45m) 5.2.6
When controller-pilot communications are established, the pilot shall notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected. ATC will take one of the following actions: a)
if there is no conflicting traffic in the horizontal dimension, ATC will issue clearance to deviate from track; or
b)
if there is conflicting in the horizontal dimension, ATC will separate aircraft by establishing vertical separation or, if unable to establish vertical separation, ATC shall: i)
advise the pilot unable to issue clearance for requested deviation
ii)
advise pilot of conflicting traffic
iii)
request pilot’s intentions
5.2.7
Controllers are to assess the vertical distance between aircraft by observing the secondary surveillance radar Mode C responses in accordance with the conditions for the use of Mode “C” by obtaining level reports from pilots.
5.3.
Assignment of cruising levels for Controlled flights
5.3.1
Except when traffic conditions and coordination procedures permit authorization of cruise climb, an ATC unit shall normally authorize only one level for an aircraft beyond its control area, i.e. that level at which the aircraft will enter the next control area whether contiguous or not. It is the responsibility of the accepting ATC unit to issue clearance for further climb as appropriate. When relevant, aircraft will be advised to request en route any cruising level changes desired.
5.3.2
Aircraft authorized to employ cruise climb techniques shall be cleared to operate between two levels or above a level.
5.3.3
If it is necessary to change the cruising level of an aircraft operating along an established ATS route extending partly within and partly outside controlled airspace and where the respective series of cruising levels are not identical, the change shall, whenever possible, be effected within controlled airspace.
5.3.4
When an aircraft has been cleared into a control area at a cruising level which is below the established minimum cruising level for a subsequent portion of the route, the ATC unit responsible for the area should issue a revised clearance to the aircraft even though the pilot has not requested the necessary cruising level change.
5.3.5
An aircraft may be cleared to change cruising level at a specified time, place or rate.
5.3.6
In so far as practicable, cruising levels of aircraft flying to the same destination shall be assigned in a manner that will be correct for an approach sequence at destination.
5.3.7
An aircraft at a cruising level shall normally have priority over other aircraft requesting that cruising level. When two or more aircraft are at the same cruising level, the preceding aircraft shall normally have priority.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-5
5.3.8
The cruising levels, or, in the case of cruise climb, the range of levels, to be assigned to controlled flights shall be selected from those allocated to IFR flights in the tables of cruising levels and modified table of cruising levels except that the correlation levels to track as prescribed therein shall not apply whenever otherwise indicated in air traffic control clearances or specified by the appropriate ATS authority in AIPs.
5.4
ALLOCATION OF CRUISING LEVELS
5.4.1.
Normally the cruising level requested in the flight plan will be allocated. If the flight planned level is not available, the nearest appropriate level will be allocated.
5.4.2
When two or more aircraft are at the same cruising level the preceding aircraft shall normally have priority.
5.4.3
An aircraft at a cruising level shall normally have priority over other aircraft requesting that level.
5.4.4 When an aircraft has been cleared into a center’s control area at a cruising level which is below the establishment minimum cruising level for a subsequent portion of the route, action should be initiated by that area control centre to issue a revised clearance to the aircraft even though the pilot has not requested the necessary level change. 5.4.5.
When necessary, an aircraft may be cleared to change cruising level at a specified time, place or rate.
5.4.6.
In so far as practicable, cruising levels of aircraft flying to the same destination shall be assigned in a manner that will be correct for an approach sequence at destination.
5.4.7
An aircraft may be assigned a level previously occupied by another aircraft after the latter has reported vacating it. If, however, severe turbulence is known to exist, such assignments shall be withheld until the aircraft vacating the level has reported at another level separated by the required minimum. Pilots in direct communication with each other may, with their concurrence, be cleared to maintain specified vertical separation between their aircraft during ascent or descent.
5.4.8. Under exceptional circumstances, when no other alternative separation minimum can be applied, controllers may assign IFR levels which are inappropriate to the aircraft’s direction of flight. Such non-standard clearance should be registered as a temporary expedient and must be accompanied with the fullest coordination with all other affected ATSUs which will emphasize that the aircraft is at a “WRONG” flight level. 5.4.9
Cruising levels at or above FL 290, up to FL 410 within RVSM designated airspace shall be selected according to the tables below:
Westbound
RVSM LEVEL Eastbound FL410
Westbound
CVSM LEVEL Eastbound FL410
FL400 FL390
FL390
FL380 FL370
F;370
FL360 FL350
FL350
FL340 FL330
FL330
FL320 FL310
FL310
FL300 __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-6
FL290
FL290
5.5
Changing Levels
5.5.1
Aircraft may be instructed to change level at a specified time, place or rate.
5.5.2
An aircraft may be instructed to climb or descend to a level previously occupied by another aircraft provided that: a)
vertical separation already exists;
c)
the vacating aircraft is proceeding to a level which will maintain vertical separation; and
c)
either: i)
the controller observes that the vacating aircraft has left the level; or
ii)
the pilot has reported vacating the level.
5.5.3
If, however, severe turbulence is known to exist, instructions shall be delayed until the vacating aircraft is known to be at, or through, another level separated by the required minimum.
5.5.4
When the aircraft concerned are established in the same holding pattern, consideration shall be given to aircraft descending at markedly different rates and, if necessary, additional measures such as specifying a maximum descent rate for the higher aircraft and a minimum descent rate for the lower aircraft should be applied to ensure that the required separation is maintained.
5.5.5
Pilots in direct communication with each other may, with their concurrence, be instructed to maintain a specified vertical separation between aircraft during climb or descent.
5.6
Minimum Cruising Level
5.6.1
Cruising levels below the minimum flight altitudes published in Pakistan AIP shall not be assigned unless specifically authorized by the DGCAA.
5.6.2
The area control center shall determine the lowest usable flight level or levels for the whole or parts of the control area for which they are responsible, and use it when assigning flight levels and pass it to pilots on request. Note 1: The lowest usable flight level is that flight level which corresponds to, or is immediately above the established minimum flight altitude. Note 2: The portion of a control area for which a particular lowest usable flight level applies is determined in accordance with ATS requirements. Note 3: The objectives of the air traffic control service do not include prevention of collision with terrain. Therefore the procedures in this document do not relieve the pilot of ensuring that any clearance issued by an ATCO is safe in this respect except when an IFR flight is vectored by radar.
6.
HORIZONTAL SEPARATION
6.1
Horizontal separation based on lateral & longitudinal separation
6.2
LATERAL SEPARATION
6.2.1
Lateral Separation Application
6.2.1.1 Lateral separation shall be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational in accuracies plus specified buffer. __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-7
6.2.1.2 Lateral separation of aircraft at the same level is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation or by use of navigational aids or by the use of area navigation (RNAV) equipment. 6.2.1.3 When information is received indicating navigation equipment failure or deterioration below the navigation performance requirements, ATC shall then, as required apply alternative separation methods or minima. 6.3
Lateral Separation Criteria and Minima
6.3.1
Means by which lateral separation may be achieved include the following: Geographical separation, i.e., separation positively indicated by position reports over different geographical locations as determined visually or by reference to a navigational aid (Fig 1).
15 N M VOR
15o
F ig - 1 6.3.2
F ig - 2
Separation between aircraft using the same navigation aid or method:
6.3.2.1 By requiring aircraft to fly on specified tracks which are separated by minimum amount appropriate to the navigation aid or method employed. Lateral separation between two aircraft exists when: a)
VOR: both aircraft are established on radials diverging by at least 15 degrees and at least one aircraft is at a distance of 28KM (15NM) or more from the facility (Fig 2 );
b)
NDB: both aircraft are established on tracks to or from the NDB which are diverging by at least 30 degrees and at least one aircraft at a distance of 28 KM (15 NM) or more from the facility (fig. 3).
15 N M NDB
15 N M F ix
30o
F ig - 3
45o
F ig - 4
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-8
c)
Dead reckoning (DR): both aircraft are established on tracks diverging by at least 45 degrees and at least one aircraft is at a distance of 28 KM (15 NM) or more from the point of intersection of the tracks, this point being determined either visually or by reference to a navigation air ad both aircraft are established outbound from the intersection (Fig. 4); or
d)
RNAV operations: both aircraft are established on tracks which diverge by at least 15 degrees and the protected airspace associated with the track of one aircraft does not overlap with the protected airspace associated with the track of the other aircraft; this is determined by applying the angular difference between two tracks and the appropriate protected airspace value. The derived value is expressed as a distance from the intersection of the two tracks at which lateral separation exists.
6.4
Separation between aircraft using different navigation aids or methods
6.4.1
By use of different navigation or methods: Lateral separation between aircraft using different navigation aids, or when one aircraft is using RNAV equipment, shall be established by ensuring that the derived protected airspaces for the navigation aid(s) or RNP do not overlap.
6.4.2 RNAV operations where RNP is specified on parallel tracks or ATS routes. Within designated airspace or on designated routes, where RNP is specified, lateral separation between RNAV-equipped aircraft may be obtained by requiring aircraft to be established on the centre lines of parallel tracks or ATS routes spaced at a distance which ensures that the protected airspace of the tracks or ATS routes does not overlap.
6.4.3 Transitioning into airspace where a greater lateral separation minimum applies. Lateral separation will exist when aircraft are established on specified tracks which: a)
are separated by an appropriate minimum; and
b)
diverge by at least 15 degrees until the applicable lateral separation minimum is established;
providing that it is possible to ensure, by means approved by the appropriate ATS authority, that aircraft have the navigation capability necessary to ensure accurate track guidance. 7.
LONGITUDINAL SEPARATION
7.1
Longitudinal separation application
7.1.1
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.
7.1.2
Longitudinal separation shall be established by requiring aircraft to depart at a specified time, to lose time to arrive over a geographical location at a specified time or to hold over a geographical location until a specified time.
7.1.3
Longitudinal separation shall be based upon ATC calculated aircraft estimates. Pilot estimates shall be used only to check for possible ATC errors. Note:
Controllers must have ground speed of aircraft to calculate the estimated time between specific fixes or reporting points. They should study flight plans of concerned aircraft to note its TAS and obtain meteorological information regarding upper winds from the concerned Met office in order to determine the estimated flying time.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-9
7.2
Longitudinal separation minima based on time
7.2.1
Aircraft at the same cruising level
7.2.1.1 Aircraft flying on the same track a)
fifteen minutes (see Fig. 5); or
b)
ten minutes, if navigational aids permit frequent determination of position and speed (see Fig. 6); or
N a v ig a tio n a l A id
c)
1 5 M IN
1 0 M IN
F ig - 5
F ig - 6
five minutes in the following cases, provided that in each case the preceding aircraft is maintaining a true airspeed of 20 kt. (37 km/h) or more faster than the succeeding aircraft (see fig. 7); i)
between en-route that have departed from the same aerodrome,
ii)
between en-route aircraft that have reported over the same exact reporting point.
iii)
between departing and en-route aircraft after the en-route aircraft has reported over a fix that is so located in relation to the departure point as to ensure that five minute separation can be established at the point the departing aircraft will join the air route; or
A e ro d ro m e or R e p o r tin g p o in t
2 0 K t o r m o re fa s te r
5 M IN
F ig - 7 d)
N a v ig a tio n a l A id
A e ro d ro m e or R e p o r tin g p o in t
4 0 K t o r m o re fa s te r
3 M IN
F ig - 8
three minutes in the cases listed under (c) provided that in each case the preceding aircraft is maintaining a true airspeed of 40 Kt (74 km/h) or more faster than the succeeding aircraft (see fig. 8).
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-10
7.2.1.2 Aircraft flying on crossing tracks: a)
fifteen minutes (see Fig. 9) or
b)
ten minutes if navigational aids permit frequent determination of position and speed (see fig. 10).
N a v ig a tio n a l A id N a v ig a tio n a l A id 1 5 M IN
1 0 M IN N a v ig a tio n a l A id
F ig - 9
F ig - 1 0
7.3
Aircraft climbing or descending
7.3.1
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: a)
fifteen minutes at the time the level is crossed (see fig. 11) ; or
N a v ig a tio n a l A id
1 5 M IN
1 5 M IN
F ig - 1 1
1 0 M IN
1 0 M IN
F ig - 1 2
b)
ten minutes at the time the level is crossed, provided that such separation is authorized only where navigational aids permit frequent determination of position and speed (see fig 12);
c)
five minutes a the time the level is crossed, provided that the level change is commenced within ten minutes of the time the second aircraft has reported over an exact reporting point (see fig. 13-A and 13-B).
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 when the level is crossed.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-11
N a v ig a tio n a l A id
N a v ig a tio n a l A id
1 0 M IN
5 M IN
FL 200
FL 200
FL 190
FL 190
FL 180
5 M IN
FL 170 FL 160
F ig - 1 3 A
F ig - 1 3 B
Traffic on crossing tracks: a)
fifteen minutes at the time the levels are crossed (see fig. 14) ; or
b)
ten minutes if navigational aids permit frequent determination of position and speed (see fig. 15).
N a v ig a tio n a l A id
1 5 M IN
1 5 M IN
F ig - 1 4 7.3.3
1 0 M IN
1 0 M IN
F ig - 1 5
Traffic on reciprocal tracks Where lateral separation is not provided, vertical separation shall be provided for at least ten minutes prior to and after the time the aircraft are estimated to pass, or are estimated to have passed (see fig. 16). If it has been determined that the aircraft have passed each other, this minimum need not apply.
7.4
Longitudinal separation minima based on distance
7.4.1
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 navigational aids. Direct controller pilot communication shall be maintained while such separation is used.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
FL 170 FL 160
1 0 M IN
7.3.2
FL 180
14 AUG 2005
MATS – Pakistan 7.4.2
2-1-12
Aircraft at the same cruising level
7.4.2.1 Aircraft on the same tracks a)
20 NM (37 km), provided: i)
each aircraft utilizes “on track” DME stations, and
ii)
separation is checked by obtaining simultaneous DME readings from the aircraft at frequent intervals to ensure that the minimum will not be infringed (see fig. 17); E s tim a te d tim e o f p a s s in g D M E
1 0 M IN 1 0 M IN
20 N M
F ig - 1 6 b)
F ig - 1 7
10 NM (19 km) provided:
i)
the leading aircraft maintains a true airspeed at 20 kt. (37 km/h) or faster than the succeeding aircraft.
ii)
each aircraft utilizes “on track” DME stations, and
iii)
separation is checked by obtaining simultaneous MDE reading from the aircraft at such intervals as are necessary to ensure that the minimum is established and will not be infringed (see fig 19).
7.4.2.2 Aircraft on crossing tracks The separation prescribed in 7.3.1.1.1 shall apply provided that each aircraft reports distance from the station located at the crossing point of the tracks (see fig. 18A and 18B).
2 0 K t o r m o re fa s te r D M E
F ig - 1 8 A
D M E
F ig - 1 8 B
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-13
7.5
Aircraft Climbing or Descending
7.5.1
Aircraft on the same track 10NM (19km) at the time the level is crossed, provided; a)
each aircraft utilizes “on track” DME station;
b)
one aircraft maintains a level while vertical separation does not exist; and
c)
separation is established by obtaining simultaneous DME readings from the aircraft (see fig. 20).
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 when the level is crossed. 10 N M 2 0 K t o r m ire fa s te r
10 N M
D M E
10 N M
F ig - 1 9 7.5.2
D M E
F ig - 2 0
Aircraft on reciprocal tracks Aircraft utilizing on track DME may be cleared to climb or descend to or through the levels occupied by other aircraft utilizing on track DME, provided that it has been positively established that the aircraft have passed each other and are at least 10NM apart. Note:
“On track” means that the aircraft is either flying towards or away from the station.
8.
THE MACH NUMBER TECHNIQUE
8.1
This is the technique of clearing turbo-jet aircraft operating along the same route to maintain specified Mach number in order to maintain specified longitudinal separation between successive aircrafts while maintaining, climbing or descending to the same level.
8.2
ADVANTAGES
8.2.1
It ensures adequate constant spacing between successive aircrafts over long route flights without any need of frequent ATC intervention.
8.2.2
It provides efficient utilization of airspace and thus economized flight operations of concerned aircraft.
8.2.3
It ensures fuel economy also by accommodating flights at preferred cruising levels.
8.3.
CONDITION OF USE
8.3.1
The use of Mach number technique requires that:a)
Aircraft instrument to apply the technique have been properly calibrated according to airworthiness standards. Therefore, operators/pilots are supposed to notify in advance if their aircraft do not fulfils this equipment.
b)
Cruise phase of the concerned flights is not less than one hour.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-14
c)
Aircraft follow the same or continuously diverting tracks.
d)
Aircraft have reached an operationally suitable level when this technique is applied.
e)
ATC units have the latest forecast upper wind information or position reports from previous flights to enable to prepare flight progress strips in order to confirm that the required longitudinal separation will exist along the route of the flights.
f)
Unless otherwise advised, it may be assumed that pilots will adhere t ATC assigned Mach number during cruise or any climb descent made in the course of flight.
8.4.
PROCEDURES
8.4.1
Following procedures shall be followed in application of Mach number technique for the purpose of achieving longitudinal separation between turbo-jet aircraft operating along same track or continuously diverging tracks:i)
By ATC a)
Use true Mach number
b)
Include the assigned Mach number which is to be maintained, in the ATC clearance or advisory instructions.
c)
Obtain information on forecast upper winds in the area from MET and whenever practicable verify if from aircraft position reports.
d)
Covert true Mach number to TAS and then obtain ground speed to calculate estimated times at which aircraft will pass significant point along their route.
e)
Ensure that the prescribed longitudinal separation between successive aircraft at the same level is provided at the common point along the route or exists when climb or descent to the level of another aircraft is accomplished along the same route.
f)
Increase the separation if the following aircraft maintains a greater Mach number taking into consideration the relative speed of aircraft and track distance involved using the following formula “Add one minute for each 600 NM distance for each 0.01 difference in Mach number.
Example: Preceding aircraft
Mach
0.80
Following aircraft
Mach
0.82
Difference in Mach
0.02
Distance to level A to B
1800 NM
Separation required at B
10 Minutes
Separation required at A
10 + 1800 x 2 600 =
16 Minutes
Note 1
A table showing the required separation in minutes at the entry point of the route if the following aircraft is faster, to ensure 10 minutes separation along the route, especially at the exist point or end of the route, is given below:-
Note 2.
Always obtain consent of the concerned pilot when additional separation is necessitated and check whether the pilot accepts alternate level to avoid any significant delay.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-15
IF THE FOLLOWING (SUCCEEDING) AIRCRAFT IS FASTER BY :
MACH 0.1 0.2 0.3 0.4 0.5
REQUIRED TIME SEPARATION BETWEEN TWO AIRCRAFT SHOULD BE (in minutes) 12 14 16 18 20
IF THE FOLLOWING (SUCCEEDING) AIRCRAFT IS SLOWER BY:
MACH 0.1 0.2 0.3 0.4 0.5
ii)
REQUIRED TIME SEPARATION BETWEEN TWO AIRCRAFT SHOULD BE (in minutes) 10 09 08 07 06
By pilots a)
State true Mach number on the filed flight plan.
b)
Provide estimated time for the entry point on the route to ATC as accurate as possible.
c)
Adhere to the last assigned Mach number while in cruise or any step climb or descent requested or instructed by ATC
d)
Include the current Mach number in routine position reports.
e)
If essential to make an immediate, even temporary, change in Mach number (e.g. due to turbulence), notify the appropriate ATC unit as soon as possible.
f)
If it is anticipated that adherence to the assigned Mach number will not be practicable, inform the appropriate ATC unit immediately and request for alternate clearance/advice.
APPLICATION OF MACH NUMBER TECHNIQUE WHEN THE FOLLOWING AIRCRAFT IS FASTER Difference in Mach
Distance to fly and separation (in minutes) required at entering point to apply 10 minutes minimum separation 601-1200 1201-1800 1801-12400 2401-3000 3001-3600 NM NM NM NM NM 12 13 14 15 16
0.01
001-600 NM 11
0.02
12
14
16
18
20
22
0.03
13
16
19
22
25
28
0.04
14
18
22
26
30
34
0.05
15
20
25
30
35
40
0.06
16
22
28
34
40
46
0.07
17
24
31
38
45
52
0.08
18
26
34
42
50
58
0.09
19
28
37
46
55
64
0.10
20
30
40
50
60
70
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-16 TABLE: MACH NUMBER VERSUS TASK (KNOTS)
Mach.
Tmp °C
15
10
05
00
-05
10
15
20
25
30
35
40
45
50
55
60
65
70
.60
393
389
386
382
379
376
372
368
365
361
358
354
350
346
343
339
335
332
.62
406
403
399
395
392
388
384
381
377
373
370
366
362
358
354
351
347
343
.64
419
416
412
408
404
400
397
393
389
385
382
378
374
369
365
362
358
355
.66
433
428
424
420
417
413
410
405
401
397
394
389
386
381
377
373
370
366
.68
445
441
438
434
429
425
421
417
413
409
405
401
397
393
389
385
381
377
.70
458
454
450
446
442
438
434
430
426
421
416
412
408
404
400
396
392
388
.72
472
468
464
460
455
451
447
442
438
434
430
424
420
416
412
407
404
399
.74
485
481
477
472
467
463
459
454
450
446
442
436
432
428
424
419
414
410
.75
492
488
483
479
474
469
465
461
456
452
448
443
438
434
430
424
420
416
.76
497
494
489
485
479
475
471
467
462
458
454
448
444
439
435
430
425
422
.77
503
500
496
491
485
482
478
473
468
464
460
454
450
445
440
436
431
427
.78
510
507
502
497
492
488
484
479
474
470
466
460
455
450
445
441
436
432
.79
517
514
509
504
498
494
490
485
480
476
470
464
460
455
451
446
442
438
.80
523
519
514
510
504
499
494
490
485
480
475
470
465
461
456
451
446
443
.81
530
526
521
516
511
506
500
496
491
486
481
476
472
466
461
456
452
448
.82
536
532
526
521
517
512
507
503
497
492
487
482
477
472
467
462
457
454
.83
544
539
534
529
524
519
514
509
503
498
493
488
483
478
474
469
464
459
.84
550
546
540
534
530
524
520
516
511
506
500
494
489
484
479
474
470
465
.85
556
552
547
542
536
531
526
521
516
512
506
500
497
489
484
479
474
470
.86
563
559
554
549
544
539
533
528
523
517
512
506
501
496
490
486
481
476
.87
570
565
559
555
550
544
539
534
529
524
518
512
507
502
496
491
486
481
.88
577
573
567
561
556
552
546
541
535
530
524
519
514
508
502
496
491
487
.89
584
579
574
569
564
558
552
547
542
536
531
525
520
514
509
504
498
493
.90
590
584
580
575
569
564
558
553
584
543
537
531
527
520
514
508
503
498
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
TAS KNOTS
Temp
2-1-17
+15
10
05
00
05
10
15
20
25
30
35
40
45
50
55
60
65
70
350
.54
.54
.55
.55
.56
.56
.57
.57
.58
.58
.59
.60
.60
.61
.61
.62
.63
.63
370
.57
.57
.57
.58
.59
.59
.60
.60
.61
.61
.62
.63
.64
.64
.65
.66
.66
.67
390
.60
.60
.61
.61
.62
.62
.63
.63
.64
.65
.65
.66
.67
.68
.68
.69
.70
.70
400
.61
.62
.62
.63
.63
.64
.65
.65
.66
.65
.67
.68
.69
.69
.70
.71
.72
.72
410
.63
.63
.64
.64
.65
.66
.66
.67
.67
.68
.69
.70
.70
.71
.72
.73
.73
.74
420
.64
.65
.65
.66
.67
.67
.68
.68
.69
.70
.70
.71
.72
.73
.74
.75
.75
.76
430
.66
.66
.67
.67
.68
.69
.69
.70
.71
.71
.72
.73
.74
.75
.75
.76
.77
.78
440
.67
.68
.68
.69
.70
.70
.71
.72
.72
.73
.74
.75
.76
.76
.77
.78
.79
.80
445
.68
.69
.69
.70
.70
.71
.72
.73
.73
.74
.75
.76
.76
.77
.78
.79
.80
.80
450
.69
.69
.70
.71
.71
.72
.73
.73
.74
.75
.76
.76
.77
.78
.79
.80
.81
.81
455
.70
.70
.71
.71
.72
.73
.73
.74
.75
.75
.76
.77
.78
.79
.80
.81
.81
.82
460
.70
.71
.72
.72
.73
.73
.74
.75
.76
.76
.77
.78
.79
.80
.81
.82
.82
.83
465
.71
.72
.72
.73
.74
.74
.75
.76
.77
.77
.78
.79
.80
.81
.82
.82
.83
.84
470
.72
.72
.73
.74
.74
.75
.76
.77
.77
.78
.79
.80
.81
.82
.82
.83
.84
.85
475
.73
.73
.74
.74
.75
.76
.77
.77
.78
.79
.80
.81
.81
.83
.83
.84
.85
.86
480
.73
.74
.75
.75
.76
.77
.77
.78
.79
.80
.81
.82
.82
.83
.84
.85
.86
.87
485
.74
.75
.75
.76
.77
.77
.78
.79
.80
.81
.82
.82
.83
.84
.85
.86
.87
.88
590
.75
.75
.76
.77
.78
.78
.79
.80
.81
.81
.82
.83
.84
.85
.86
.87
.88
.89
495
.76
.76
.77
.78
.78
.79
.80
.81
.81
.82
.83
.84
.85
.86
.87
.88
.89
.89
500
.76
.77
.78
.78
.79
.80
.81
.81
.82
.83
.84
.85
.86
.87
.88
.89
.89
.90
505
.77
.78
.79
.79
.80
.81
.82
.82
.83
.84
.85
.86
.87
.88
.88
.89
.90
.91
510
.78
.79
.79
.80
.81
.82
.82
.83
.84
.85
.86
.87
.87
.88
.89
.90
.91
.92
520
.79
.80
.81
.82
.82
.83
.84
.85
.85
.86
.87
.88
.89
.90
.91
.92
.93
.94
530
.81
.82
.82
.83
.84
.85
.86
.86
.87
.88
.89
.90
.91
.92
.93
.94
.94
.96
Note :
°c
1.
Obtain the air temperature at level of the concerned flight.
2.
Read the equivalent Mach number below the air temperature against the reported TAS.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 9.
2-1-18
DEPARTING AIRCRAFT
9.1 Separation between departing aircraft shall be applied so that after one aircraft takes-off the succeeding aircraft does not take off within less than the number of minutes specified in the following table; MINIMUM SEPARATION 1 MINUTE
2 MINUTES
PROVISION Provided that the aircraft fly on tracks diverging by 45° or more immediate after take-off (see fig. 21). Provided that:i)
The preceding aircraft is 40 knots or more faster than the following and both aircraft propose to follow the same track (see fig. 22) and ii) Neither aircraft is cleared to execute any maneuver that would decrease the 2 minutes separation between them. 5 MINUTES Provided that if a departing aircraft will be flown through the level of preceding departing aircraft and both aircraft propose to follow the same track (see fig. 23). Action must be taken to ensure that the five minute separation will be maintained or increased when cruising levels are crossed. * a greater minima may be required for wake turbulence purpose.
4 0 K t o r m o re fa ste r
1 M IN
45o 2 M IN
F ig - 2 1
F ig - 2 2
FL 80 FL 70 FL 60 5 M IN
F ig - 2 3 10.
Departing aircraft from arriving aircraft
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 10.1
2-1-19
Except as otherwise prescribed by Director Operations, the following separation shall be applied when take-off clearance is based on the position of an arriving aircraft.
10.1.1 If an arriving aircraft is making a complete instrument approach, a departing aircraft may takeoff: a)
in any direction until an arriving aircraft has started its procedure turn or base 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 (see Fig.2). N o ta k e -o ffs in th is a r e a a f te r p ro c e d u r e tu r n is s ta r te d n o r w ith in th e la s t fiv e m in u te s o f a s tr a ig h t- in a p p r o a c h
A . S tr a ig h t- in a p p r o a c h D e sig n a te d F ix
45o
45o B . S ta r t o f p ro c e d u r e tu rn
T a k e -o ffs p e rm itte d in th is a re a u p to th re e m in u te s b e f o re e s tim a te d a r riv a l o f a ir c r a ft A o r B , o r in th e c a s e o f A , u n til it p ro c e s s a d e s ig n a te d fix o n th e a p p ro a c h tr a c k .
F ig . 2
10.1.2 If an arriving aircraft is making a straight-in-approach, a departure aircraft may take-off: a)
in any direction until five minutes before the arriving aircraft is estimated to be over the beginning of the instrument runway;
b)
in a direction which is different by at least 45 degrees from the reciprocal of the direction of approach of the arriving aircraft: i)
until three minutes before the arriving aircraft is estimated to be over the beginning of the instrument runway (see Fig 2).
ii)
before the arriving aircraft crosses a designed fix on the approach track; the location of such fix to be determined by appropriate ATS Authority after consultation with the operator
11.
HOLDING
11.1
Holding and holding pattern shall be accomplished in accordance with procedures established in AIP. If entry and holding procedures have not been published or if the procedures are not known to the pilot-in-command of an aircraft, the appropriate air traffic unit shall describe the procedure to be followed.
11.2
Aircraft shall be held at a designated holding point. The required minimum vertical, lateral or longitudinal separation from other aircraft, according to the system in use at that holding point, shall be provided. When aircraft are being held in flight, the appropriate vertical separation minima shall continue to be provided between holding aircraft and en-route aircraft while such en-route
11.3
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-20
aircraft are within five minutes ‘flying time of the holding area, unless lateral separation exists (see Fig.1) 11.4
Levels at holding point shall be assigned in a manner that will facilitate clearing each aircraft to approach in its proper priority. Normal, the first aircraft to arrive over a holding point should be at the lowest level, with following aircraft at successive higher levels. However, aircraft particularly sensitive to high fuel consumption at low levels, should be allowed to hold at higher levels than their order in the approach sequence warrants without losing their place in the sequence, wherever the use of a discrete descent path or use of radar makes it possible to clear these aircraft to descend through the levels occupied by other holding aircraft.
11.5
Should a pilot advice that he cannot comply with the holding, approach or communication procedures, the alternative proposed by him should be approved if traffic conditions permit.
FL 80 FL 70 5 M IN FL 60 FL 50 FL 40 F IG . 1 12.
Vortex Wake Spacing Requirements
12.1
General
12.1.1
The spacing between aircraft, determined either by time or distance, is to be applied so that aircraft of a lower weight category do not fly through the wake of an aircraft of a higher category within the area of maximum vortices. Where minimum separation between IFR flights is greater than the vortex wake spacing requirement then the IFR minima shall be applied.
12.1.2 All aircraft generate vortices at the wing tips as a consequence of producing lift. The heavier the aircraft and the slower it is flying, the stronger the vortex. Vortices are especially persistent in calm conditions. 12.1.3 Hazardous wake vortices begin to be generated by fixed wing aircraft when the nose wheel lifts off the runway on take-off and continues until the nose wheel touches down on landing. 12.1.4 When helicopters are in forward flight the downwash from the main rotor(s) is transformed into a pair of trailing vortices similar to the wing tip vortices of a fixed wing aircraft. There is some evidence that these vortices are more intense than for comparable fixed wing aircraft. 12.1.5 When the helicopter weight is transferred from the landing gear to the rotor a strong downwash is created in all directions, although this can be moved by the wind. 12.2
En-route and Intermediate Approach No special longitudinal spacings based on time are required. When a Medium, Small or Light aircraft is positioned by radar to cross behind or follow the same track as a Heavy aircraft, the minimum spacing shall be 5 miles.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-21
13.
WAKE TURBULENCE
13.1
Controllers are expected to be alert to the possible hazard to aircraft caused by wake turbulence. All aircraft produce vortices which are some what in proportion to aircraft weight.
13.1.1 Wake Turbulence Categorization of Aircraft. Wake turbulence separation minima are based on a grouping of aircraft types into the following three categories according to the maximum certified take-off weight. a)
HEAVY (H)
-
all aircraft types of 136000 kgs or more
b)
MEDIUM (M)
-
aircraft types less than 136000 kgs and more
c)
LIGHT (L)
-
aircraft types of 7000 kgs or less.
13.1.2 Since was turbulence is invisible, it presence and exact location cannot be determined with precision. Consequently, controllers should understand situations where hazardous wake turbulence is likely to be encountered and advise the concerned aircraft of the potential existence of turbulent wake. For example, a LIGHT or MEDIUM aircraft approaching behind a HEAVY aircraft, on the same or parallel runway (less than 760 meters apart), in light wind condition may be advised as follows: “PAKISTAN FIVE ZERO EIGHT, CLEARED TO LAND RUNWAY TWO FIVE LEFT, WIND TWO FIVE ZERO DEGREES FIVE KNOTS, CAUTION WAKE TURBULENCE DC – 10 TOUCH AND GO RUNWAY TWO FIVE RIGHT”. 14.
HELICOPTERS
14.1
Wake turbulence caused by helicopters is significantly greater per kilogram of their gross weight than for fixed-wing aircraft. When hovering of air-taxiing they should be kept well clear of light aircraft.
15.
LIGHT WINDS
15.1
Special attention should be given to situations of light wind, where vortices may persist in the vicinity of runways, may drift to a parallel runway or may sink to the landing or take-off paths of succeeding aircraft.
16.
SEPARATION MINIMA
16.1
Wake turbulence separation minima shall be applied whenever an aircraft of any weight category is preceded by an aircraft of the HEAVY weight category and whenever a LIGHT aircraft is preceded by a MEDIUM weight category aircraft.
17.
TIMED APPROACHES/VISUAL APPROACHES OR VMC APPROACHES
17.1
For timed approaches the minima to be applied to MEDIUM and LIGHT aircraft following a HEAVY aircraft are as follows. Same separation should be applied between arrivals when aircraft are making visual or VMC approaches:Medium Aircraft Light Aircraft Light behind Medium
2 minutes 3 minutes 2 minutes
18.
DEPARTURES
18.1
Two minutes departure minima shall be applied whenever a LIGHT or MEDIUM aircraft follow a HEAVE departure from the same runway, a parallel runway separated by less than 760m (2500 feet), or a crossing or parallel runway where projected flight paths will cross.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-22
19.
INTERMEDIATE TAKE-OFF POINT
19.1
THREE minutes departure minimum shall be used whenever a LIGHT or MEDIUM aircraft follows a HEAVY aircraft by commencing his take-off, parallel runways (including grass strips) less than 760m apart are to be treated as same runway for the purposes of this separation minimum.
20.
DISPLACED LANDING THRESHOLD
20.1
Two minutes separation minimum shall be applied between either a LIGHT or MEDIUM aircraft following a HEAVY whenever a displaced LANDING threshold is in use when: a)
the smaller aircraft departure follows a HEAVY aircraft arrival, or
b)
the smaller aircraft arrival follows a HEAVY aircraft departure and the projected flight paths are expected to cross.
Note: Same spacing should be applied when aircraft are using normal threshold for departures and arrivals. 21.
OPPOSITE DIRECTION RUNWAY OPERATIONS
21.1
Two minutes separation shall be applied a HEAVY aircraft executes a low of missed approach before a MEDIUM or LIGHT aircraft is permitted to either take off or land using the opposite direction of the runway used by the HEAVY. Parallel runways (including grass strips) less than 760m apart are to be treated as same runway for the purposes of this separation minimum.
22.
RADAR SEPARATION MINIMA
22.1
Separation minima used to assure the avoidance of most of wake turbulence effects shall be employed by Radar Controllers as given below:
22.2
a)
HEAVY behind HEAVY
-
4 miles.
b)
MEDIUM behind a HEAVY
-
5 miles
c)
LIGHT behind a HEAVY
-
6 miles
d)
LIGHT behind a MEDIUM
-
4 miles
e)
HEAVY behind a MEDIUM/LIGHT
-
3 miles
f)
MEDIUM behind a MEDIUM/LIGHT
-
3 miles
g)
LIGHT behind a LIGHT
-
3 miles
The minim set out above should be applied when: a)
an aircraft is operating directly behind another aircraft at the same altitude or less than 300m (1000 ft) below; or
b)
both aircraft are using the same runway, or parallel runways less than 760m (2500 ft) apart; or
c)
an aircraft is crossing behind an other aircraft at the 6 O’clock position.
23.
RELATION TO IFR SEPARATION
23.1
When the separation minima normally required for IFR purposes is greater than that for wake turbulence separation, such IFR minima shall apply.
23.2
Wake turbulence minima may be applied for any situation not covered by specific minima whenever a controller believes there is a potential hazard due to wake turbulence.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-23
24
EMERGENCY SEPARATION
24.1
If during an emergency situation it is not possible to ensure that the applicable horizontal separation can be maintained emergency separation of half the applicable vertical separation minimum may be used, that is 150m(500feet) between aircraft in airspace where a vertical separation minimum of 300m(1000 feet) is applicable, and 300m (1000 feet) between aircraft in airspace where a 600m (2000 feet) vertical separation minimum is applied.
24.2When emergency separation is applied the flight crews concerned shall be advised that emergency separation is being applied and inform of the actual minimum used 24.3All flight crews concerned shall be provided with essential traffic information. 25
LONGITUDINAL SEPARATION MINIMA WITH MACH NUMBER TECHNIQUE BASED ON DISTANCE USING RNAV
25.1
Turbojet aircraft shall adhere to the Mach number approved by ATC and shall request ATC approval before making any changes thereto. If it is essential to make an immediate temporary change in the Mach number (e.g. due to turbulence), ATC shall be notified as soon as possible that such a change has been made.
25.2
If it is not feasible, due to aircraft performance, to maintain the last assigned Mach number during en-route climbs and descents, pilots of aircraft concerned shall advise ATC at the time of the climb/descent request.
25.3
RNAV distance-based separation minima shall not be applied after ATC has received pilot advice indicating navigation equipment deterioration or failure
25.4
Separation shall be established by maintaining not less than the specified distance between aircraft positions as reported by reference to RNAV equipment.
25.5Direct controller-pilot communications should be maintained, while such separation is used. Where high frequency or general purpose extended range very high frequency air-ground communication channels are used for area control service and are worked by air-ground communicators, suitable arrangements shall be made to permit direct controller-pilot communications, or monitoring by the controller of all air-ground communications. 25.6
To assist pilots to readily provide the required RNAV distance information, such position reports should, wherever possible, be referenced to a common waypoint ahead of both aircraft.
25.7
RNAV distance-based separation may be applied between RNAV-equipped aircraft when operating on designated RNAV routes or on ATS routes defined by VOR.
25.8
A 150 km (80 NM) RNAV distance-based separation minimum with Mach number technique may be used on same-direction tracks in lieu of a 10-minute longitudinal separation minimum with Mach number technique, provided;
25.9
a)
each aircraft reports its distance to or from the same on-track waypoint;
b)
separation between aircraft at the same level is checked by obtaining simultaneous RNAV distance readings from the aircraft at frequent intervals to ensure that the minimum will not be infringed
c)
separation between aircraft climbing or descending is established by obtaining simultaneous RNAV distance readings from the aircraft; and
d)
in the case of aircraft climbing or descending, one aircraft maintains a level while vertical separation does not exist.
When the 150 km (80 NM) longitudinal separation minimum with Mach number technique is applied, the preceding aircraft shall maintain a Mach number equal to or greater than that maintained by the following aircraft.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-24
25.10
Aircraft on reciprocal tracks. Aircraft utilizing RNAV may be cleared to climb or descend to or through the levels occupied by other aircraft utilizing RNAV provided it has been positively established by simultaneous RNAV distance readings to or from the same An-track waypoint that the aircraft have passed each other and are at least 150 km (80 NM) apart
26
LONGITUDINAL SEPARATION MINIMA BASED ON DISTANCE USING RNAV WHERE RNP IS SPECIFIED
26.1
Within designated airspace, or on designated routes, separation minima may be used, subject to regional air navigation agreements.
26.2
Separation shall be established by maintaining not less than the specified distance between aircraft positions as reported by reference to the same An track waypoint, whenever possible ahead of both aircraft, or by means of an automated position reporting system.
26.3
When information is received indicating navigation equipment failure or deterioration below the navigation performance requirements, ATC shall then, as required, apply alternative separation minima.
26.4
Direct controller-pilot communications shall be maintained while applying distance-based separation minima.
26.5
Prior to and during the application of a distance-based separation minimum, the controller should determine the adequacy of the available communication link, considering the time element required receiving replies from two or more aircraft, and the overall workload/traffic volume associated with the application of such minima.
26.6
When aircraft are at, or are expected to reduce to, the minimum separation applicable, speed control techniques, including assigning Mach number, shall be applied to ensure that the minimum distance exists throughout the period of application of the minima.
26.7
The following separation minimum may be applied: Aircraft at the same cruising level or climbing or descending on the same track Separatio RNP Communicati Surveillanc Distance n type on e verification minimum requirement requiremen requirements t 93 km (50NM)
10
Direct Procedural At least every controllerposition 30minutes pilot reports communicati ons
26.8
Where a considerable change of level is involved using distance-based separation, 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 (e.g. 1 200 m (4 000 ft) or less) to permit a further check on the separation that will be maintained while vertical separation does not exist.
26.9
The separation minimum depicted above is based on safety assessments performed specifically for a particular network of tracks or routes. As such, the assessments evaluated traffic characteristics which might be unique to the network being assessed.
26.10
During the application of the 93 km (50 NM) separation, when an aircraft fails to report its position, the controller shall take action within 3 minutes to establish communication. If communication has not been established within 8 minutes of the time the report should have been received, the controller shall take action to apply an alternative form of separation.
26.11
Where automated position reporting applies, a common time reference shall be used.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 27
2-1-25
Aircraft on reciprocal tracks. Aircraft may be cleared to climb or descend to or through the levels occupied by the other provided that it has been positively established that the aircraft have passed each other and the distance between them is equal to at least the applicable separation minimum.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
4 N M 5 N M 6 N M 4 N M
2-1-26
- H e a v y b e h in d a h e a v y - M e d iu m b e h in d a h e a v y - L ig h t b e h in d a h e a v y - L ig h t b e h in d a m e d iu m
}
(IF R /V F R ) 4 /5 /6
F ig u re 2 4 (s e e p a ra 1 9 ) 2 M in u te s (IF R /V F R )
L e s s th a n 7 6 0 m (2 5 0 0 ft)
F ig u re 2 5 (s e e p a ra 1 4 )
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-27
2 M I N U T E S (I R F /V F R )
R o ta tio n P o in t 7 6 0 m (2 5 0 0 ft) o r m o re
F ig u re 2 6 (s e e p a ra 1 5 )
3 M I N U T E S (I F R /V F R )
L e s s th a n 7 6 0 m (2 5 0 0 ft)
R o ta tio n P o in t
F ig u re 2 7 (p a ra 1 6 )
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-28
F O R O P P O S IT E D IR E C T IO N A IR C R A F T 2 M IN U T E S (IF R /V F R )
F ig u re 2 8 (p a ra 1 8 ) C A U T IO N A R IE S V R F an d V IS U A L A P P R O A C H E S C a u tio n a n a irc ra ft a p p ro a c h in g b e h in d a d e p a rtin g h e a v y a irc ra ft, o r a lig h t b e h in d a m e d iu m a ric ra ft, u s in g a c ro s s in g ru n w a y if flig h t p a th s w ill c ro s s .
C a u tio n a n a irc ra ft a p p ro c h in g b e h in d a n a rriv in g h e a v y a irc ra ft, o r a lig h t b e h in d a m e d iu m a irc ra ft, a p p ro a c h in g (a ) th e s a m e ru n w a y (b ) a p a ra lle l ru n w a y le s s th a n 7 6 0 m (2 5 0 0 ft) a w a y (c ) a c ro s s in g ru n w a y w h e n flig h t p a th s w ill c ro s s (b )
L e s s th a n 7 6 0 m (2 5 0 0 ft) (a )
(c )
F ig u r e 2 9 ( p a r a 1 0 .1 .1 )
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2-1-29
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-1-1
SECTION 3 CHAPTER – 1 AIR TRAFFIC CONTROL SERVICES 1.
APPLICATION
1.1
Air traffic control service shall be provided: a)
to all IFR flights in Class A, B, C, D and E airspace;
b)
to all VFR flights in Classes B, C and D airspace;
c)
to all special VFR flights;
d)
to all aerodrome traffic at controlled aerodromes.
1.2
Provision of Air Traffic Control Service
1.2.1
The parts of air traffic control service described in 2.3.1 shall be provided by the various units as follows: a)
b)
c)
Area Control Service: 1)
by an area control centre; or
2)
by the unit providing approach control service in a control zone or in a control area of limited extent which is designated primarily for the provision of approach control service and where no area control centre is established.
Approach Control Service: 1)
by an aerodrome control tower or area control centre when it is necessary or desirable to combine under the responsibility of one unit the functions of the approach control service with those of the aerodrome control service or the area control service;
2)
by an approach control office when it is necessary or desirable to establish a separate unit.
Aerodrome control service: 1)
by an aerodrome control tower.
1.3
Operation of Air Traffic Control Service
1.3.1
In order to provide air traffic control service, ad air traffic control unit shall:
a)
be provided with information on the intended movement of each aircraft, or variations there from, and with current information on the actual progress of each aircraft;
b)
determine from the information received, the relative positions of known aircraft to each other;
c)
issue clearances and information for the purpose of preventing collision between aircraft under its control and of expediting and maintaining an orderly flow of traffic;
d)
co-ordinate clearances as necessary with other units; 1
whenever an aircraft might otherwise conflict with traffic operated under the control of such other units;
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 2
3-1-2 before transferring control of an aircraft to such other units.
1.3.2
Information on aircraft movements, together with a record of air traffic control clearances issued to such aircraft, shall be so displayed as to permit ready analysis in order to maintain an efficient flow of air traffic with adequate separation between aircraft.
2.
AIR TRAFFIC CONTROL CLEARANCES
2.1
An air traffic control clearance authorizes an aircraft to proceed under the conditions specified by an Air Traffic Control Unit. Clearances are based solely on known traffic conditions and are required for any flight or portion of flight, which is provided with an air traffic control service.
2.2
A pilot requests a clearance by submitting a flight plan. The clearance can be given directly to the aircraft or through an approved agency such as another air traffic services unit.
2.3
A clearance, does not constitute authority to violate any regulation established by the Civil Aviation Authority or other appropriate authority, for promoting safety of flight operations
2.4
Controllers should not issue clearances which imply permission to breach regulations. This is especially relevant in respect of the flight rules.
2.5
Flight crew shall read back to the air traffic controller the safety related parts of ATC clearances and instructions. The following items shall always be read back i.
ATC route clearance
ii.
Clearances and instructions to enter, land on take off from, hold short of, cross taxi and backtrack on any runway and
iii.
Runway in use, altimeter settings, SSR codes, level instructions, heading and speed instructions and whether issued by controller or contained in ATIS broadcast, transition level.
2.6
Other clearances or instructions shall be read back or acknowledged inn a manner to clearly indicate that they have been understood and will be complied with.
2.7
The controller shall listen to the read back to ascertain that the clearance or instructions has been correctly acknowledged by the flight crew and shall take immediate action to correct any discrepancies revealed by the read back.
3.
CONTENTS OF CLEARANCES
3.1
An air traffic control clearance shall include the following:-
4. 4.1
a)
aircraft identification as shown in the flight plan;
b)
clearance limit;
c)
route of flight;
d)
level(s) of flight for the entire route or part thereof and changes of levels if required;
e)
any necessary instructions or information such as SSR transponder operation, approach or departure manoeuvers, communication instructions and time of expiry for the clearance.
CLEARANCE LIMIT A clearance limit is the point to which an aircraft is granted an air traffic control clearance and is specified as: a)
an aerodrome;
b)
an appropriate reporting point; or
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controlled airspace boundary.
An aircraft shall be cleared for the entire route to the aerodrome of first intended landing : a)
when it has been possible, prior to departure, to coordinate the clearance between all units whose control the aircraft will come; or
b)
when there is reasonable assurance that prior coordination will be effected between those units under whose control the aircraft will subsequently come.
4.3
If the clearance for levels covers only part of the route it is important that, part of the route is specified in order that the pilot can comply with radio communication failure procedures.
5.
ROUTE
5.1
ATC should make every effort to clear the aircraft according to the route requested. If for any reason this is not possible the reasons should be explained when issuing the clearance.
5.2
Every endeavor shall be made to clear aircraft according to the route requested. If this is not possible the controller shall explain the reason when issuing the clearance. The expression 'cleared flight plan route' is not to be used. If a pilot requests, or a controller offers, a direct routing then the controller must inform the pilot if this direct route will take the aircraft outside the lateral or vertical boundaries of controlled or advisory airspace. The pilot will then decide whether to accept or decline the new route.
5.3
Following the introduction of area navigation requirements (RNAV) aircraft wishing to operate within the specified airspace must be appropriately equipped. If the aircraft is unable to comply with the RNAV requirements then the pilot will advise the ATSU on initial contact using the phrase 'Negative RNAV'. Aerodrome ATSUs must advise the relevant ACC and, unless automatic message transfer facilities exist, the phrase 'Negative RNAV' must be added to the end of estimate and co-ordination messages.
6
ALLOCATION OF CRUISING LEVELS
6.1.
Normally the cruising level requested in the flight plan will be allocated. If the flight planned level is not available, the nearest appropriate level will be allocated.
6.2
When two or more aircraft are at the same cruising level the preceding aircraft shall normally have priority.
6.3
An aircraft at a cruising level shall normally have priority over other aircraft requesting that level.
6.4
When necessary, an aircraft may be cleared to change cruising level at a specified time, place or rate.
6.5
In so far as practicable, cruising levels of aircraft flying to the same destination shall be assigned in a manner that will be correct for an approach sequence at destination.
7.
AMENDMENTS TO CLEARANCES
7.1
When an amendment is made to a clearance, the new clearance shall be read in full to the pilot and this automatically cancels any previous clearance.
7.2
Controllers must be aware, therefore, that if the original clearance included a restriction, e.g. 'cross BADIL earlier restriction, unless it is reiterated with the revised clearance.
7.3
Similar care must be exercised when a controller issues a clearance, which amends the route or vertical profile of an aircraft on a standard instrument departure (SID). For example, 'Climb FL 120' automatically cancels the vertical profile of the SID. If the profile contains a restriction which provides vertical separation from conflicting traffic on another SID route, the restriction
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must be reiterated, e.g. 'climb FL120 cross BEGIM FL50 or above', unless separation is ensured by other means. 7.4
Similarly, when controllers issue instructions, which amend the SID route, they are to confirm the level profile to be followed e.g. 'fly heading 095 degrees, climb FL 80' or 'route direct to PARET, stop climb at FL 50.
8.
WITHHOLDING CLEARANCE
8.1
The Civil Aviation Authority and certain persons are empowered to prohibit flight and they may instruct controllers to withhold a clearance.
8.2
If a controller is instructed to withhold take-off clearance he shall, where possible, check the authority and powers of the person giving the instruction.
8.3
A controller shall withhold clearance for take-off when it is known that the aircraft has been detained by a security agency or custom office and written authority for the detention is provided.
8.4
If a controller has not been instructed to without clearance but he has reason to believe that a planned flight is liable to endanger life or involve a breach of regulations he is to : a)
warn the pilot of the hazardous condition or apparent infringement and obtain acknowledgement of the warning ;
b)
in the case of infringing legislation, warn the pilot that if he does take-off the facts will be reported to the Civil Aviation Authority.
c)
if the pilot still requests take-off clearance after the warning he should be advised, when traffic permits that there are no traffic reasons to restrict take-off;
d)
make a record of the warning and any pilot comments in the ATC watch log.
8.5
In a situation where a pilot disregards a warning described above it is emphasized that clear and precise messages are passed to the pilots concerned and acknowledgements received.
9.
DATA DISPLAY
9.1
Air Traffic data is normally displayed on flight progress strips. Detailed instructions for marking these strips are given in section 7.
10.
FLIGHT PRIORITIES
10.1
Requests for clearances are normally handled in the order they are received and issued in relation to the current traffic pattern. However certain flights are given priority over others. PRIORITY 1.
2. 3. 4. 5.
TYPE OF FLIGHT Aircraft in emergency (engine fault, fuel shortage, mechanical malfunction, seriously ill passenger etc). Aircraft being subjected to unlawful interference (HI-JACK) Ambulance aircraft. Presidential flights Flights carrying visiting heads of State VVIP flights Post accident flight checks carried out for accident investigation purposes. Military aircraft on special mission. Calibration flights checking NAV/AIDS ILS or Radar. Scheduled flights including charter executive private and position flights which have filed a flight plan in the normal manner.
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11.
CO-ORDINATION OF CLEARANCES
11.1
An air traffic control clearance shall be coordinated between air traffic control units to cover the entire route of an aircraft or a specified portion thereof as follows.
11.2
An aircraft shall be cleared for the entire route to the aerodrome of first intended landing: a)
when it has been possible, prior to departure, to co-ordinate the clearance between all the units under whose control the aircraft will come; or
b)
when there is reasonable assurance that prior co-ordination will be affected between those units under whose control the aircraft will subsequently come.
11.3
When co-ordination as in 11.1.1 has not been achieved or is not anticipated, the aircraft shall be cleared only to that point where co-ordination is reasonably assured; prior to reaching such point, or at such point, the aircraft shall receive further clearance, holding instructions being issued as appropriate.
11.4
When prescribed by the appropriate ATS authority, aircraft shall contact a downstream air traffic control unit, for the purpose of receiving a downstream clearance prior to the transfer of control point.
11.5
Aircraft shall maintain the necessary two-way communication with the current air traffic control unit whilst obtaining a downstream clearance. A clearance issued as a downstream clearance shall be clearly identifiable as such to the pilot.
11.6
Unless coordinated, downstream clearances shall not affect the aircraft’s original flight profile in any airspace, other than that of the air traffic control unit responsible for the delivery of the downstream clearance.
11.7
When an aircraft intends to depart from an aerodrome within a control area to enter another control area within a period of thirty minutes, or such other specific period of time as has been agreed between the area control centres concerned, co-ordination with the subsequent area control centre shall be effected prior to issuance of the departure clearance.
11.8
When an aircraft intends to leave a control area for flight outside controlled airspace, and will subsequently re-enter the same or another control area, a clearance from point of departure to the aerodrome of first intended landing may be issued. Such clearance or revisions thereto shall apply only to those portions of the flight conducted within controlled airspace.
11.9
For flights within controlled airspace a current flight plan, estimate or control information will be passed to the receiving centre or unit in sufficient time to enable the recipient unit to analyze the data and effect prior co-ordination if required.
11.10
Revisions must be passed if : a)
there are subsequent changes to flight level or route and/or,
b)
there is a revision in the estimate of 3 minutes or more
12.
RESPONSIBILITY FOR CONTROL
12.1.
Responsibility for control of individual flights
12.1.1 A controlled flight shall be under the control of only one air traffic control unit at any given time. 12.2.
Responsibility for control within a given block of airspace
12.2.1 Responsibility for the control of all aircraft operating within a given block of airspace shall be vested in a single air traffic control unit. However, control of an aircraft or groups of aircraft
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may be delegated to other air traffic control units provided that co-ordination between all air traffic control units concerned is assured. 13.
TRANSFER OF RESPONSIBILITY FOR CONTROL
13.1
Place or time of transfer
13.1.1 The responsibility for the control of an aircraft shall be transferred from one air traffic control unit to another as follows:
13.1.1.1 Between two units providing area control service . The responsibility for the control of an aircraft shall be transferred from a unit providing area control service in a control area to the unit providing area control service in an adjacent control area at the time of crossing the common control area boundary as estimated by the area control centre having control of the aircraft or at such other point or time as has been agreed between the two units.
13.1.1.2 Between a unit providing area control service and a unit providing approach control service. The responsibility for the control of an aircraft shall be transferred from a unit providing area control service to a unit providing approach control service, and vice versa, at a point or time agreed between the two units.
13.1.1.3 Between a unit providing approach control service and a unit providing aerodrome control service. Arriving aircraft:-The responsibility for control of an aircraft approaching to land shall be transferred from the unit providing approach control service, when the aircraft: a)
is in the vicinity of the aerodrome, and: it is considered that it will be able to complete its approach and landing in visual reference to the ground, or
it has reached uninterrupted visual meteorological conditions, or
b)
has landed
which ever is earliest Departing aircraft: - The responsibility for control of a departing aircraft shall be transferred from the unit providing aerodrome control service to the unit providing approach control service: a)
When visual meteorological conditions prevail in the vicinity of the aerodrome
prior to the aircraft leaves the vicinity of the aerodrome, or prior to the aircraft entering instrument meteorological conditions,
which ever is earliest. b)
13.2
when instrument meteorological conditions prevail at the aerodrome:
immediately before the aircraft enters the runway in use for take-off, or
immediately after the aircraft is air borne.
Co-ordination of transfer
13.2.1 Responsibility for control of an aircraft shall not be transferred from one ATCU to another without the consent of the accepting unit. 13.3
The unit transferring control shall communicate to the accepting unit the appropriate parts of the current flight plan and any control information pertinent to the requested transfer. Transfer between radar sectors shall include:
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Aircraft identification;
b)
Altitude or flight level (if not displayed);
c)
Track or last heading if on vectors; and
d)
Speed ordered if under speed control.
3-1-7
NOTE 1: If physical point-out method or electronic display marker is not used, the transferring controller shall indicate current position or aircraft in terms of its relative location to a fix seen on the displays of both controllers. NOTE 2: Where inter-or-intra-unit arrangement so specify, radar hand-over shall be accomplished in accordance with such agreements. 13.4
An accepting unit shall: a)
Indicate where it can accept control of the aircraft on terms specified by the transferring unit or indicate any necessary changes. The absence of any indication will be understand to signify acceptance of the terms specified;
b)
Specify any other information or clearance for a subsequent portion of the flight, which requires the aircraft to have at time of transfer.
13.5
The accepting unit shall notify the transferring control unit, when it has established two-way communication with an assumed control of the aircraft concerned, unless otherwise specified by agreement between the two units concerned.
13.6
If the departure aerodrome is too close in flight time to the boundary of and adjacent control unit, to permit transmission of the necessary flight data and receive a coordinated reply, the transferring unit shall, prior to clearing the aircraft, forwarded the necessary data to the accepting unit together with a request for acceptance. In the case if an aircraft in flight, a similar flight time from the boundary of an adjacent unit, it will be held in the transferring unit’s airspace until the necessary data is transmitted and co-ordination has been affected.
13.7
The special procedures for co-ordination between military and civil units will be described in unit instructions/ SATIs.
13.8
The handling of controlled aircraft and aircraft under advisory service where the aircraft is due to cross and FIR boundary outbound and inter-ACC communication has failed, will be the subject of inter-unit agreement. In such cases the aircraft shall be informed of the situation and may be requested to attempt direct contact with the receiving unit. It is important to ensure that any aircraft which does cross an FIR boundary without normal coordination shall do so in level flight and at a flight level appropriate to its direction of flight – preferably its filed cruising level.
13.9
Transfer of control must not be confused with transfer of communication which is intended to enable instructions which will be effective later, to be communicated to an aircraft. The accepting ATSU which is communicating with an aircraft which has not reached the transfer to control stage shall not alter the clearance without first seeking the approval of the transferring unit.
14.
MILITARY TRAFFIC-MODIFICATION OF PROCEDURES
14.1
Sometimes it is not possible for military operations to comply with air traffic rules. Air Traffic Control Unit will be informed in advance of any military operations which are likely to affect civil air traffic. Formation flights by Military Aircraft
14.2
14.2.1 Military aircraft operating as a formation on the same flight plan and flying or intending to fly under IFR, may request clearance to fly within controlled airspace. To avoid delays to military or civil aircraft, clearance may be granted for such flights provided : a)
the aircraft formation can visually maintain their own separation;
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b) they can all communicate with the formation leader. 14.2.2 The identification of the leader must be shown on the flight plan plus the number of aircraft in the formation, all clearance and instructions will be communicated to the leader. 14.2.3 If the formation is unable to maintain visual separation due to weather the leader will inform the appropriate ATCU and on receipt of this information the controller shall : a)
if possible apply separation standards to all aircraft in the formation using radar if available.
b)
if separation standards cannot be applied the formation shall be given as much separation from each other as possible with directions to enable the formation to leave the controlled airspace by the shortest possible route.
14.2.4 Whenever such clearances are requested it is the controller’s responsibility to ensure that the leader of the formation is fully aware of the conditions of the clearances detailed above.
14.2.5 The ATCU issuing such clearances is to ensure that normal civil operations are not advisory affected.
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CHAPTER – 2
AREA CONTROL SERVICE 1.
INTRODUCTION
1.1
In the flight information region Area Control Center is established to provide air Traffic Control service for IFR flights within controlled airspace but beyond the responsibilities of Aerodrome and Approach control units .Unit instructions contain the detailed procedures and the extent of the services shall be provided in SATI.
2.
AREA CONTROL CENTERS
2.1
The responsibilities in Area Control Centers are normally divided into sectors, works in close coordination with each other, to distribute the workload of the center between the sectors of responsibility.
2.2
The manning and methods of sectorization differs at each centre and ATS directorate is to determine, by traffic density and scope of the equipment available.
3.
AREA CONTROL UNIT ORGANIZATION
3.1
Where the work of a unit is based upon non-radar control the controller of each sector occupies the main executive position for that sector.
3.2
When the support of radar is available the non-radar controller will continue to occupy the main executive position. The radar controller providing the radar service will not alter the nonradar clearance without prior co-ordination with the non radar controller unless the traffic situation demands immediate radar action or where authorized radar procedures are applicable .
3.3
The non-radar and radar controllers shall work in close liaison with each other at all times working as a team
3.4
In a unit where the provision and layout of radar and flight data presentation make it possible, a radar controller may then become the main executive controller for a sector using Radar non-radar separation for controlling traffic within the sector.
3.5
The responsibility and procedures for each working arrangement and control position including support staff will be detailed in unit instructions.
4. 4.1
BASIC PRINCIPLES OF OPERATION The common basic principles of operation for all area control sectors are as follows: a)
that separation of traffic shall be achieved by apply the separation standards detailed in section 1 and supplemented where needed by unit instructions;
b)
that data on current/anticipated aircraft movements is displayed to controllers and used as a basis to achieve separation standards and co-ordination regarding those aircraft movements;
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that co-ordination regarding the movement of aircraft shall be affected between sectors and centres ahead of the aircraft’s flights.
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CO-ORDINATION
5.1
Between Area control Centers
3-2-3
5.1.1 Aircraft in receipt of air traffic control service from one area control unit or sector must not be permitted to penetrate the airspace of other area control unit or sector without prior coordination taking place. The responsibility for initiating co-ordination lies with the transferring controller and he/she shall comply with any condition specified by the accepting controller. 5.1.2
5.1.3
The completed co-ordination which must precede transfer of control is achieved when : a)
notification, negotiation and agreement has taken place;
b)
procedure exists within a unit which specify conditions which do not require the need for individual co-ordination. The principles and procedures for such conditions and the positions to which they apply will be clearly detailed in unit instructions.
Subject to inter unit agreements approved by Headquarters CAA with adequate reliable communications facilities co-ordination can be agreed to have been achieved if an estimate message has been passed and accepting air traffic services unit raised an objection. Any subsequent changes in flight level, routing or a revision of 3 minutes or more are to be re-coordinated by the transferring controller and agreement reached before transfer of communication takes place.
5.1.4 If first reporting point after take-off is in an adjoining area, an approval request must be made to the controlling authority and approval obtained before issuing clearance to the aircraft. 5.1.5
Normally an Area Control sector or unit only controls aircraft within its area of responsibility, however by prior arrangement between units or sectors the transfer point on a given route may be within/outside the airspaces of responsibilities of transferring on a permanent basis (an inter unit agreement is made to cover such a situation) or for a particular flight.
5.1.6 Co-ordination will be affected between the flight information regions or area control sector as per letter of agreement . 5.2
Between Approach and Aerodrome Units
5.2.1
Approach and aerodrome control units shall comply with such instructions as the appropriate area control unit is authorized to issue to achieve the objectives of the air traffic control service.
5.2.2
Time to take-off shall be specified by the ACC when it is necessary to : a)
co-ordinate the departure with traffic not released to the unit providing approach control service; and
b)
provide en-route separation between departing aircraft intending to operate on the same route.
5.2.3
A clearance expiry time shall be specified by the ACC if a delayed departure would conflict with traffic not released to the unit providing approach control service. If for traffic reasons of its own, a unit providing approach control service has to specify its own clearance expiry time this shall in no case be later that specified by the ACC.
5.2.4
When weather conditions require an approach sequence, the ACC shall clear arriving aircraft to the holding point, including holding instructions and EAT in such clearance.
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5.2.7
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After co-ordination with approach control unit the ACC may clear arriving aircraft to visual holding points to hold until further advised by the approach control unit. A unit providing approach control service is required to keep area control promptly advised of the following data on controlled traffic : a)
lowest level at the holding point available for use by area control;
b)
average time interval between successive approaches;
c)
revision of expected approach times issued by area control when approach control calculations show a variation of 5 minutes or more;
d)
arrival times over the holding point if these vary from the estimate by 3 minutes or more;
e)
missed approaches when re-routing is entailed, so that subsequent action is coordinated;
f)
departure times of aircraft;
g)
all information on overdue or unreported aircraft.
Area control centre shall keep the unit providing approach control service promptly advised of the following information on controlled flights, providing at least 15 minutes warning whenever possible. Release on each inbound aircraft giving; -
aircraft identification and type/SSR code
-
point of departure
-
release point
-
estimated time and level at the holding facility, or arrival time and level holding facility if the release is given after the actual arrival.
5.2.8
Aircraft released to Approach Control most within controlled airspace and all other landing aircraft at lower levels must also be released. Aircraft released to Approach Control will not be cleared by accepting controller to climb above the release level without co-ordination with Area Control.
6.
RESPONSIBILITIES
6.1
Area control sectors are responsible for providing separation between controlled flights operating in their airspace as per classification of airspace.
7.
SEPARATION OF AIRCRAFT
7.1
Separation of aircraft in the provision of area control service is given in section I Chapter 2
8.
AREA RADAR SEPARATION
8.1
Radar Separation Minima
8.1.1
following separation minima shall be applied within Karachi and Lahore FIRS in addition to those as given in section 1chapter 2
a)
5 NM radar separation within the terminal approach radar coverage that is 98 Nm of Karachi, Lahore and Islamabad terminal approach co-located primary and secondary radar unto a height FL255.
b)
15 NM radar separation using the SSR position symbols of transponder equipped aircraft while aircraft are on parallel diverging or converging tracks whether at same level or climbing or descending.
c)
Where lateral separation is not established, vertical separation shall be maintained between transponder equipped aircraft on reciprocal tracks outside coverage of
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terminal approach radars from the time their SSR position symbols are 50 NM apart before passing until they have passed each other and are 5 NM apart. d)
5 minutes longitudinal separation between transponder equipped aircraft on same or crossing tracks whether at same level, descending or climbing provided that their progress is continuously monitored on radar forming the integral part of the ATC unit concerned and the distance between those aircraft is never less then 30 NM as observed on radar.
8.1.2
Separation minima of less than 5 nautical miles may be specifically authorized by the Director of ATS for use under the conditions laid down in that particular authorization order.
8.1.3
In circumstances where the radar-based spacing required for the avoidance of turbulent wake differs from the spacing required for traffic separation, the larger of the two spacing values will be employed.
8.2
Unidentified Known Traffic
8.2.1
Separation may be deemed to exist between aircraft under radar control and unidentified known traffic in the following circumstances: a)
When authorized procedures are in operation whereby the known traffic is under the control of another radar controller and separation can be maintained by direct coordination; or
b)
When authorized procedures are in operation whereby track or vertical separation is deemed to exist. This procedure must be approved and defined in unit instructions.
8.3
Traffic Outside Radar Coverage
8.3.1
In certain circumstances it may be necessary to apply separation between an aircraft under radar control and known traffic outside radar coverage. The radar coverage, separation should be applied as follows: a)
Opposite Direction Traffic Vertical separation must be achieved at least 50 miles before the point at which the conflicting traffic can be expected to enter radar coverage;
b)
Same Direction Traffic Aircraft entering radar coverage, vertical separation must be maintained until the identified aircraft is at least 10 miles inside the point at which the conflicting traffic can be expected to enter radar coverage. Aircraft exiting radar coverage non-radar separation must be achieved at least 10 miles before the aircraft leave radar coverage.
8.4
Speed Adjustment
8.4.1
Radar controller may request pilots to increase/decrease speed in order to maintain the appropriate standard separation. Speed adjustment may also be utilized as a method of “Streaming” aircraft prior to sequencing in the intermediate phase. Such adjustment in speed should not be outside the speed ranges laid down in unit instructions/SATIs. When speed adjustment is not longer required the pilot should be advised to resume normal speed.
8.5
Omit Position Reports
8.5.1
In order to reduce RTF communication, a pilot may be instructed to ‘Omit’ Position Reports’ provided that the aircraft has been radar identified.
8.6
Aircraft Off Track
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Except when under radar vectors aircraft operating on an ATC clearance are expected to comply with the route, flight level(s) and cruising speed restrictions contained within such clearance. AIRCRAFT CROSSING AND JOINING
9.1
Flight data regarding aircraft requiring to cross or join airways or advisory routes may be obtained from flight plan or from aircraft on RTF or from the flight information centre.
9.2
Flights data to be obtained on RTF a)
b)
Crossing flights; -
Aircraft identification and type
-
Position
-
Crossing position
-
Requested crossing level and estimate for crossing position
Joining flights; -
Aircraft identification and type
-
Position
-
Level and flight conditions
-
Departure aerodrome
-
Entry point and its estimate
-
Route and point of first intended landing
-
True airspeed
-
Desired level on airway or advisory route
9.3
Receipt of flight plan data does not constitute a clearance, except that when air traffic control has acknowledged receipt of the information from an aircraft in flight and radio failure occurs before a clearance can be transmitted, the aircraft may be expected to proceed in accordance with the flight plan.
9.4
In considering requests for crossing or joining clearances it should be remembered that an aircraft already cleared to operate at a level within controlled airspace normally has priority to retain that level.
9.5
Pilots of aircraft that cannot comply with IFR are allowed to request clearance to cross airways in VMC by day. Such flights while operating in airways shall maintain VFR levels and traffic information on them shall be passed to concerned flights.
10.
MILITARY AIRCRAFT
10.1
Military aircraft, wishing to follow airways, shall conform to the procedures applicable to civil aircraft.
10.2
Military aircraft wishing to cross an airway will request a clearance and conform to the same procedures as civil aircraft.
11.
AIRCRAFT HOLDING
11.1
When an aircraft is instructed to hold en-route it must always be given an onward clearance time. If it is not possible to make an accurate calculation immediately, the aircraft will be given an arbitrary onward clearance time requiring 10 to 15 minutes holding. An accurate onward clearance time must be given to aircraft before the expiry to arbitrary onward clearance time.
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11.2
EAT, as applicable along with clearance to holding facility, shall be passed to the arriving aircraft.
11.3
Procedures for aircraft waiting for approach clearance when the delay cannot be determined are described in Section 1 Chapter 4.
12.
DIVERSION
12.1
In the majority of cases of diversion it will be the responsibility of the shift manager at the Area Control Centre to make the arrangements. When weather indicates a possibility of diversion he/she shall :
12.2
a)
keep a close watch on the weather at aerodrome in his/ her area of jurisdiction and ensure that arriving aircraft have the latest information available.
b)
anticipated diversions by selecting the most suitable diversion aerodrome for weather conditions (in consultation with the Meteorological Officer and Operators) and also for the type of aircraft likely to be involved as to their landing requirements such as runway lengths and available approach aids;
c)
check with these aerodromes whether diversions can be accepted or not and any particular arrangements they require.
When a diversion is requested or considered expedient, the Area Control Centre shall : a)
give the aircraft a diversion instructions containing the latest weather information, clearance instructions and radio frequencies to be used, etc.
b)
give full information to the diversion aerodrome, including details of the flight, its clearance instructions, etc.;
c)
inform original destination aerodrome of the diversion action.
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CHAPTER –3
APPROACH CONTROL SERVICE 1.
PROVISION OF SERVICE
1.1
An Approach control unit shall provide: Approach control Service; Flight Information Service; and Alerting Service
1.2
An Approach control unit may be combined with : -
an area control center; or
-
an Aerodrome control tower
2.
RESPONSIBILITIES
2.1
The responsibilities of a unit providing approach control service are given in the following paragraphs.
2.2
Approach control unit shall provide standard separation between IFR flights, between IFR flights and controlled VFR flights and between controlled VFR flights including special VFR flights from the time and position when : a)
arriving flights are released by an area control until control is transferred to Aerodrome control tower;
b)
aircraft approaching from outside controlled airspace cross the controlled airspace boundary until transferred to unit providing Aerodrome control service;
c)
over flying aircraft within the controlled airspace boundaries;
d)
departing aircraft are transferred from Aerodrome control until : i)
they are transferred to area control centre, or
ii)
they leave controlled airspace
3.
SPECIFIC RESPONSIBILITIES
3.1
Approach control unit has the following specific responsibilities: a)
issuing pertinent information on known VFR flights to IFR flights ;
b)
ensuring separation between controlled flights, within the controlled airspace under the jurisdiction of Approach control;
c)
initiating overdue action;
d)
advising aircraft under its control of information on aerodrome conditions, functioning of the approach aids and/or aerodrome lighting system.
3.2
REDUCTION IN SEPARATION MINIMA IN THE VICINITY OF AERODROMES
3.2.1
The separation minima may be reduced in the vicinity of aerodromes if:
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a)
adequate separation can be provided by the aerodrome controller when each aircraft is continuously visible to this controller; or
b)
each aircraft is continuously visible to flight crews of the other aircraft concerned and the pilots there of report that they can maintain their own separation; or
c)
in the case of one aircraft following another, the flight crew of the succeeding aircraft reports that the other aircraft is in sight and separation can be maintained.
3.3
Passing Information
3.3.1
The following information will be supplied by Approach control unit to Aerodrome control tower: a)
the pertinent data on all relevant flights and type of flight (IFR or VFR) level of arriving aircraft and ETA;
b)
The approach sequence in which transfer of control will be affected;
c)
the anticipated delay to departing flights and reasons for delay.
3.3.2
Approach control unit shall have available to transmit to aircraft the current weather (plus RVR) and any other information (e.g. aerodrome and lighting, Unserviceabilities, runway changes etc).
3.3.3
Area Control Centre shall be supplied with the following information on controlled flights by Approach control unit : a)
lowest level available at the holding facility for use by the Approach control unit;
b)
average time interval between successive approaches;
c)
revision in expected approach times issued by Area control when calculations by Approach control show a variation of 5 minutes or more;
d)
arrival times over the holding point if there is a variation of 3 minutes or more;
e)
missed approach procedure if re-routing is necessary so that subsequent action can be coordinated;
f)
departure times of aircraft;
g)
all available information regarding overdue or unreported aircraft.
4.
ESSENTIAL LOCAL TRAFFIC
4.1
Information on essential local traffic known to the controller shall be transmitted without delay to departing and arriving aircraft concerned by approach control unit or by aerodrome control tower when such information is the interest of safety, or when requested by aircraft.
4.2
Essential local traffic shall be considered to consist of any aircraft, vehicle or personnel on or near the manoeuvring area or traffic operating in the vicinity of the aerodrome, which may constitute a hazard to the aircraft concerned.
4.3
Essential local traffic shall be described so as to be easily identified.
5.
PROCEDURE FOR ARRIVING AND DEPARTING AIRCRAFT
5.1
DEPARTING AIRCRAFT
5.1.1
Clearance for departing aircraft shall specify, when necessary for separation of aircraft,
direction of takeoff and turn after take off;
heading or track to be made good before taking up the cleared departure track;
level to maintain before continuing climb to assigned level;
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time, point and/or rate at which a level change shall be made; and
any other necessary manoeuvre consistent with safe operation of the aircraft Departing aircraft should normally be cleared to follow the appropriate SID
5.1.3
Where standard clearances for departing aircraft have been agreed to between Aerodrome/ Ground Movement control and Area / Approach control, the aerodrome control tower will normally issue the appropriate standard clearance without prior coordination with or approval from the approach control unit or ACC.
5.1.4
Prior coordination of clearances should be required only in the event that a variation to the standard clearance or the standardized transfer of control procedures is necessary or desirable for operational reasons.
5.1.5
The approach control unit at all times shall be kept informed of the sequence in which aircraft will depart as well as the runway to be used.
5.1.6
Display the designators of assigned SIDs to the aerodrome control tower shall be made to the approach control unit and/or the ACC.
5.1.7
Standard clearances for departing aircraft shall contain the following items:
Aircraft identification;
Clearance limit, normally destination aerodrome;
Designator of the assigned SID, if applicable;
Initial level except when this element is included in the SID description;
Allocated SSR code;
Any other necessary instructions or information not contained in the SID description (instructions relating to change of frequency) 5.1.18 Clearance for departing aircraft may specify an initial or intermediate level other than that indicated in the filed flight plan for the en route phase of flight, without a time or geographical limit for the initial level. (such clearances will normally be used to facilitate the application of tactical control methods by ATC through the use of Radar.) 5.1.9
When clearances for departing aircraft containing no time or geographical limit for an initial or intermediate level ,action to be taken by an aircraft experiencing communication failure in the event the aircraft has been radar vectored away from the specified route as per current flight plan, should be prescribed on the bases of RANA and included in the SID description or published in AIP.
5.1.10 Departing aircraft may be expedited by suggesting a take-off direction which is not into the wind. 5.1.11 If departures are delayed, flights shall normally be cleared in an order based on their estimated time of departure, except that deviation from this order may be made to: a)
facilitate the maximum number of departures with the least average delay;
b)
accommodate requests by an operator in respect of that operator’s flights to the extent practicable.
5.1.12 Air traffic control units when practicable advise aircraft operators or their designated representatives when anticipated delays are expected to exceed 30 minutes.
5.2
ARRIVING AIRCRAFT
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5.2.1
Operator or their designated representatives shall be notified about the expected delays encountered by arriving aircraft
5.2.2
To expedite departing and arriving aircraft, arriving aircraft may be asked to report when
5.2.3
leaving or passing a significant point or NAV aid; or
starting procedure turn or base turn; or
to provide other information required by the controller.
When passing the initial clearance to arriving aircraft ,an IFR flight shall not be cleared for an initial approach below the appropriate minimum sector altitude as specified in AIP nor to descend below that altitude unless: a)
pilot has reported passing an appropriate point defined by a navigation aid or as a way point; or
b)
the pilot reports that the aerodrome is and can be maintained in sight; or
c)
the aircraft is conducting a visual approach; or
d)
the aircraft’s position has been determined by the use of radar, and a lower minimum altitude has been specified for use when providing radar services.
5.2.4
when an approach clearance is being relayed by the ACC, the clearance must ensure that the minimum sector altitude is not infringed.
5.2.5
At aerodromes where standard instrument arrivals (STARs) are established, arriving aircraft should be cleared to follow the appropriate STAR.
5.2.6
The expected type of approach and runway in use shall be passed to the arriving aircraft as early as possible.
5.2.7
The ACC may clear the first arriving aircraft for approach rather than to a holding point when prior coordination with approach control is affected.
5.2.8
Where standard clearances for arriving aircraft are in use and no terminal delay is expected, clearance to follow the appropriate STAR will normally be issued by the ACC without prior coordination with or approval from the approach control unit or the aerodrome control tower as applicable.
5.2.9
Prior coordination of clearance should only be required only if a variation to the standard clearance or the standardized transfer of control procedures is necessary or desirable for operation reasons.
5.2.10 Ensure that the approach control unit is at all times kept informed of the sequence of aircraft. 5.2.11 The designators of assigned STARs shall be displayed to the ACC, the approach control unit and/ or aerodrome control tower, as applicable. 5.2.12 Standard clearances for arriving aircraft shall contain the following items: a)
aircraft identification;
b)
designator of the assigned STAR;
c)
runway-in-use except when part of the STAR description;
d)
initial level except when this element is included in the STAR description; and
e)
any other necessary instructions or information not contained in the STAR description.
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5.2.13 If an approach sequence is in force Area control will clear the arriving aircraft to the holding fix with the instructions to hold and expected approach time in the clearance.
5.2.14 Approach control can issue any instructions to an aircraft released by area control except an aircraft shall not be instructed to climb above the level at which it was released. 5.2.15 Area control after coordinating with approach may clear an arriving aircraft to an aerodrome facility, visual holding point instead of the normal holding facility. 5.3
Release from Area Control
5.3.1
Area control will release arriving aircraft to Approach control, providing (where possible) 15 minutes but not less than 5 minutes warning as follows : -
Aircraft identification and type
-
Point of departure
-
Release point
-
Estimated time and level at the holding facility, or arrival time and level at the holding facility if release is given on arrival
-
Expected approach time
-
Contact point (RTF)
5.4.
INFORMATION TO ARRIVING AIRCRAFT
5.4.1
Following the initial call to Approach control an arriving aircraft shall be passed the following information as soon as practicable: 1)
type of approach and runway-in-use
2)
current weather information with the time of observation : a)
surface wind direction (in degrees magnetic) and speed. If the mean wind speed is in excess of 10 kts. the maximum speed should also be included.
b)
Visibility and when applicable RVR
c)
present weather
d)
significant cloud base and amount
e)
appropriate altimeter setting
f)
any relevant information reported by pilots of other aircraft (vertical wind shear, braking action, severe turbulence, severe icing, etc.)
g)
significant meteorological conditions (thunderstorm, hailstorm, heavy rain, rising dust, etc.) and changes there in.
h)
any other relevant information
j)
trend-type landing forecast, when available. Note:- if an aircraft is flying in VMC below clouds and can continue in VMC to land, the information passed can be reduced to items (a) (e) & (f):
3)
current runway surface conditions when appropriate;
4)
any change in the visual and non-visual aids essential to approach and landing.
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any change in the operational status of approach and landing aids.
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5.5
TRANSMISSION OF METEOROLOGICAL INFORMATION
5.5.1
SIGMET messages are to be passed to all aircraft likely to be affect.
5.5.2
In reply to requests from aircraft for meteorological information controllers must ensure that the information supplied agrees with the request (i.e. don’t give a report when a forecast has been requested).
5.5.3
As a general rule controllers shall only transmit meteorological information that has been supplied or agreed, by the meteorological office, there are exceptions as follows:a)
indicated wind direction (in degrees magnetic) and speed when an anemometer indicator is installed in the control room;
b)
RVR observations;
c)
Sudden or unexpected deteriorations, which in the interest of safety a controller considers useful to warn an aircraft immediately and thereafter consult the meteorological office;
d)
Information from aircraft in flight may be passed to other aircraft when a controller considers it may be useful. In such cases the controller should state that the information has originated from an aircraft in flight along with the time the report was made. NOTE: Aircraft reporting meteorological conditions which effect safety e.g. severe turbulence, local sandstorms, severe icing shall always be passed to aircraft which may be affected. Similarly these conditions are to be passed to the meteorological office; as soon as possible, who will decide if it warrants a special report;
e)
cloud echoes observed on radar;
f)
observations made at aerodromes when there is no meteorological office, by ATC staff who has been trained and is competent to make meteorological observations;
g)
observations made at aerodrome where there is no meteorological office and the ATC staff has not been trained to make meteorological observations may pass information to aircraft with the prefix “controller’s observation from …………. (name of aerodrome) at …………..(time)”.
5.6
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
5.6.1
At airfield where Automatic Terminal Information Service (ATIS) is in operation elements of the information in paragraph 8 are broadcast on selected frequencies.
5.6.2
The details for the ATIS message and message coding are contained in unit instructions/SATIs.
5.6.3
Upon contact with Approach control the pilot should acknowledge receipt of the ATIS message using the code letter allocated to the broadcast message. As soon as practicable controllers should pass to the pilot any elements omitted from the broadcasts message. If the current code letter is not used in the initial acknowledgment or the ATIS message is not acknowledged the controller will pass full information.
5.7 COORDINATION 5.7.1
Approach control shall co-ordinate with Aerodrome control the following: a)
aircraft approaching for landing, requesting landing clearance;
b)
arriving aircraft which are to be cleared to visual holding points;
c)
aircraft transiting the traffic circuit
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Aerodrome control shall co-ordinate with Approach control: a)
departing IFR flights and controlled VFR flights;
b)
arriving aircraft which make the first call on the tower frequency unless they are transferred to the Approach frequency.
5.7.3
Area Control will co-ordinate with Approach control a) an arriving aircraft which has been cleared to an Aerodrome holding facility or visual holding point instead of the designated normal holding facility.
5.8
Control of IFR flying with visual reference to the ground may be delegated to Aerodrome control as follows: a)
an aircraft making an instrument approach has become No.1 to land, and also following aircraft when they are established on final approach and have been provided with the appropriate separation from preceding aircraft;
b)
aircraft flying in the Aerodrome traffic circuit;
c)
aircraft approaching visually below the clouds when the reported aerodrome visibility is 8 KM or more;
With regard to (b) and (c) Aerodrome control traffic workload must be at a level which would allow the use of one of the reduced separations permitted in the vicinity of an aerodrome. To enable other aircraft to be cleared to descend through clouds it will be necessary to keep aircraft 1000 ft. below all clouds or horizontal separation must be provided. 5.9
The responsibility for the control of an aircraft approaching to land shall be transferred from the unit providing approach control service to the unit providing aerodrome control service, when the aircraft: a)
b)
is in the vicinity of the aerodrome, and: 1)
it is considered that it will be able to complete its approach and landing in visual reference to the ground, or
2)
it has reached uninterrupted visual meteorological conditions, or
has landed; which ever is the earliest.
6.
VFR FLIGHT
6.1
Approach control shall retain control of all arriving VFR flights until pertinent information on known traffic VFR and IFR has been passed to them and co-ordination with Aerodrome control is affected
6.2 Care shall be taken for situations where VFR traffic is approaching the aerodrome in an area where the aircraft is descending on an instrument approach aid, or when sequencing is in progress. Under these circumstances the pilot of a VFR flight should not be cleared for straight-in-approach and advised to avoid the let down area. 6.3 Approach control must ensure that VFR flights are transferred to Aerodrome control to allow Aerodrome control to pass additional information with respect to local traffic. 6.4 Except where special VFR clearance is issued, VFR flights shall not take-off or land at an aerodrome within a control zone or enter the aerodrome traffic zone or traffic pattern when : -
The ceiling is less than 1500 ft or
-
The ground visibility is less than 8 km
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7.
VISUAL APPROACHES
7.1.1
Flight crew of an IFR flight may request to execute a visual approach or air traffic controller can initiate on the concurrence of flight crew a visual approach to an IFR flight.
7.1.2
If the flight crew of any flight is not familiar with the aerodrome and its surrounding terrain, the controller shall not initiate or offer visual approach to that flight.
7.1.3
Controller shall also take into considerations the prevailing traffic and weather conditions before initiating visual approaches.
7.1.4
An IFR flight may be cleared to execute a visual approach provided the pilot reported field in sight and can maintain visual reference to the train and : a)
the reported ceiling is at or above the approved initial approach level for the aircraft so cleared; or
b)
the pilot reports at the initial approach level or at any time during the instrument approach procedure that the meteorological conditions are such that with reasonable assurance a visual approach and landing can be completed
7.1.5
Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft.
7.1.6
For successive visual approaches, radar or non radar separation shall be maintained until the pilot of succeeding aircraft reports having the preceding aircraft insight. The succeeding aircraft shall than be instructed to follow and maintain own separation from the preceding aircraft
7.1.7
The controller shall issue a caution of possible wake turbulence when
both aircraft are of a heavy wake turbulence category; or
the preceding aircraft is of a heavier wake turbulence category than the following; and
the distance between the aircraft is less than the appropriate wake turbulence minimum.
7.1.8
The pilot in command of the aircraft concerned shall responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable.
7.1.9
Transfer of communications to the Aerodrome controller should be affected at such a point or time that information on essential local traffic, if applicable, and clearance to land or alternative instructions can be issued to the aircraft in a timely manner,
8.
INSTRUMENT APPROACHES
8.1 The approach control unit shall specify the instrument approach procedure to be used by arriving aircraft. 8.2 A flight crew may request an alternative procedure and if circumstances permit, should be cleared accordingly 8.3 The instrument approach procedures are published in the AIP and pilots are expected to know these procedures. In exceptional circumstances a pilot may not be familiar and may request information regarding an instrument approach procedure. Upon receipt of this request, or when a controller becomes aware that a pilot is not conversant with these procedures, the following information will be transmitted : a)
This is the instrument approach procedure for ……(aid) RWY …..(NR)
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b)
Initial approach level (if applicable)
c)
The point (in minutes from the appropriate reporting point) at which base or procedure turn will be started,
d)
Outbound track ………[deg (M)]……(length in minutes)……(level to descend to)
e)
The level at which the procedure turn shall be carried out
f)
Final approach track…………………….
g)
Obstacle clearance altitude………………
h)
Missed approach procedure (if appropriate)
Note : Items c, d and e shall be omitted in case of straight in approach 8.4
If the pilot establishes visual reference to the ground before completing the procedure, it can be assumed he will normally complete the procedure. Upon his request he can be cleared to break off the procedure and carry out a visual approach.
9.
HOLDING
9.1 In the event of extended delays aircraft should be advised of the anticipated delay as early as possible and when practicable be instructed or given option to reduce speed en rout in order to absorb delay. 9.2 ACC shall normally be responsible for clearing aircraft to a)
the holding point
b)
including holding instructions
c)
expected approach time
d)
on ward clearance time (as applicable) in ATC clearances when a delay to the aircraft is expected.
9.3 The ACC may clear arriving aircraft to visual holding points to hold until further advised by the approach control unit in coordination with the approach control unit. 9.4 After coordination with the aerodrome control tower the approach control unit may clear arriving aircraft to visual holding points to hold until further advised by the aerodrome control tower. 9.5 Aircraft should normally be held at a designated holding fix. 9.6 The required minimum vertical, lateral or longitudinal separation from other aircraft shall be provided. 9.7 Levels at holding fix shall as for as practicable be assigned in a manner that will facilitate clearing each aircraft to approach in its proper priority. 9.8 Normally the first aircraft to arrive over a holding fix should be at the lowest level with following aircraft at successively higher levels. 9.9 When extended holding is anticipated turbojet aircraft should when practicable be permitted to hold at higher levels in order to conserve fuel whilst retaining their order in the approach sequence. 9.10
If an aircraft is unable to comply with the published or clear holding procedure alternative instructions shall be issued
9.11
For the purpose of maintaining a safe and orderly flow of traffic an aircraft may be instructed to orbit at its present or at any other position provided the required obstacle clearance is ensure.
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10.
HOLDING FOR WEATHER IMPROVEMENT
10.1
Pilots of arriving aircraft may elect to hold for weather improvement. In addition to passing routine weather reports controllers are to advise pilots of other relevant meteorological information.
10.2
The first aircraft to enter the holding pattern is to be advised; ‘no traffic delay expected’. No instruction to leave the holding facility shall be given until the pilot indicates his intention to attempt a landing.
10.3
Subsequent aircraft entering the holding pattern shall be advised; ‘delay not determined’. (Number) aircraft holding for weather improvement Controllers should establish the intention of any pilot if it has not already been stated.
10.4
When a pilot wishes to make an approach he is to be given routing instructions to enable him to descend clear of other traffic and if unsuccessful, return to the holding facility above other aircraft which have elected to make an approach. He is to be given an expected approach time relative to those aircraft and will take his place in the normal landing sequence.
10.5
If aircraft are making approaches in poor weather conditions the possibility of missed approaches shall be considered. The lowest holding level at a convenient holding facility shall normally be kept vacant for such eventualities.
11
ENTRY AND HOLDING PROCEDURES The criteria contained in this Part are related to standard holding patterns. If no operational considerations prevail, standard holding patterns should be established. For left turn holding patterns, the corresponding entry and holding procedures are symmetrical with respect to the inbound holding track.-
11.1.
SHAPE AND TERMINOLOGY ASSOCIATED WITH HOLDING PATTERN The shape and terminology associated with the holding pattern are given in Figure 1.
11.2
The entry into the holding pattern shall be according to heading in relation to the three entry sectors shown in Figure 2(a), recognizing a zone of flexibility of 5° on either side of the sector boundaries. In the case of holding on VOR intersections of VOR/DME fixes, entries will be limited to the radials. However, the criteria provide also for the protection of entries along DME arcs but these should only be designed if there is a specific operational difficulty which precludes the use of other entry procedures.
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11.3
11.4
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Sector 1 procedure (Parallel entry) a)
having reached the fix, the aircraft will turn onto an outbound heading for the appropriate period of time or distance; then
b)
turn left onto the holding side to intercept the inbound track or to return to the fix; and then,
c)
on second arrival over the fix, turn right and follow the holding pattern,
Sector 2 procedure (Offset entry)
a)
having reached the fix, the aircraft will turn onto a heading to make good a track making an angle of 30° from the reciprocal of the inbound track on the holding side; then
b)
fly outbound 1)
for the appropriate period of time, where timing is specified, or
2)
until the appropriate DME distance is attained, where distance is specified, or
3)
where a limiting radial is also specified, either until the radial is encountered or until the appropriate DME distance is attained, whichever occurs first, and then
c)
turn right to intercept the inbound track and follow the holding pattern
d)
on second arrival over the holding fix, the aircraft will turn right to follow the holding pattern
11.5
Sector 3 procedure (Direct entry) Having reached the fix, the aircraft will turn right and follow the holding pattern
11.6
Time/distance outbound The still air time for flying the outbound entry heading should not exceed one minute if below or at 4,250 m (14,000 ft) or one and one-half minute if above 4,250 m (14,000 ft). Where DME is available, the length of the outbound leg may be specified in terms of distance instead of time.
11.7
Commencement of timing Outbound timing should start form abeam the fix or an attaining the outbound heading, whichever comes later.
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12.
HOLDING PROCEDURES
12.1
Still air conditions
0
having entered the holding pattern, on the second and subsequent arrivals over the fix the aircraft will turn to fly an outbound track which will most appropriately position the aircraft for the turn onto the inbound track; then
1
fly outbound 1)
for the appropriate period of time, where timing is specified, or
2)
until the appropriate DME distance is attained where distance is specified ; and then turn so as to realign the aircraft on the inbound track.
12.2
Indicated Airspeed
0
Holding patterns shall be entered and flown at or below the following indicated airspeeds:Table 1. Airspeed for holding Levels
Type of Aircrafts Still Air Turbulent Air conditions condition 230 280
Upto FL140
Propeller CAT A & B 170
FL140-200
170
240
280
FL 200-340
175
265
280
FL340 +
-
.83 Mach
-
The levels tabulated represent “altitudes” or corresponding “flight levels” depending upon the altimeter setting in use. 0
When the holding procedure is followed by the initial segment of an instrument approach procedure promulgated at a speed higher then 230 knots, the holding should also be promulgated at this higher speed wherever possible.
1
For holding limited to Category A and B aircraft only
2
Wherever possible, 520 km/h (280 kt) should be used for holding procedures associated with airway route procedures.
0
The speed of 280 knots (0.8 Mach) reserved for turbulence conditions shall be used for holding only after prior clearance with ATC, unless the relevant publication indicate that the holding area can accommodate aircraft flying at these high holding speeds.
1
All turns are to be made at a bank angle of 25 degree or at a rate of 3 degree per second, whichever requires the lesser bank.
2
Unless the clearance given by ATC contains instructions to the contrary, all turns after initial into the holding pattern shall be made to the right.
3
The pilot shall make allowance for known wind by applying correction both to heading and timing during entry and while flying in the holding pattern.
4
If for any reason a pilot is unable to conform to the procedures for normal conditions laid down for any particular holding pattern he should advise ATC as early as possible.
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Holding area
12.3.1 The holding area includes the basic holding area and the entry area.
12.4.
a)
The basic holding area at any particular level is the airspace required at that level to encompass a standard holding pattern based on the allowances for aircraft speed, wind effect, timing errors, holding fix characteristics etc.
b)
The entry area includes the airspace required to accommodate the specified entry procedures.
Buffer area
12.4.1 The buffer area is the area extending 9.3 km (5.0 NM) beyond the boundary of the holding area within which the height and nature of obstacles shall be taken into consideration when determining the minimum holding level usable in the holding pattern associated with the holding area. 13.
APPROACH SEQUENCE
13.1
An approach sequence shall be established to enable the arrival of the maximum number of aircraft with the least average delay. Priority in the approach sequence is to be given to following aircraft . a)
an aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft (engine failure, shortage of fuel, etc.);
b)
hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent medical attention;
c)
aircraft engaged in search and rescue operations; and
d)
other aircraft as may be determined by the appropriate authority.
13.2
When aircraft are given a time to leave the aerodrome holding facility the departure time will be given well before to enable the pilot to arrange his flight to meet the departure time.
13.3
When instructed, the first aircraft will descend from the lowest level of the holding stack and commence its approach.
13.4
The succeeding aircraft in the sequence may be permitted descent to the level occupied by first aircraft after the preceding aircraft has reported leaving it. If severe turbulence is known to exist descent of the second aircraft will be delayed until the first aircraft has reported at least 1000 ft. below the vacated level.
13.5
The succeeding aircraft may be cleared to leave the holding facility and commence its approach:
13.6
a)
when the preceding aircraft has reported that it is able to complete its approach without encountering instrument meteorological conditions; or
b)
when the preceding aircraft is in communication with and sighted by the aerodrome control tower and reasonable assurance exists that a normal landing can be accomplished, or
c)
when timed approaches are used, the preceding aircraft has passed the defined point inbound and reasonable assurance exists that a normal landing can be accomplished;
d)
when the required longitudinal spacing between succeeding aircraft, as observed by radar, has been established.
In establishing the approach sequence the need for increased longitudinal spacing between arriving aircraft due to wake turbulence shall be taken into account.
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13.7
If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather improvement or for any other reasons such action shall be approved.
13.8
The pilot desiring to hold will be cleared to an adjacent fix or be place at the top of the approach sequence for holding awaiting weather improvement or re routing to accommodate other holding aircraft which indicates intentions to continue their approach to land.
13.9
When establishing the approach sequence an aircraft which has been authorized to absorb a specified period of notified terminal delay be credited with the time absorbed en route.
13.10
Aerodrome control tower shall kept informed of the sequence in which aircraft will be established on final approach for landing.
14
SEQUENCING AND SPACING OF INSTRUMENT APPROACHES
14.1
TIMED APPROACHES
14.1.1 The following procedures may be utilized as necessary to expedite the approaches of a number of arriving aircraft: a) a suitable point on the approach path which shall be the capable of being accurately determined by the pilot shall be specified to serve as a check point in timing successive approaches; b)
aircraft shall be given a time at which to pass the specified point inbound, which time shall be determined with the aim of achieving the desired interval between successive landings on the runway while respecting the applicable separation minima at all times including the period of runway occupancy.
14.1.2 The time at which aircraft should pass the specified point shall be determined by the unit providing approach control service and notified to the aircraft sufficiently in advance to permit the pilot to arrange the flight path accordingly. 14.1.3 Each aircraft in the approach sequence shall be cleared to pass the specified point inbound at the previously notified time or any revision thereof after the preceding aircraft has reported passing the point inbound 14.1.4 when radar is used to establish an approach sequence the minimum distance to be established between succeeding aircraft shall be specified in local instructions. 14.2
INTERVAL BETWEEN SUCCESSIVE APPROACHES
14.2.1 In determining the time interval or longitudinal distance to be applied between successive approaches
the relative speeds between succeeding aircraft
the distance from the specified point to the runway
the need to apply wake turbulence separation
runway occupancy times
the prevailing meteorological conditions
any other conditions which may affect runway occupancy times shall be considered.
15.
EXPECTED APPROACH TIME (EAT)
15.1
This is the time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point to complete its approach for a landing.
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MATS – Pakistan
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15.2
An expected approach time shall be determined for an arriving aircraft that will be subjected to a delay of 10 minutes or more or such other period as specified.
15.3
EAT shall be transmitted to the aircraft as soon as practicable preferably not later than the commencement of its initial descent from cruising level.
15.4
In the case of aircraft particularly sensitive to high fuel consumption at low levels, an expected approach time should, whenever possible, be transmitted to the aircraft early enough before its intended descent time to enable the pilot to choose the appropriate method of absorbing the delay.
15.5
A revised expected approach time shall be transmitted to the aircraft without delay whenever its differs from that previously transmitted by 5 minutes or more.
15.6
An expected approach time shall be transmitted to the aircraft by the most expeditious means whenever it is anticipated that the aircraft will be required to hold for 30 minutes or more.
15.7
If the extent of a delay, other than for weather reasons is not known (e.g. runway obstructed) aircraft are to be advised “delay not determined”. When aircraft are able to recommence approach procedure, expected approach times shall be issued.
15.8
The holding point to which an expected approach time relates shall be identified together with the expected approach time.
15.9
If an aircraft is held en route or at a location or aid other than the initial approach fix the aircraft concerned shall as soon as practicable be given an expected onward clearance time from the holding point. The aircraft shall also be advised if further holding at subsequent holding points is expected.
16.
DIVERSIONS
16.1
Where marginal weather conditions exist or where the need for diversion is likely to arise due to the state of the aerodrome, traffic density, or for any other reason, controllers at aerodromes are to maintain close liaison with operating companies and the supervisor at the parent ACC. They shall pass, as often as necessary, the latest pertinent information so that diversions may be anticipated and smooth flow of air traffic is not interrupted.
16.2
When the need arise, the controller shall take the following action: a)
obtain intentions of the pilot;
b)
inform Airport Manager/Chief Operation Officers/Station Air Traffic Officer/Shift Supervisor, as applicable;
c)
obtain clearance together with any instructions to be passed to aircraft;
d)
pass diversion messages to aircraft;
e)
obtain and transmit alternate aerodrome weather report;
f)
advise operator or designated representative .
g)
inform diversion aerodrome or airfield.
17.
AERODROME RECEIVING DIVERSIONS
17.1
When a controller is informed that an aircraft is about to divert to his aerodrome, he shall ensure that following details are passed to the Airport Manager : a)
the aerodrome of departure;
b)
the point of first intended landing;
c)
the ACC serving the original planned route.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-3-18
At aerodrome not open on a 24 hour basis close liaison shall be maintained with the aerodrome authority and the parent ACC before watch is closed if it is known that diversions are likely to be received. Details of the procedures for arranging extension of watch will be agreed with the aerodrome authority and published in unit instructions/SATIs. 18.
DEPARTING AIRCRAFT
18.1
Air Traffic control clearance issued by Approach control shall specify any or all of the following -
Turn after take-off;
-
Track to be made good before turning on to desired heading;
-
Initial level to fly;
-
Time, point, and/or rate at which changes of level are made;
-
Any other instruction issued by Approach control unit.
18.2
Departure clearance issued by Area control to Approach control may not take into account the need for separation from any arriving aircraft that has passed the release point. This responsibility rests with Approach control.
18.3
Departure clearance issued before arriving aircraft passes the release point will take into account the need for separation of traffic, except in cases where separation is automatically ensued by the use of published operating procedures, e.g. standard instrument departure, letter of agreements, etc.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-1
CHAPTER – 4 RADAR SERVICE 1.
PROVISION OF RADAR SERVICES
1.1
Radar control procedures should be used in preference to non-radar control procedures whenever ATS or the aircraft served will gain operational advantage.
1.2
The provision of radar services to aircraft is subject to :a)
controller workload;
b)
communications system availability and reliability;
c)
radar equipment capabilities and limitations; and
d)
the capability of the controllers to revert to non-radar separation, immediately, in the event of radar failure.
1.3
Radar Control Service shall be provided to identified aircraft operating within controlled airspace and within reliable radar coverage, provided that the controller is satisfied that the displayed radar information is adequate.
1.4
Radar Flight Information Service may be provided to identified aircraft operating in any part of the FIR within reliable radar coverage, provided the controllers is satisfied that the displayed radar information is adequate.
1.5
The provision of Radar Control Service, or Radar Flight Information Service requires that the controller remain in direct communication with the aircraft being provided with the service. Radar separation shall be applied between two radar-identified aircraft where only one of the aircraft is in direct communication with the controller. Where local procedures require transfer of communication of an aircraft on final approach to aerodrome control, the requirement for direct communication with the controller providing Radar Control Service is waived even though the radar controller retains responsibility for monitoring the flight until it lands or is lost from radar contact.
1.6
In the event of an aircraft in, or appearing to be in, any form of emergency, every assistance should be provided including the provision of radar service to the greatest possible extent.
2.
FUNCTION OF ATC RADAR
2.1
The information presented on a radar display shall be used by a radar-qualified Air Traffic Controller to perform the following functions in the provision of ATC service :a)
maintain a watch on the progress of air traffic in order to i)
obtain improved position information regarding aircraft being given Air Traffic Control Service.
ii)
to obtain supplementary information regarding other traffic;
iii)
to detect significant deviations by controlled aircraft from their assigned routing or cruising levels;
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NOTE: To be considered “significant” an aircraft’s track deviation should be sufficient to take it beyond the boundary of the airway being followed, or be assessed liable to take it beyond the edge of protected airspace of the route being followed. b)
in so far as practicable, maintain normal traffic flow when an aircraft experiencing communication failure is within radar coverage;
c)
provide radar vectoring to departing aircraft for the purpose of expediting climb to cruising level
d)
provide radar vectoring to arriving aircraft for the purpose of expediting descent from cruising level to a prescribed position in preparation for approach;
e)
where local procedures permit, conduct surveillance radar approaches (SRAs) ;
f)
provide radar vectoring to resolve aircraft conflicts or potential conflicts;
g)
provide radar vectors to or from a radio navigation aid ; and
h)
provide vectors away from or around areas of adverse weather, etc
2.2
When an aircraft of concern is within radar coverage but in Advisory Airspace, the information presented on a radar display may be used to provide Radar Advisory Service only. Radar Advisory Service consists of normal Advisory Service supplemented by information gained from the radar display. Unlike Radar Control Service, Radar Advisory Service is achieved by providing information and suggesting courses of action instead of giving radar vectors.
2.3
Radar Controllers providing radar flight information service may use information presented on a radar display to provide identified aircraft with :
2.4
a)
Information regarding any aircraft observed to be on a conflicting path with the radaridentified 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,
c)
Information to assist the aircraft in its navigation.
Controlled flights should not be vectored into uncontrolled airspace except a) In case of emergency b)
In order to circumnavigate severe weather
c)
At the specific request of the pilot
3
IDENTIFICATION USING PRIMARY RADAR
3.1
One of the following methods is to be employed when primary radar is used to identify aircraft. Direction finding equipment should be used to assist the identification provided it has been approved for such use.
3.1.1
The Turn Method
3.1.1.1 An aircraft may be identified by ascertaining its heading and, following a period of track observation, correlating the observed movement of a particular radar echo with: • the acknowledged execution of an instruction to alter heading by at least 30°, • one or more changes of heading of at least 30°‚ as instructed by another controller. __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-3
• one or more changes of heading of at least 30° reported by the pilot. 3.1.1.2 A turn for identification does not constitute a radar service. However, controllers should take into consideration, terrain, other returns, radar coverage and the rules of the air before instructing an aircraft to alter heading. 3.1.1.3 In using the turn method the controller shall: •
Verify that the movements of not more than one radar echo correspond with those of the aircraft.
•
Exercise caution particularly when employing this method in areas where changes of aircraft heading are commonly made as a navigational routine.
3.1.2
DEPARTING AIRCRAFT METHOD
3.1.2.1 By observing and correlating the radar return of a departing aircraft to a known airborne time. Identification is to be achieved within 1 NM of the end of the runway unless otherwise authorized by the Competent Authority. 3.1.2.2 Particular care should be taken to avoid confusion with aircraft :
3.1.3
i)
over flying the aerodrome,
ii)
making a missed approach,
iii)
departing from an adjacent runway or
iv)
holding overhead the aerodrome.
POSITION REPORT METHOD
3.1.3.1 By correlating a particular radar return with a report from the pilot that the aircraft is: a)
over an exact reporting point which is displayed on the radar map; or
b)
at a particular distance not exceeding 30 miles on a particular radial from a collocated VOR/DME . The source facility must be displayed on the radar map; or
3.1.3.2 The identification must follow a period of track observation sufficient to enable the controller to compare the movement of the radar echo with the pilot’s reported route. The reported position and level of the aircraft must indicate that it is within known radar coverage. 3.1.3.3 This method must be reinforced by an alternative method if there is any doubt about the identification because of: • the close proximity of other returns; or • inaccurate reporting from aircraft at high level or some distance from navigational facilities.
3.1.3.4
Pilot is to be informed as soon as his aircraft has been identified.
4.
SPECIAL PURPOSE CODES
4.1
Controllers should be aware of the special purpose codes which pilots may select: a) Emergency codes, 7500, 7600 and 7700.
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b) Code 2000 which is selected by pilots of aircraft entering Pakistan airspace from an adjacent FIR where the operation of transponders has not been required. 5.
USE OF SSR WITHOUT PRIMARY RADAR
5.1
Whenever primary radar as well as SSR is available, it shall be selected for use in conjunction with the SSR.
5.2
An aircraft operating in airspace within which carriage of transponder is mandatory may continue to operate, without specific ATS authorization, within such airspace to the next point of landing in the event of transponder failure.
5.3
An aircraft may be authorized by ATC to operate without a serviceable transponder in airspace where transponder carriage is normally mandatory, provided a written request is filed with an ATS unit or flight plan office. This request may be included in a written flight plan.
5.4
Non-radar separation shall be applied between an aircraft operating without a functioning transponder and other aircraft operating with serviceable transponder. Clearance issued to such aircraft will be framed so as to cause minimum disruption to aircraft operating in compliance with the mandatory transponder order.
6
ALIGNMENT CHECKS
6.1
It is the responsibility of an Air Traffic Controller using a radar display to ensure that the display alignment is within the tolerance established in unit instructions. Controllers shall check the alignment of the radar display upon assuming responsibility for a radar-equipped operating position, and periodically throughout the period of duty.
6.2
Primary radar alignment will be checked by contrasting the displayed position of designated permanent echoes against their respective video map alignment symbols.
6.3
SSR alignment on co-located (PSR/SSR) system is checked by confirming that the PSR echo and SSR response on individual aircraft continue to coincide on the display.
6.4
Displays providing both digital and analogue representations of the same aircraft shall be checked to ensure that any observable separation between the digital and analogue position of the same aircraft does not exceed the tolerances prescribed in unit instructions.
6.5
When SSR data is being displayed without co-located PSR data, and automatic system selfalignment test routines are not operative, radar control service may be continued, provided all other available accuracy checks indicate that the displayed information is adequate. Such accuracy checks should include as many as possible of the following :a)
Map orientation normal;
b)
Comparison of observed aircraft tracks with known VOR radial, ILS localizer course,
c)
Comparison of target track with controller-assigned heading ; and
d)
Comparison of aircraft position reports with known geographic locations.
6.6
Controllers finding a radar display mis-aligned shall report the fact to Shift Manager and/or maintenance personnel in accordance with unit instructions. Displays known to be out of alignment shall not be used for vectoring aircraft. They may, however, be referenced for monitoring the progress of air traffic, provided due allowance is made by the controller for the mis-alignment of the displayed data.
7.
RADAR IDENTIFICATION
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-5
7.1
Before providing radar service to an aircraft, radar identification of that aircraft shall be established. Radar identification shall be maintained until radar service is terminated.
7.2
When radar identification of an aircraft has been achieved, the aircraft shall be so informed prior to the issuance of any instructions or advice based on the use of the radar. If radar contact is subsequently lost, the aircraft shall be informed accordingly.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 7.3
3-4-6
Radar identification shall be achieved by at least one of the following methods:a)
by correlating a particular radar blip with an aircraft reporting its position over, or as bearing and distance from, a VOR or TACAN or geographical location which is displayed on the radar map, and by ascertaining that the track of the particular blip is consistent with the aircraft path or reported heading ;
NOTE: Controllers using this method must exercise caution since observable errors due to slant range, VOR cone-of-silence, and/or distorted VOR radials will have be taken into consideration. b)
by ascertaining the aircraft heading, if circumstances require, and, following a period of track observation :i)
instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the movements of one particular radar blip with the aircraft ‘s acknowledged execution of the instructions given; or
ii)
correlating the movement of a particular radar blip with manoeuvers currently executed by an aircraft having so reported.
NOTE: When using these methods, the Radar Controller shall verify that the movements of not more than one radar blip correspond with those of the aircraft and ensure that manoeuvre instructions will not carry the blip outside of the coverage of the radar display. c)
by correlating an observed radar blip with an aircraft which is known to have just departed provided that the identification is achieved within 1 NM of the end of the runway used :
NOTE: Particular care should be taken to avoid confusion with aircraft holding over or over flying the aerodrome, or with aircraft departing from or making a missed approach over adjacent runways. d)
by transfer of radar identity
7.4 Use may be made of direction-finding bearing to assist in radar identification of an aircraft. This method, hover, shall not be used as the sole means of establishing radar identity. 7.5 When two or more radar blips are observed in close proximity or are observed to be making similar movements at the same time, or when double exists as to the identity of a radar blip for any other reason, changes of heading should be prescribed or repeated as many times as necessary, or additional methods of identification should be employed, until risk of error in identification is eliminated. 7.6 Where SSR is use, aircraft may be identified by one or more of the following procedures :NOTE : The procedures (a) to (c) below are not listed in order of preference. •
Observation of compliance with an instruction to operate the Special Position Identification (SPI) feature.
NOTE: Caution must be exercised when employing this method since: •
Excessive radar coverage caused by anomalous wave propagation in certain meteorological conditions may produce SPI-type responses originating in areas beyond the coverage of the display ; and
•
Nearly simultaneous requests for SPI transmission within the same area may give rise to errors in Identification.
•
Observation of compliance with an instruction to set a specific mode and code.
•
Recognition of an assigned individual code the setting of which has been verified.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-7
NOTE: The use of this procedure requires a system of code allotment which ensure that each aircraft in a given portion of airspace is assigned a distinct code.
When an individual (4-digit) code has been assigned to an aircraft a check must be made, at the earliest opportunity to ensure that the code set by the pilot is identical to that assigned for the flight. Only after this verification check has been made the individual code be used as a basis for identification. Automatic acquisition of a target transponder by the AIRCAT system shall constitute verification of that aircraft’s SSR code, provided the aircraft’s displayed position does not significantly differ from the ATC position.
If the code was assigned by an ATS unit not having 4096 code capability, the first ATS unit with such a capability should check that the code setting is correct. Once the check has been made the individual code may be used continuously as a mean of maintaining identify.
7.7 When no other means of establishing identification is available, instructions may be given to switch the transponder from “ON” to “STANDBY” and back to “ON” again, provided that the aircraft concerned is operating in an area of proven SSR coverage. Extreme caution should be used when employing this method since the same effect may be observed on the display as a result of :a)
temporary antenna shadowing caused by a change in the aircraft’s attitude or by another aircraft in the area ; or
b)
simultaneous use of the same procedure by another radar controller operating within the same geographical area. NOTE: This method of radar identification shall not be used with a military aircraft
7.8
Radar controllers are cautioned to maintain a critical attitude towards all radar identifications – no matter how obtained - and, upon the smallest suspicion of possible mis-identification (which can not be immediately re-confirmed), the radar controller shall at once inform the pilot that he is NOT identified an instruct him to resume own navigation. If the aircraft is IFR and has descended under radar vectors, it shall be immediately climbed to a safe altitude. Other actions may then be required to amend the aircraft’s clearance and effect necessary ATC coordination.
8
TRANSFER OF RADAR IDENTITY
8.1
Transfer of identity of an aircraf5t in radar contact from one radar controller to another should only be attempted when it is considered that the aircraft is within the coverage of the accepting controller’s radar display.
8.2
Transfer of radar identity shall be effected by one of the following methods:a)
direct designation (pointing with the finger) of the radar blip, if the two radar displays are adjacent, or if a conference radar display is used; NOTE : Attention must be given to any errors which might occur due to parallax effects.
b)
designation of the radar blip by reference to, or in terms of bearing and distance from, a geographical position or navigational facility accurately indicated on both radar displays, together with the track of the observed radar blip if the route of the aircraft is not known to both controllers ; NOTE: Caution must be exercised before establishing radar identity using this method, particularly if other radar blips are observed on similar heading and in close proximity to the aircraft under radar control. Inherent radar deficiencies, such as inaccuracies in bearing and distance of the blips displayed on individual radars and parallax errors, may cause the indicated position of an aircraft in relation to the known point to differ between the two radar displays.
c)
designation of the radar blip by an electronic marker or symbol, provided that only one radar blip is thereby indicated and there is no possible doubt of correct identification.
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CIVIL AVIATION AUTHORITY
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MATS – Pakistan
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d)
Instructions to the aircraft by the transferring controller to change code and the observation of the change by the accepting controller.
e)
Instruction to the aircraft by the transferring controller to operate the SPI feature (“Squawk Ident”) and observation of this response by the accepting controller ; NOTE : Successful use of procedures (d) and (e) requires prior coordination between the controllers, since the indications to be observed by the accepting controller are of short duration.
f)
notification of the individual code of the aircraft.
9.
LOST OF IDENTIFICATION
9.1
Except as described in paragraph 9.2 below, a pilot shall be advised whenever radar identification is lost.
9.2 When using secondary radar, controllers may be temporarily unable to read the data blocks associated with aircraft due to overlapping or garbling e.g. in holding areas. Although this constitutes a loss of identification, the pilot need not be advised that identification has been lost if the controller anticipates that identification will be reestablished immediately the overlapping or garbling ceases. 10.
POSITION INFORMATION
10.1
Aircraft under radar control should be informed of their position under the following circumstances
10.2
a)
on first identification, except when the identification is based on a pilot’s report of the aircraft position or established within one nautical mile of the runway upon departure ;
b)
when the aircraft requests this information ;
c)
when an aircraft’s estimate differs significantly from the radar controller’s based on radar observation ;
d)
when the aircraft is resuming its own navigation after radar vectoring ;
e)
immediately before termination of radar control ; and
f)
when aircraft is observed to deviate from its intended route
Position information shall be passed to aircraft in the following form :a)
as a well-known geographical position; or
b)
direction (using points of the compass) and distance from known position; or
c)
magnetic track and distance from/to a significant point, an enroute navigation aid, or an approach aid; or
d)
distance to touch-down.
10.3
whenever practicable, position information shall relate to points or routes displayed on the radar map.
10.4
When operating under a radar service provided by an air traffic services unit, aircraft may be instructed to omit position reports at compulsory reporting points or to report only over specified reporting points including points at which air reports are required for meteorological purposes. Aircraft shall be required to resume position when advised that radar service is terminated or that radar contact is lost.
10.5
SUMMARY – IDENTIFICATION AND POSITION INFORMATION As soon as a controller has identified an aircraft he is to inform the pilot, according to the circumstances;
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan a)
3-4-9 that his aircraft has been identified; and
b) of the position of the aircraft. 10.6
The occasions when this information is to be passed are summarized in the table below. Identification and position to be passed to the pilot
METHOD OF IDENTIFICATION
Aircraft flying inside controlled airspace Inform Identified
Pass position
Aircraft flying outside controlled airspace Inform Identified
Pass position
SSR
No
No
Yes
Yes
Turn
Yes
Yes
Yes
Yes
Departing Aircraft
No
No
Yes
No
Position report
No
No
yes
No
11.
RADAR VECTORING
11.1
When vectoring an aircraft, a radar controller should comply with the following:a)
when practicable, the aircraft should be vectored along routes on which the pilot can do his own navigation, or cross-check it from time to time with reference to pilotinterpreted navigational aids (this will minimize the amount of radar navigational assistance required and alleviate the consequences resulting from a radar failure) ;
b)
when an aircraft is given a vector diverting it from a previously assigned route, it should be informed, unless it is self-evident, what the vector is to accomplish and, whenever possible, the limit of the vector should be specified (e.g. to the localizer, to position) ;
c)
when an aircraft has reported unreliable directional instruments the aircraft should be requested, prior to the issuance of manoeuvring instructions, to make all turns at an agreed rate and to carry out the instructions immediately upon receipt ;
d)
controlled aircraft should not be vectored into uncontrolled airspace except in case of emergency or in order to circumnavigate severe weather ( in which case the pilot should be so informed), or at the specific request of the pilot; and
e)
VFR aircraft may be provided with vectors if the pilot requests vectoring. Radar controllers may offer radar vectors to VFR aircraft. The aircraft must be reminded to remain in VMC.
11.2
When vectoring an IFR flight, the radar controller shall ensure that adequate terrain clearance will exist at all times the aircraft reaches the point where the pilot will resume his own navigation.
11.3
When ATC provides vectors to a VFR flight, the pilot retains responsibility for terrain clearance. However, radar controllers should consider surrounding terrain before assigning or suggesting an altitude to a VFR aircraft.
11.4
In terminating radar vectoring, the radar controller shall inform the pilot that he should resume his own navigation, giving him his position and appropriate instructions, as necessary, in the form prescribed in para7.2 above, if the vectoring had diverted the aircraft from a previously assigned route.
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CIVIL AVIATION AUTHORITY
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MATS – Pakistan
3-4-10
12.
NAVIGATIONAL ASSISTANCE
12.1
An identified aircraft which is observed to deviate significantly from its indented route or designated holding pattern should be advised accordingly. Appropriate corrective action should also be taken if, in the opinion or the controller, such deviation is likely to have adverse effect upon the control or advisory being provided.
12.2
Except when transfer of radar control is to be affected, navigational assistance should normally be provided in such a manner as to ensure that the aircraft will remain not less than 2.5 NM from the limit of the controlled airspace unless local arrangements have been made so that separation minima would exist between radar-controlled aircraft operating in adjoining areas.
13.
RADAR DETECTED WEATHER
13.1
Radar controller observing areas of bad weather should be prepared to advise pilots of the location, and, where feasible, the movement of the adverse weather.
13.2
Radar controllers may offer or agree to provide, vectors around weather, subject o other operational priorities. The decision to give, or to continue giving, weather avoidance vectors remains with the radar controller. Controllers should be aware that ATC primary radars are not always capable of accurate representation of weather cells and also that most modern commercial aircraft are equipped with radars specifically designed for weather detection and avoidance.
13.3
Information that an aircraft appears likely to penetrate an area of adverse weather should be issued in sufficient time to permit the pilot to decide on an appropriate course of action, including that of requesting advice on how best to circumnavigate the adverse weather area, if so desired.
13.4
In vectoring an aircraft for circumnavigating any area of adverse weather, the radar controller should ascertain that the aircraft can be returned to its intended or assigned flight path within the available coverage, and, if this does not appear possible, inform the aircraft of the circumstances. NOTE: Attention must be given to the fact that under certain circumstances the most active area of adverse weather may not show on radar display.
13.5
Although radar controllers are not required to keep a special watch for storm detection, etc., information on the position, intensity, extent and movement of significant weather (i.e. storms or a well-defined frontal surface) as observed on radar displays, should, when practicable, be reported to the meteorological office.
13.6
Radar observed weather cells should normally be reported in the following manner:a)
range and bearing of the center of the observed cell echo from the airport or other well known location;
b)
orientation and length of major axis;
c)
length of minor axis; and
d)
apparent intensity, direction and speed of movement of the cell.
Example:- “Storm observed – centre bearing 240 degrees range 25 miles – major axis 330 degrees, 20 miles – width 10 miles – appears intense – direction of movement 035 degrees, speed 20 knots”.
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MATS – Pakistan
3-4-11
14.
EMERGENCIES
14.1
The progress of an identified aircraft in emergency shall be monitored and (whenever possible) plotted on the radar display until the aircraft passed out of radar coverage, and position information shall be provided to all air traffic services units that may be able to give assistance to the aircraft. Radar transfer to adjacent radar sectors shall also be affected when appropriate.
14.2
When a radar-tracked aircraft believed to be experiencing an emergency is lost from radar contact, it is very important that the last observed position, track, speed and (if available) altitude be preserved. The controller must note this data as accurately as possible, as well as the time at which radar contact ended. (This information may subsequently be of vital concern to SAR personnel). NOTE: Although modern radar systems may be expected to automatically record such data, the need for it is so important that controllers using such systems must also make manual records to insure against possible loss of equipment-recorded data.
15.
MILITARY AIRCRAFT
15.1
Military transponders are required to reply to military interrogation modes which are not used by civil ATC surveillance system (i.e. Modes 1,2 and 4). The civil SSR identification mode (Mode-A) is the same as the military IFF/SIF mode (Mode-3).
15.2
Civil controllers should not require military aircraft to “Squawk Standby” since this action normally blocks all SSR responses from that aircraft (i.e. both military and civil).
15.3
If it becomes necessary to inhibit a military aircraft response controllers should use the phrase “stop squawk three”.
16.
TRANSPONDER SENSITIVITY
16.1
Modern ATC SSR system are generally capable of dealing with the very strong responses received from aircraft transponders close to the interrogation antenna without a request for reduction in aircraft transponder sensitivity. In fact, more recent transponders do not have any means whereby the pilot can adjust sensitivity.
16.2
Controllers observing severe side-lobing or “ring-around” attributable to a specific may request that the aircraft reduce its transponder sensitivity temporarily using phraseology such as :“Squawk Low” or “Squawk Low for ten minutes”.
16.3
Provided the aircraft is able to comply, a noticeable improvement on the display should result. Controllers who have instructed aircraft to use low sensitivity must remember to cancel the restriction after the aircraft left the vicinity of the ATC ground antenna. The phraseology to be used is: Squawk Normal”
17.
RADAR FAILURE
17.1
In the event of radar system failure aircraft receiving radar service shall be informed immediately and action should be taken at once to revert to non-radar separation.
17.2
An aircraft being vectored to a final approach aid at the time of the radar failure may be able to continue the straight-in-approach without radar assistance, but subsequent arrivals in a radar-directed sequence should be provided with non-radar separation and, as circumstances require, returned to a holding fix. A non-radar approach sequence should then be instituted.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-12
17.3
To alleviate difficult control situation which may immediately result from a sudden loss of ATC radar surveillance, controller4s may employ vertical separation minima of 500 feet (below FL-290) or 1000 feet (at FL-290 or above) as a temporary expedient. Standard nonradar separation shall be provided as soon as practicable.
17.4
If the primary radar element of a collocated PSR/SSR system fails, radar service may be continued within controlled and advisory airspace using SSR only. Under these circumstances pilots have the option to requesting non-radar separation from other traffic and must be advised that radar service is now limited to SSR only. Suggested phraseology is:“Primary radar out of service; radar traffic information not available on aircraft without transponders”.
17.5
Radar failure shall be reported at once to the responsible maintenance technician in accordance with unit instructions. Other ATSUs which will be affected by the loss of radar shall be kept advised of the unserviceable and expected and/or actual restoration of service.
17.6
A radar system failure has lasted or is expected to last for more than half an hour shall require the issue of an appropriate NOTAM by the affected ATSU.
18.
COMMUNICATION FAILURES
18.1
If two-way communication is lost with an aircraft, the radar controller should first determine whether or not the aircraft’s receiver is functioning by instructing the aircraft on the frequency so far used to acknowledge by making specified maneuvers or by instructing the aircraft to operate the SPI feature (“Squawk Ident”) or to make code changes, and by subsequently observing the display for the corresponding result. NOTE : Transponder-equipped aircraft experiencing radio communication failure will generally operate the transponder on Mode-A, Code 7600 – after they become aware of the problem.
18.2
If the action prescribed in 15.1 is unsuccessful, it should be repeated on any other available frequency on which it is believed that the aircraft might be listening.
18.3
In both the cases covered by 15.1 and 15.2, any manoeuvring instructions shall be such that the aircraft would regain its current cleared track after having complied with the instructions received.
18.4
Where it has been established that the aircraft’s radio receiver is functioning, continued control of transponder-equipped aircraft where SSR is available can be effected using the “Squawk Ident” feature or code changes, to obtain acknowledgement of clearance issued to the aircraft.
18.5
When a controlled aircraft experiencing complete communication failure is operating or expected to operate in areas and at flight levels where radar separation is applied, such separation may continue to be used. However, if the aircraft experiencing the communication failure is not identified, radar separation shall be applied between aircraft under radar control and any unidentified aircraft observed along the expected route of the aircraft with the communication failure, until such time as it is known, or can safely be assumed, that the aircraft with radio failure has passed through the airspace concerned, has landed, or has proceeded elsewhere. NOTES :
i) It becomes necessary to take all unidentified aircraft into account when expecting an aircraft with a communication failure in an airspace where radar separation is applied because any one of the unidentified radar blip may be that of the aircraft with the communication failure. ii) In the event of ground radio equipment failure possible action to restore contact with the aircraft.
the controller shall take all
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-13
19.
RADAR SEPARATION MINIMA
19.1
The radar separation minimum shall be 5 nautical miles.
19.2
Separation minima of less than 5 nautical miles may be specifically authorized by the Director of Operations for use under the conditions laid down in the particular authorization order, such reduced separation minima will usually be permitted only within a stated range of the antenna.
19.3
In circumstances where the radar-based spacing requiring for the avoidance of turbulent wake differs from the spacing required for traffic separation, the larger of the two spacing values shall be employed.
20.
APPLICATION OF RADAR SEPARATION
20.1
Radar separation shall only apply between identified aircraft when there is reasonable assurance that identification will be maintained.
20.2
Except when transfer of radar control is to be effect, non-radar separation shall be established by a radar controller before an aircraft under radar control reaches the limits of his areas of responsibility, or before the aircraft leaves his area of radar coverage.
20.3
Radar separation based upon primary radar shall be so applied that the distance between the centers of the radar blips, representing the locations of all the aircraft concerned, is never less than the prescribed minimum. However, in no circumstances shall the edge of such blips be allowed to touch unless vertical separation is provided between the aircraft concerned.
20.4
When the primary radar blip of one aircraft and SSR response of another aircraft are used to provide separation between them, such separation shall, be applied so that, on the display, the distance between the centre of the primary radar blip and the edge nearest to this blip of the positional element of the SSR response is never less than the prescribed separation minimum. However, in no circumstances shall the edges of the radar blip and of the positional response be allowed to touch unless vertical separation is provided between the aircraft concerned.
20.5
Radar separation based upon the use of SSR response shall be so applied that the distance between the centers of the positional element of the SSR response is never less than the prescribed minimum. In no circumstances shall the edges of the SSR responses be permitted to touch unless vertical separation exists between the aircraft concerned.
20.6
Radar separation based on the use of digital radar position symbols only, or digital radar position symbols in conjunction with primary radar blips and/or SSR responses, shall be so applied that the distance between :a)
the centers of the radar position symbols, or
b)
the centre of a rear position symbol and the closest edge of a primary radar blip or an SSR response.
is never less than a prescribed minimum. 20.7
In the event that the radar controller has been notified of a controlled flight entering or about to enter the airspace within which radar separation is applied, but he has not radar identified the aircraft, he may continue to provide radar service to identified aircraft provided that :a) the unidentified controlled flight is being operated by an aircraft of a type which may be expected to give an adequate return on primary in the airspace within which radar separation is applied; and
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
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b) radar separation is maintained between the radar-controlled flights and any other observed radar blip until either the unidentified controlled flight has been identified or nonradar separation has been established. NOTE :
The radar separation procedures detailed above must be used with extreme caution on the part of the radar controller, who should bear in mind the desirability of having direct-speech communication with the unidentified controlled-aircraft at the latest when it enters the area of jurisdiction of the radar. The probability of detection of the unidentified aircraft must also be a major consideration of the radar controllers in his decision to use these particular separation procedures.
20.8
Radar separation may be applied between an aircraft taking off and a preceding departing aircraft or other radar-controlled 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 that time, the required separation will exist.
20.9
Radar separation shall not be applied between aircraft holding over the same navigational aid.
21.
COLLISION HAZARD INFORMATION
21.1
When an identified controlled flight is observed to be on a conflicting path with an unknown aircraft deemed to constitute a collision hazard, the controlled flight shall, whenever practicable:
21.2
21.3
a)
be informed of the unknown aircraft and, if so requested by the controlled flight or, if in the opinion of the radar controller the situation warrants, a course of avoiding action should be suggested;
b)
be notified when the conflict no longer exists
When an identified IFR flight operating outside controlled airspace is observed to be on a conflicting path with another aircraft, it should: a)
be informed as to the need for collision avoidance action to be initiated; if so requested by the aircraft or, if in the opinion of the radar controller the situation warrants, a course of avoiding action should be suggested;
b)
be notified when the conflict no longer exists.
Information regarding traffic on a conflicting path should be given, whenever practicable, in the following form: a)
relative bearing of the conflicting traffic in terms of the 12-hours clock;
b)
distance from the conflicting traffic in NM;
c)
direction in which the conflicting traffic appears to be proceeding;
d)
level and type of aircraft or, if known, relative speed of the conflicting traffic, e.g. slow or fast.
21.4
SSR Mode-C derived level information, even if unverified, may be used in the provision of collision hazard information because such information, particularly if available form an otherwise unknown aircraft (e.g. a VFR flight) and given to the pilot of a known aircraft, could facilitate the location of the collision hazard.
21.5
If the SSR Mode-C derived level information on one or both aircraft concerned is unverified, such level information may be incorrect to an unknown extent, and, in this case, the pilots should be advised of the hazard and the information that the level information has not been verified. However, if the Mode-C derived level information has been verified, the information shall be passed to the pilots in a clear and unambiguous manner.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-15
22
PROCEDURES IN REGARD TO AIRCRAFT EQUIPPED WITH AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS)
22.1
The procedures to be applied for the provision of air traffic services to aircraft equipped with ACAS shall be identical to those applicable to non-ACAS equipped aircraft.
22.2
The procedures for
prevention of collision
establishment of appropriate separation
information about conflicting traffic
possible avoiding action shall confirm with the normal ATS procedures.
22.3
When a pilot reports a maneuver induced by an ACAS resolution advisory (RA) ,controller shall not modify the flight path of aircraft until the pilot reports returning to the terms of the current ATC instruction or clearance.
22.4
The air traffic controller shall provide information about the conflicting traffic.
22.5
If an aircraft deviates from its cleared flight plan route in compliance with a resolution advisory, the controller shall not be responsible for providing separation between that aircraft and other aircraft affected as a direct consequence of the maneuver induced by resolution advisory.
22.6
The controller shall provide separation to all the affected aircraft when a)
the controller acknowledges report from the flight crew that the aircraft has resumed the current clearance; or
b)
the controller acknowledges a report from the flight crew that the aircraft is resuming the current clearance and issues an alternative clearance which is acknowledged by the flight crew
22.7
The performance of ACAS should be monitored by ATC personnel as ACAS can have a significant effect on ATC
22.8
Following an RA event, or other significant ACAS event, air traffic controller should complete and file an air traffic incident report.
23
MODE 3/A VALIDATION
23.1
The transmission of a Mode 3/A identification code by an SSR transponder which differs from the code actually set by the pilot is technically possible, but is a very rare event. Generally, a wrong 3/A code is due to misunderstanding of the code setting required, or to pilot error in selecting the code on the transponder control box.
23.2
Whenever an apparent discrepancy is observed between the SSR code given to an aircraft and the displayed result, the controller shall request the pilot to confirm the code and recycle his transponder using the phrase:“Recycle your transponder Mode (.) Code (…)”.
23.3
If the discrepancy still persists the pilot may be requested to squawk Mode 3/A Code 0000 (which should eliminate the problem if it is due to transponder encoding difficulties).
23.4
The controller must decide if, under prevailing operational circumstances, it is better to have a transponder response with a code known to be in error, or no transponder response at all. It is essential that full information on the problem, and subsequent operational decisions, be
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-16
passed along to succeeding controllers and units.(It should be noted that many commercial aircraft are equipped with more than one transponder).
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-17
24.
VERIFICATION OF ACCURACY OF MODE-C DERIVED LEVEL INFORMATION
24.1
The tolerance value which should be used to determine that Mode-C derived level information displayed to the controller is accurate shall be 300 feet. This means that any value discrepancy which is more than 300 feet shall indicate Mode-C invalid.
24.2
Verification of the accuracy of Mode-C derived level information displayed to the controller shall be effected at least once by each suitably-equipped ATC on initial contact with the aircraft concerned or, if this is not feasible, as soon as possible thereafter. The verification shall be effected by comparison with altimeter-derived level information received from the same aircraft by radiotelephony. The pilot of the aircraft whose Mode-C derived level information is within the approved tolerance value need not be advised of such verification.
24.3
If the displayed level information is not within the approved tolerance value or when a discrepancy in excess of the approved tolerance value is detected subsequent to verification, the pilot shall be advised accordingly and requested to check his pressure setting and confirm his level.
24.4
If, following confirmation of the correct pressure setting, the discrepancy continues to exist the following action may be taken according to circumstances:a)
request the pilot to stop his Mode-C transmission, provided this does not interrupt the operation of his transponder on Mode A/3, and notify the next control position or ATC unit concerned with the aircraft of the action taken;
b)
inform the pilot of the discrepancy and request him to continue operation of Mode-C in order to prevent loss of position and identity information on the aircraft and notify the next control position or ATC unit concerned with the aircraft of the action taken.
NOTE: Use phraseology such as:24.5
Vertical separation using Mode C shall not be applied between aircraft using Mode A0000. “Mode-C differs by.……feet, continue altitude squawk and report unserviceability after landing”.
25.
USE OF MODE-C IN DETERMINING LEVEL OCCUPANCY
25.1
Vertical separation using Mode C is not to be applied against aircraft transponder Mode A0000.
25.2
An aircraft will be considered to be maintaining its assigned level as long as verified SSR Mode-C derived level information indicates that it is within plus or minus 300 feet of its assigned level.
25.3
An aircraft cleared to a level will be considered to have commenced its manoeuvre and vacated the previously occupied level when the SSR Mode-C derived level information indicates a change of more than 300 feet in the anticipated direction from its previously assigned level.
25.4
An aircraft in climb or descent will be considered to have crossed a level when the SSR Mode-C derived information indicates that it has passed this level in the required direction by more than 300 feet.
25.5
An aircraft will be considered to have reached the level to which it has been cleared when three consecutive renewals of Mode-C derived level information have indicated it has stopped changing and is within 300 feet of the assigned level.
25.6
In the cases quoted in 24.1 to 24.5 above, intervention by a controller with the pilot of the aircraft whose Mode-C derived level information is observed shall be required if difference in level information between that displayed to the controller and that used for control purposes are in excess of the values stated in these paragraphs.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 25.7
3-4-18
Invalid or invalidated Mode-C read-outs shall not be used to determine an aircraft’s present altitude. They may, however, be used to observe whether an aircraft is climbing, is descending or is in level flight. NOTE :
An aircraft climbing or descending at a very rapid rate may result in displayed Mode-C values falling behind the aircraft’s actual altitude (flight level).
25.8
Controllers must not use altitude read-outs of aircraft under another controller’s jurisdiction to determine that aircraft’s altitude or level unless it is known that the read-out has been validated. It may be assumed that the read-out of an aircraft being handed over by a radar controller is valid unless the transferring controller indication to the contrary.
26.
AIRCRAFT SPEED ADJUSTMENT
26.1
A radar-controlled aircraft may be requested to adjust speed only if such action is necessary to supplement or minimize vectoring. It must be remembered that inappropriate speeds can adversely affect the efficiency – and sometimes even the safety – of aircraft operations.
26.2
Speed restriction is a valuable control technique but it should not be permitted to substitute for qualify vectoring.
26.3
Aircraft may be requested to :a)
maintain present speed, or a speed equivalent to that of a preceding or succeeding aircraft;
b)
increasing or decrease to a specified speed (normally in increment of 10 knots or multiple thereof).
c)
Increase or decrease speed by a specified amount; or
d)
Avoid exceeding a specified speed.
26.4
Speed adjustment which requires increases followed by decrease in speed, or vice, should be avoided.
26.5
Only minor speed adjustment, of not more than plus or minus 20 knots, may be requested of an aircraft on intermediate or final approach.
26.6
Speed adjustment should not be requested or applied after the aircraft has passed a point 4 NM from the threshold on final approach.
26.7
Aircraft concerned should be advised as soon as an ATC-requested speed adjustment is no long necessarily.
26.8
Speed instructions or advisories shall be given in terms of indicated air speed (IAS) or (generally for turbo-powered aircraft at higher flight level) in terms of Mach number.
26.9
Radar controllers are reminded that aircraft speed shown on processed radar displays are computer-calculated GROUND speeds.
26.10
When applying restrictions, in terms of Mach number especially, it is advisable to ask the pilot for his present IAS or Mach number before stating adjustment required.
26.11
Controllers must be aware that under certain meteorological conditions, e.g. turbulence, aircraft may be unable to accept or continue to comply with ATC speed restrictions.
26.12
Formation flight and full critical military aircraft shall not normally be subjected to speed control.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-19
27.
RADAR HAND-OVERS
27.1
Unit directives and inter-unit agreements may require the transfer of radar control between adjacent control positions or between two adjacent ATCUs.
27.2
Where primary radar is being used, and where SSR is employed but the provisions of 26.3 are not applied, the transfer of radar control of aircraft between adjacent control positions or between two adjacent ATC units may be effected, provided that:a) b)
c)
Radar identity has been transferred to the accepting radar controller, or has been established directly by him; When the radar controllers are not physically adjacent two-way direct-speech facilities between them are at all times available which permit communications to be established instantaneously. Radar separation from other radar-controlled flights conforms to the minima authorized for use during transfer of radar control between the radar sectors or units concerned;
NOTE: This minimum must never be less than 5 NM.
27.3
d)
The accepting radar controller is informed of any level, speed or track instructions applicable to the aircraft at the point of transfer; and
e)
Radio communications with the aircraft is retained by the transferring radar controller until accepting radar controller has agreed to assume responsibility for providing radar services to the aircraft. Thereafter, the aircraft should be instructed to change over to the appropriate frequency and from that point it is the responsibility of the accepting radar controller.
Where the ATC units concerned are equipped to use SSR in the discrete 4096 code configuration, and controllers are provided with traffic displays showing, in alphanumeric form, the position, identity and level of aircraft, transfer of radar control of aircraft between adjacent control positions or between two adjacent ATC units may be affected, provided that:a)
up-dated flight plan information on the aircraft about to be transferred, including the individual SSR code assigned to them, is provided to the accepting controller at least 5 minutes prior to the transfer;
b)
radar coverage provided to the accepting controller is such that he has the aircraft concerned depicted on his traffic display well before the transfer is affected and identified on, or preferably before, receipt of the initial call;
c)
when the radar controllers are not physically adjacent, two-way direct speech facilities between them are available at all times;
d)
the transfer point or points and all other conditions of application, such as direction of flight, specified levels, transfers of communication points, and especially an agreed minimum distance between successive aircraft about to be transferred as observed on the display, have been made the subject of specific unit instructions (for intracentre transfer) or of a specific letter of agreement between two adjacent ATC units;
e)
the unit instructions or letter of agreement shall specify explicitly that the application of this type of transfer of radar control may be terminated at any time by the accepting unit or controller, normally with an advance notice whose duration is also contained in the instructions or in the letter of agreement; and
f)
the accepting controller kept currently informed of any speed, level or vectoring instructions given to aircraft prior to their transfer and which modify their anticipated flight profile at the point of transfer.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 27.4
3-4-20
If an anticipation radar hand-over can not be accomplished for any reason the transferring radar controller shall:b)
ensure establishment of non-radar separation between the subject aircraft and all known traffic; and
c)
terminate radar control service with the subject aircraft.
27.5
If circumstances arise in which hand-over conditions established in compliance with 26.3 can no longer be satisfied, controllers shall revert to the procedure in 26.2.
28.
CO-ORDINATION WITH (PROCEDURAL) NON-RADAR CONTROLLERS
28.1
Radar Control Services may be provided by a radar controller working at a two-person work sector in close co-ordination with, and as directed by, the (procedural) non-radar controller; or, wherever operational circumstances permit, a radar controller will provide both radar and non-radar services at a work sector which has been (temporarily or permanently) designated for one-person operation.
28.2
The specific designation of individual responsibilities at two-person work sectors shall be detailed, if required, in unit instructions. In the creation and periodic modification of such instructions unit management shall take into account the number of discrete air/ground frequencies available at the work station, controller visibility of flight progress boards and other displays at the sector, and any other factors which might impede teamwork at the work station.
29.
TERRAIN CLEARANCE
29.1
whenever a radar controller is vectoring an IFR aircraft the controller assumes a responsibility to assure terrain clearance (See para 11.2 and 11.3).
29.2
This responsibility requires that radar controllers maintain knowledge of the presence and elevation of significant terrain and obstructions located within their radar service area. Prominent obstructions and lines depicting boundaries of minimum radar area should be incorporated in display video maps as deemed necessary by ATSU management.
29.3
Enroute radar controllers shall keep themselves fully informed of the minimum flight levels currently available on routes used within their radar service area.
29.4
Radar controllers may vector an aircraft at an altitude which does not provide adequate clearance above an obstruction provided the position of the obstruction is shown on the display video map and the aircraft position symbol is kept at least five nautical miles from the depicted position of the obstruction.
29.5
Minimum vertical separation from terrain and obstruction shall be 1000 feet except in those areas designated as mountainous area in the Pakistan AIP and/or local instructions. Minimum vertical separation for cruising levels in such area shall be 2000 feet above the highest known terrain.
29.6
Radar controllers have no responsibility for the terrain clearance of, and shall not assign levels to, aircraft:
a) in receipt of a radar information service when not subject to radar vectors, or b) operating SVFR or VFR within controlled airspace which accept radar vectors. 29.7
Air traffic control units providing a radar advisory service outside controlled and advisory airspace shall set a level, or levels, below which the service shall be refused or terminated.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-21
30.
APPROACH CONTROL RADAR
30.1
The extent of radar service which an Approach Control unit may provide will depend upon the type of surveillance Radar and the operational procedures which have been approved by the Appropriate ATS authority a)
radar vectoring/sequencing for ILS approaches;
b)
radar monitoring of ILS approaches;
c)
radar vectoring/sequencing for radar approaches;
d)
surveillance radar approaches;
e)
control of departing traffic
f)
control of transit aircraft as required through the area for which approach radar is responsible.
30.2
Generally surveillance radar used for approach is suitable to provide the services listed above. However, certain radar equipment is not suitable for providing radar separation to other aircraft whilst radar approaches are in progress, unit instructions will give details of the unit radar equipment and limitations if applicable.
31.
POSITION INFORMATION TO ARRIVING AIRCRAFT
31.1
The approach radar controller should advise an arriving aircraft of its position at least once on each leg.
31.2
During straight-in-approach the controller shall inform the aircraft of its position at least once prior to commencing the final descent.
31.3
The approach radar controller when assessing distance must take into account: a)
distance indicated by range rings is measured from the position of the radar antenna head;
b)
distance indicated by range marks on extended center (video) is measured from touchdown.
32.
RADAR VECTORING TO FINAL APPROACH
32.1
The approach radar controller shall comply with any special radar vectoring procedures in the unit instructions.
32.2
Information to aircraft
32.2.1 Before commencing final approach all aircraft are to be informed of: a)
runway-in-use;
b)
procedure to be followed in the event of radio communication failure if not already published;
32.2.2 In addition aircraft carrying out surveillance radar approaches shall be informed of: a)
the applicable OCA;
b)
the angle of the glide path;
c)
the termination range.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 32.3
3-4-22
Final Approach
32.3.1 Aircraft on radar approaches should be positioned to maintain a period of level flight before commencing descent on: a)
the glide path for a surveillance radar approach; or
b)
the ILS glide path;
32.3.2 Vectoring should be arranged so that an aircraft closes the final approach track at not less than 5 miles from touchdown. 32.4
ILS Approaches
32.4.1 Aircraft wishing to make an ILS approach are to be vectored either on to the localizer or given a closing heading enabling the pilot to complete the turn on .The pilot may state a preference .In either case the pilot is to be instructed to report established on the localizer .Heading instructions are t o be given until pilot reports established .When established, aircraft ids to be cleared to descend on the ILS. 32.4.2 If necessary, radar assistance shall be maintained, the aircraft being descended or given heading corrections until the pilot reports that he is established on the localizer. Should it be necessary to take the aircraft through the localizer, the approach radar controller shall advise the pilot of his intentions. If, in doing so, the aircraft is vectored outside the final approach area the requisite vertical terrain clearance shall be applied. Once established on the localizer the pilot shall be instructed to continue descent on the ILS. 32.4.3 If glide path is inoperative, a range check shall be passed to the pilot before being cleared for a ‘localizer only’ procedure. If the pilot wishes, and traffic permits, range from touchdown and advisory heights appropriate to the surveillance radar approach for the runway may be passed to him. Note that passing this information does not constitute a surveillance radar approach and that the pilot will use the OCA published for the ‘localizer only’ procedure. 32.5
Speed Adjustment
32.5.1 Approach Radar controllers may request pilots to increase or decrease speed in order to maintain separation between successive landing aircraft. The speed reduction/increases should not exceed 20 KTS on intermediate and final approach phases. Speed adjustments must not be used after the aircraft has passed a point 4 miles from the threshold on final approach. Speed adjustments elsewhere are given in table below:
32.6
Type of Aircraft
Distance from touchdown
Altitude/ Flight level
Speed I.A.S
Multi-engine turbo jet & propeller driven
30 to 50 NM
-
Not less than 250 knots
- do -
20 to 30 NM
Above FL100
Not less than 250 knots
- do -
- do -
Below FL100
Not less than 200 knots
Multi-engine turbo jet
Less than 20NM
-
Not less than 180 knots
VFR Flights
32.6.1 At an aerodrome where radar sequencing is in operation, pilots of VFR flights are to be provided with information to enable them to fit into the landing sequence if it is necessary to give a VFR Flight radar vectors, or specific routing instructions the pilot must be instructed to advise the controller if the routing or vector will prevent him from maintaining VMC.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-23
33.
CLEARANCE TO LAND
33.1
The approach radar controller, or such other person as may be detailed, shall notify Aerodrome control when an aircraft making a radar approach is approximately 8-10 NM from touchdown. If landing clearance is not received a subsequent check shall be made at 4NM. Clearance to land or alternative instructions received from Aerodrome control shall be passed to the aircraft before it reaches 2 NM from touchdown.
34.
LANDING GEAR CHECK
34.1
Aircraft making a radar approach shall be reminded, when on final approach, to check that “wheels are down and locked”.
35.
SURVEILLANCE RADAR APPROACHES (SRA)
35.1
Surveillance radar approaches are only permissible at those aerodromes where the surveillance radar equipment is suitably sited and approved for the purpose.
35.2
The surveillance radar equipment must clearly indicate the final approach track and ranges from touchdown. If either of these fail to be indicated, the approach shall be discontinued and aircraft instructed to carry out a missed approach, if unable to continue visually.
36.
TERMINATION RANGES
36.1
The ranges at which surveillance radar approaches terminate are subject to approval by the Appropriate Authority. If the equipment used provides both accurate final approach track information and precise range from touchdown, the termination range may be at a prescribed point less than 2 NM, but not less than ½ NM from touchdown. In this case the following apply:
36.2
a)
Pre-computed advisory height for 3° G/P after 2NM from touchdown together with ranges from touchdown, shall be passed at each ½ NM;
b)
transmission shall not be interrupted for intervals of more than 5 seconds from a range of 4 NM until the approach is terminated;
c)
advisory heights shall be terminated at the one just above the OCA or at 1 NM whichever is sooner;
d)
the pilot shall be instructed to check decision height at a range of 2 miles;
e)
the controller shall not be responsible for any duties other than those directly connected with a particular approach.
Where the termination range is 2 NM the following apply: a)
advisory heights and ranges shall be passed at each NM;
b)
the pilot shall be instructed to check decision height at a range of 3 NM;
c)
advisory height shall be terminated at the one just above the OCA.
37.
GLIDE PATH AND ADVISORY HEIGHT
37.1
Details of glide path angels to be used and of the associated advisory height and ranges appropriate to the type of equipment shall be detailed in unit instructions.
37.2
Advisory altitudes shall be computed on QNH datum, the aerodrome/threshold elevation shall be added to these advisory heights and the result rounded unto the nearest 25 ft.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-4-24
38.
MISSED APPROACH INSTRUCTIONS
38.1
An aircraft shall be instructed to carry out a missed approach in any of the following circumstances:
38.2
a)
on instructions from Aerodrome controller;
b)
when no landing clearance is received till 2 NM from touchdown;
c)
when the aircraft appears to be dangerously positioned on final approach.
An aircraft is to be advised to carry out a missed approach in any of the following circumstances: a) b) c)
if the aircraft reaches a position from where it appears that a successful approach cannot be completed; if it is not visible on the radar display for any significant interval during the last 2NM of the approach; if the position or identification of the aircraft is in doubt during any portion of the final approach.
38.3
Missed approach instructions shall include the level to which the aircraft is to climb and, if necessary, heading instructions to keep the aircraft within the missed approach area. The aircraft shall remain with the Approach radar controller.
39.
DISCONTINUATION OF RADAR APPROACH
39.1
When a radar approach cannot be continued due to any circumstances (e.g. excessive radar clutter, failure or malfunction of the radar equipment or of the associated air/ground communications) the aircraft must be informed immediately.
39.2
If the aircraft has not commenced final approach it is to be cleared to an appropriate facility for an alternative approach(VOR /NDB), in which case non-radar separation shall be provided.
39.3
If the aircraft has commenced final approach, the approach may be continued either visually or by using an alternative aid,(VOR /NDB) otherwise it is to be cleared for an alternative approach as above.
40.
RADAR DEPARTURE
40.1
The procedures for the control of departing aircraft by approach radar Control vary from unit to unit and shall be detailed in unit instructions/SATIs.
40.2
Departing aircraft shall be transferred to the Approach radar controller, who shall be responsible for providing separation, unless authorized procedures automatically ensure separation.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-1
CHAPTER – 5 AERODROME CONTROL SERVICE 1.
PROVISION OF SERVICE
1.1
Aerodrome control unit shall provide a)
aerodrome control service
b)
flight information service; and
c)
alerting service
1.2
The principal function of aerodrome control is to provide a service to aircraft flying with visual reference to the surface in the vicinity of the aerodrome and to all traffic operating on the manoeuvring area.
2.
FUNCTIONS AND RESPONSIBILITY
2.1
Aerodrome control tower shall issue information and clearances to aircraft under their control to achieve a safe orderly and expeditious flow of air traffic on and in the vicinity of an aerodrome.
2.1.2
Unit providing aerodrome control service is responsible for issuing information and instructions to aircraft and vehicles under its control to assist pilots and to prevent collision between:a)
aircraft flying within the designated area of responsibility of the control tower including the aerodrome traffic circuit ;
b)
aircraft landing and taking off;
c)
aircraft operating on the manoeuvring area;
d)
aircraft and vehicles operating on the manoeuvring area;
e)
aircraft and obstructions on the manoeuvring area.
2.1.3
Aerodrome and Ground movement controllers shall maintain continuous watch on all flights operating on and in the vicinity of aerodrome, as well as vehicles and personnel on the maneuvering area.
2.1.4
In order to discharge his responsibilities an aerodrome controller has complete authority over all aircraft, vehicles and personnel operating on the manoeuvring area and aircraft flying in the traffic circuit .
2.1.5
Functions of aerodrome control tower shall be performed by different positions and aerodrome control services are divided into Aerodrome Control and Ground Movement Control.
2.1.6
Aerodrome Controller shall provide) services as mentioned in a, b and e above and has absolute authority over all movements on runways and their access points.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-2
2.1.7
Ground Movement Controller shall provide services as mentioned in c ,d and e except on runways and their access points.
2.2
Specific Responsibilities
2.2.1
In addition to the above fundamental functions aerodrome control unit has the following specific responsibilities: a)
alerting the safety services whenever
An aircraft accident has occurred on or in the vicinity of the aerodrome;
Information is received that the safety of an aircraft which is or will come under the jurisdiction of the aerodrome control tower may have or has been impaired; or
Requested by the pilot;
When otherwise deemed necessary or desirable.
b)
inform aircraft under its control of any reduction in the aerodrome emergency services;
c)
when delegated by approach control unit, provide approach control service;
d)
supply approach control unit with the following information : i)
pertinent data on IFR and special VFR traffic including departures, missed approaches and aircraft overdue;
ii)
appropriate items of essential information on aerodrome conditions;
e)
inform the appropriate aerodrome authority when there is a deterioration in the aerodrome state or associated facilities for which that authority is responsible;
f)
initiating overdue action at aerodromes where there is no approach control unit.
2.2.2
Approaching IFR flights can be instructed to contact aerodrome control before transfer of control has become effective. However until the approaching aircraft are flying with visual reference to the surface, aerodrome control shall not issue any instructions or advice that would reduce the separation established by approach control.
2.3
Co-ordination
2.3.1
Aerodrome control tower shall co-ordinate with approach control unit regarding:
2.3.2
2.3.3
a)
departing IFR flights and controlled VFR Flights;
b)
arriving flights which make their first call on the tower frequency (unless they are instructed to call approach control).
Approach control unit shall coordinate with aerodrome control tower regarding: a)
arriving aircraft approaching to land and if necessary request landing clearance;
b)
arriving aircraft cleared to visual holding fix;
c)
aircraft routing through the aerodrome traffic circuit
Aerodrome control tower shall coordinate with adjacent unit(s) to ensure that there is no confliction of traffic operating in different aerodrome traffic circuits located close by.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-3
Note:- In addition to the responsibilities described above, controllers are to provide minimum services according to the classification of the airspace within which the aerodrome and associated aerodrome traffic zone is located.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-4
3.
VFR OPERATIONS AND EFFECT OF WEATHER ON VFR OPERATIONS
3.1
VFR Operations
3.1.1
VFR flight shall not take-off or land at an aerodrome within a control zone or enter the aerodrome traffic zone or traffic pattern when:
3.1.2
3.1.3
a)
the ceiling is less than 1500 feet or
b)
the ground visibility is less than 8 km.
when these conditions are reported by the meteorological office, aerodrome control tower will a)
notify these weather conditions to all flights operating or planning to operate VFR and request their intentions;
b)
obtain necessary IFR or special VFR clearance as appropriate;
c)
notify the area control centre or flight information centre of the action taken;
d)
notify operators or their designated representatives the reasons for suspending VFR.
In the interest of safety, any or all VFR operations on and in the vicinity of an aerodrome may be suspended by any of the following units, persons or authorities: a)
the approach control unit or the appropriate area control center (within whose area the aerodrome is situated);
b)
the aerodrome control tower;
c)
the appropriate ATS authority.
3.1.4
All such suspensions of VFR operations shall be through or notified to the aerodrome control tower.
3.1.5
he following procedures shall be observed by the aerodrome control tower whenever VFR operations are suspended: a)
hold all VFR departures;
b)
recall all local flights operating under VFR or obtain approval for special VFR operations;
c)
notify the approach control unit or ACC as appropriate of the action taken;
d)
notify all operators, or their designated representatives, of the reason for taking such action, if necessary or requested.
3.2
Authorization of SPECIAL VFR flights
3.2.1
When traffic conditions permit, special VFR flights may be authorized subject to the approval of the approach control unit when a)
the ground visibility is not less than 1500m,special VFR flights may be authorized to:
enter a control zone for the purpose of landing,
take off and depart from a control zone
cross a control zone or
operate locally within a control zone.
b)
request for such authorization shall be handled individually
c)
separations shall be effected between all IFR and special VFR flights in accordance with separation minima
d)
when so prescribed by the appropriate ATS authority, between all special VFR flights in accordance with separation minima prescribed by competent authority.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-5
4.
ESSENTIAL INFORMATION ON AERODROME CONDITIONS
4.1
This is information regarding the state of the manoeuvring area and associated facilities which are necessary to safety in the operation of aircraft and absence of that can constitute a hazard to a particular aircraft.
4.2
When condition pertaining to the safe use by aircraft of the maneuvering area is reported to or observed by the controller, he should immediately inform the appropriate aerodrome authority and operation on that part of maneuvering area shall be terminated until advised by the appropriate aerodrome authority.
4.3
It must be passed to pilot of every aircraft in sufficient time to ensure safe operation of aircraft and includes: a)
construction or maintenance work on or immediately adjacent to manoeuvring area;
b)
rough or broken surfaces on runway or taxiway whether marked or not;
c)
failure or irregular functioning of approach aids;
d)
depth of snow or ice on runway or taxiway;
e)
water on runway;
f)
reports on the estimated braking action determined either by the appropriate equipment for measuring braking action or reports from pilots of aircraft which have recently landed (including description of the conditions e.g. standing water, slush, snow stating time of measurement and the type of aircraft reporting.
g)
snow banks or drifts adjacent to runway or taxiway;
h)
failure or irregular operation of part or all of the aerodrome lighting system;
i)
in snow , ice conditions information concerning sweeping and/or sanding of runways and taxiways;
j)
aircraft parked close to taxiway or runways and aircraft engaged in ground running (of) engines;
k)
bird formations, bird reported or observed on or above the manoeuvring area or in the vicinity of the aerodrome;
l)
any other pertinent information
5.
LASERS, SEARCHLIGHT AND FIREWORK DISPLAYS
5.1
Lasers and searchlights are grouped together under the generic term 'Light Displays'. Although fireworks present less of a problem than lasers and searchlights, the effect and hazard is such that they are included in the term 'Light Displays'. Light displays also include the outdoor use of lasers, searchlights and fireworks for research measurement and nonentertainment activities.
6.
LIGHT DISPLAYS MUST NEVER BE DIRECTED AT, OR TOWARDS AIRCRAFT OR AERODROMES.
6.1
Specific guidelines apply to light displays using lasers and searchlights within 500 meters on either side of extended runway centrelines within 10 miles of an aerodrome. Within 3 miles of an aerodrome but not on the extended centreline, the same guidelines apply but with the addition that any light should not stray towards the aerodrome or the extended centreline. In both cases, information should be passed to any affected aircraft. If a pilot requests that the lights are dimmed or extinguished or if ATC consider this necessary, then action should be taken without delay.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-6
6.2
The firework displays should be limited to a height of 1500 ft above ground level and should not take place within 500 meters either side of the extended runway centreline within 5 miles of an aerodrome, or within 2 miles radius of an aerodrome. However, specific instructions apply if fireworks display is to take place within these parameters.
6.3
For the light displays described above, appropriate ATS authority is responsible for the promulgation of the event by NOTAM and coordinating with the relevant agency as required.
6.4
For light display information should be passed to any effected aircraft.
7
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
7.1
Automatic terminal information service (ATIS) broadcasts shall be provided at aerodromes where there is requirement to reduce the communication load on the ATS VHF air-ground communication channels. When provided, they shall comprise: a) one broadcast serving arriving aircraft; or b) one broadcast serving departing aircraft; or c) one broadcast serving arriving and departing aircraft; or d) two broadcast serving and departing aircraft respectively at those aerodromes where the length of a broadcast serving both arriving and departing aircraft would be excessively long.
7.2
ATIS broadcast messages containing both arrival and departure information shall contain the following elements of information in the order listed; a)
name of aerodrome
b)
designator;
c)
time of observation, if appropriate;
d)
type of approach to be expected;
e)
the runway in use;
f)
significant runway surface conditions;
g)
holding delay, if appropriate
h)
transition level; if applicable;
i)
other essential operational information;
j)
surface wind direction and speed, including significant variation;
k)
visibility and, when applicable, RVR:
l)
present weather;
m)
cloud below 5000 feet or below the highest minimum sector altitude whichever is greater, cumulonimbus; if the sky is obscured, vertical visibility when available;
n)
air temperature;
o)
dew point;
p)
altimeter setting (s);
q)
any available information on significant meteorological phenomena in the approach take-off and climb-out areas;
r)
trend-type landing forecast, when available;
s)
specific ATIS instructions
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-7
7.3
Messages should be coded starting the day with alpha. Whenever there is a significant change to any item a new broadcast message should be originated. Controller will pass these changes to pilots on RTF until a new ATIS message is transmitted.
8.
CONTROL OF SURFACE TRAFFIC
8.1
ENTRY TO THE MANOEUVRING AREA a)
The movement of aircraft, persons or vehicles on the manoeuvring area and aircraft on the apron are at all times subject to the permission of aerodrome control.
b)
Persons, including drivers of all vehicles shall be required to obtain authorization from the Ground movement controller
c)
Ground movement Controller’s responsibility on the apron is limited to providing advice and instructions to prevent collisions between moving aircraft. The apron or portions thereof may be out of sight of some control towers and under these circumstances any of the following procedures, adopted when necessary, to suit local requirements, may be used to control moving aircraft:
d) 8.2
i)
An aircraft is cleared to taxi. A second aircraft may be given taxi clearance plus information on the position and intentions of the first, with a clear instruction to follow or ‘give way’ to it.
ii)
An aircraft is cleared to taxi and all further requests for aircraft movement are withheld until the first comes insight of the controller. A second movement can then be cleared following the same procedures.
iii)
An aircraft is cleared to taxi and asked to report ‘clear of the apron’ or passing an easily identified reference point, a second aircraft can then be cleared subject to the known progress of the first.
Vehicles moving along a runway or taxiway shall keep to the left of the centre lines and at all times give way to aircraft landing/taking off/taxing or being towed.
PRIORITY ON THE MANOEUVRING AREA a)
All vehicles and pedestrians shall give way to aircraft which are landing, taxiing or taking off.
b)
Emergency vehicles proceeding to the assistance of an aircraft in distress shall have priority over all other surface movement traffic.
8.3
Crossing Runway
8.3.1
If the instructions given to surface traffic involve crossing a runway in use, clearance to cross should normally be withheld until no confliction exists. However, to achieve efficiency of operation clearance to cross may be given subject to aircraft, which are landing or taking off. The clearance shall contain sufficient information to enable the pilot of the taxing aircraft or vehicle driver to identify the other traffic and should be related to one movement only. When a clearance to cross a runway in use is issued a “report vacated” instruction shall be included. However, this instruction may be omitted when aerodrome controller has continuous sight of the aircraft or the vehicle crossing
8.3.2
When an aircraft is landing or taking off vehicles shall not be permitted to hold closer to the runway-in-use than: a)
at a taxi way/ runway intersection- at a runway holding position; and
b) at a location other than a taxiway / runway intersection – at a distance equal to the separation distance of the runway-holding position.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-8
8.4
Runway Occupancy Indication
8.4.1
When aircraft, persons or vehicles have been given permission to cross or occupy a runway in use, the controller shall, as a positive reminder that the runway is blocked, display a strip(s) or marker(s) on the part of the flight progress board which is used to represent the runway. At units where flight progress boards are not used, such runway occupancy is to be shown effectively by a suitable method similar to the above. Vehicles fitted with appropriate equipment operating on an active runway (e.g. during runway inspection or short term maintenance) are to be transferred to a RTF frequency which will enable them to hear transmissions to and from aircraft using that runway.
8.3
Low visibility procedure
8.3.1
When there is a requirement for traffic to operate on the manoeuvring area in conditions of visibility which prevent the aerodrome control tower from applying visual separation between aircraft, and between aircraft and vehicles, the following shall apply: a)
At the intersection of taxiways, an aircraft or vehicle on a taxiway shall not be permitted to hold closer to the other taxiway than the holding position limit defined by a clearance bar, stop bar or taxiway intersection marking.
b) The longitudinal separation on taxiways shall be as specified for each particular aerodrome by the appropriate ATS authority. This separation shall take into account the characteristics of the aids available for surveillance and control of ground traffic, the complexity of the aerodrome layout and the characteristics of the aircraft using the aerodrome. 8.3.2
In conditions where low visibility procedures are in operation: a)
persons and vehicles operating on the manoeuvring area of an aerodrome shall be restricted to the essential minimum and particular regard shall be given to the requirements to protect the I.L.S sensitive area(s) when Category II or Category III precision instrument operations are in progress;
b)
the minimum separation between vehicles and taxiing aircraft shall be as prescribed by the appropriate ATS authority taking into account the aids available;
8.3.3
Emergency vehicles proceeding to the assistance of an aircraft in distress shall be afforded priority over all other surface movement traffic.
8.3.4
Vehicles on the manoeuvring area shall be required to comply with the following rules:
8.3.5
a)
vehicles and vehicles towing aircraft shall give way to aircraft which are landing, taking off or taxing;
b)
vehicles shall give way to other vehicles towing aircraft;
c)
vehicles shall give way to other vehicles in accordance with local instructions;
d)
not withstanding the provisions of a), b) and c), vehicles and vehicles towing aircraft shall comply with instructions issued by the aerodrome control tower.
Movement of Non-radio Vehicle in Low Visibility
8.3.5.1 In conditions of low visibility where non-radio equipped aircraft and vehicles cannot be controlled by light signals, movement on the manoeuvring area of all such aircraft and vehicles shall be prohibited except emergency services vehicles unless the non-radio vehicle can be escorted at all times by a radio equipped vehicle. 8.3.6
Traffic Lights
8.3.6.1 Traffic lights installed at aerodromes for control of vehicles on the taxiway shall be operated by aerodrome controller or ground movement controller who shall ensure that the red 'stop' signal is displayed in adequate time to enable drivers to observe and obey the instructions. __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-9
8.4
Runway Incursion or obstructed runway
8.4.1
In the event the aerodrome controller, after a take off clearance or a landing clearance has been issued becomes aware of a runway incursion or the imminent occurrence thereof, or the existence of any obstruction on or in close proximity to the likely to impair safety of an aircraft Taking off or landing, appropriate action shall be taken as follows: a)
cancel the take off clearance for a departing aircraft;
b)
instruct a landing aircraft to execute a go-around or missed approach;
c)
in all cases inform the aircraft of the runway incursion or obstruction and its location to the runway.
8.4.2
Following any occurrence involving an obstruction on the runway or a runway incursion, controllers shall complete and submit an air traffic incidence report on air traffic incidence form.
8.5
START-UP TIME PROCEDURES
8.5.1
When so requested by the pilot prior to engine start, and expected take-off time should be given, unless engine start time procedures are employed. Start-up time procedures should be implemented where necessary to avoid congestion and excessive delays on the manoeuvring area or when warranted by ATFM regulations. Start-up time procedures should be contained in local instructions, and should specify the criteria and conditions for determining when and how start-up times shall be calculated and issued to departing flights.
8.5.2
8.5.3
When an aircraft is subject to ATFM regulations, it should be advised to start up in accordance with its allocated slot time.
8.5.4
When delay for a departing aircraft is anticipated to be less than a time period specified by the appropriate ATS authority, an aircraft should be cleared to start-up at its own discretion.
8.5.5
When delay for a departing aircraft is anticipated to exceed a time period specified by the appropriate ATS authority, the aerodrome control tower should issue an expected start-up time to an aircraft requesting startup.
8.5.6
A start-up clearance shall only be withheld under circumstances or conditions specified by the appropriate ATS authority.
8.5.7
If a start-up clearance is withheld, the flight crew shall be advised of the reason.
8.6
Departure sequence
8.6.1
Departures shall normally be cleared in the order in which they are ready for take-off, except that deviations may be made from this order of priority to facilitate the maximum number of departures with the least average delay. Factors which should be considered in relation to the departure sequence include, inter alia: a)
types of aircraft and their relative performance;
b)
routes to be followed after take-off;
c)
any specified minimum departure interval between take-offs;
d)
need to apply wake turbulence separation minima;
e)
aircraft which should be afforded priority; and
f)
aircraft subject to ATFM requirements.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-10
8.7
Taxiing Aircraft
8.7.1
Information to Taxing Aircraft
8.7.1.1 Prior to taxing for take-off, following elements of information shall be passed to the aircraft with the exception of such elements which is known the aircraft has already received: a) the runway in use; b) the current surface wind direction and speeds; c)
the QNH altimeter setting;
d)
the air temperature for the runway to be used;
e)
the visibility representative of the direction of take-off and initial climb if less than 10 km or when provided, the RVR values;
f) 8.7.2
the correct time.
Taxi Clearance
8.7.2.1 The importance of issuing clear and concise instructions to taxiing aircraft cannot be overemphasized. The visibility from an aircraft flight deck is limited and, when taxiing, the pilot is dependent to a large degree upon aerodrome control to assist him in determining the correct taxi route to be followed. Essential aerodrome information is to be passed to the pilot to assist him in preventing collisions with parked aircraft and obstructions on or near the manoeuvring area. 8.7.2.2 Heavy aircraft are not to be given clearance or instructions that would require the use of more than normal power for taxing or for entry on to the runway. Heavy aircraft, when at the holding point, are not to be cleared for an immediate take-off. 8.7.2.3 In the interests of safety, use of the active runway for taxing purposes is to be kept to a minimum. 8.7.2.4 At aerodromes where taxiway stop-bars are used to protect taxiway routes and runways from inadvertent incursions controllers are not to clear aircraft to cross an illuminated stop-bar. The inoperable taxiway stop-bar and its associated taxiway should be withdrawn from service and an alternative routing used. On the occasions when this is not possible an aircraft may be cleared to cross such an illuminated taxiway stop-bar subject to the following conditions: a) The stop-bar cannot be suppressed. b) The stop-bar and aircraft affected are visible to the aerodrome controller. c) The phraseology used will leave the pilot in no doubt that the clearance applies only to the faulty stop-bar. d) In the case of illuminated stop-bars protecting the runway aircraft may not be cleared to cross without the assistance of an aerodrome operations vehicle. 8.7.3
Clearance Limit
8.7.3.1 In addition to providing instructions about the route to be followed, all taxi clearances are to contain a specific clearance limit. This clearance limit should be a location on the manoeuvring area or apron. 8.7.3.2 Care must be exercised when clearing an aircraft to the holding point of the runway in-use, for the aircraft is then permitted to cross all runways which intersect the taxi route designated in the clearance whether active or not. Therefore when a taxi clearance contains a taxi limit beyond a runway, it is to contain an explicit clearance to cross that runway. If such a clearance cannot be given, the clearance limit and the specified route must exclude that runway and any route beyond it. __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-11
8.7.3.3 If an aircraft wishes to depart from an aerodrome in airspace where VFR flight is permitted, and the flight details are unknown, the pilot is to be asked 'Are you departing VFR?' 8.7.4
Awaiting Take-off
8.7.4.1 Aircraft shall not be permitted to hold on the approach end of the runway in-use whenever aircraft is affecting a landing, until the landing aircraft has passed the point of intended holding. 8.7.4.2 The taxi holding position should not be less than 30 meters from the runway edge where the runway length is less than 900 meters and 50 meters from the edge where the runway length is 900 meters or more. 8.7.4.3 As a precaution after an aircraft has been instructed to hold, a clearance message is passed which might be misinterpreted as permission for take off, the hold instruction should be repeated as part of the message “… and continue to hold”. 8.7.5
Line up Clearance
8.7.5.1 Line up instructions may be issued to more than one aircraft at different points on the same or crossing runways provided that: a) it is during daylight hours; b) all aircraft are continuously visible to the aerodrome controller; c) all aircraft are on the same RTF frequency; d) pilots are advised of the number of aircraft ahead in the departure sequence, and the position/runway from which these aircraft will depart; e) the physical characteristics of the runway do not render preceding aircraft in the departure sequence invisible to succeeding aircraft on the same runway. 8.8
Take-off Clearance
8.8.1
Prior to take-off aircraft shall be advised of: a)
any significant changes in the surface wind direction and speed, the temperature, and the visibility or RVR value(s).
b)
significant meteorological conditions in the take-off and climb-out area, except when it is know that the information has already been received by the aircraft.
8.8.2
It is the aerodrome controller’s responsibility to issue take-off clearance.
8.8.3
Departing aircraft will not normally be permitted to take-off until the preceding departing aircraft has crossed the end of the runway-in-use or has started a turn in the air or until preceding aircraft is clear of the runway-in-use.
8.9
IFR Flight and Controlled VFR Flights
8.9.1.
These flights are not to be given take-off clearance until: a)
the ATC clearance has been passed and correctly read back by the pilot; and
b)
approach control has authorized its departure and any specific instruction have been passed and read back received by to pilot, e.g. 1)
turn after take-off,
2)
track made good before turning on to a heading,
3)
level(s) to maintain before continuing to climb to assigned cruising levels
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 8.10
3-5-12
Expedition
8.10.1 When the instruction “cleared for an immediate take-off” is given it is anticipated that the pilot will act in the following manner: a)
at the holding point, commence taxi immediately to enter the runway and commence take-off role without stopping the aircraft;
b)
if lined up on the runway, take-off without delay.
8.10.2 After co-ordination with approach control a controller may : a)
expedite departure by suggesting a direction for take-off which is not into wind. The pilot has the right to reject this suggestion;
b)
reduce the overall delay by altering the traffic order for take-off.
8.10.3 Controllers must not approve a rolling take-off to a HEAVY aircraft if its jet blast is considered to be hazardous to following aircraft or to vehicles. 8.10.4 The pilot of a departing aircraft may request a delay in take-off because of the turbulent wake effect of a preceding departing aircraft. There is a particular danger for aircraft commencing the take-off run from some part along a runway. 8.11
Canceling Take-off Clearance
8.11.1 If, for any reason, take-off clearance has to be cancelled before the take-off run has been commenced, the pilot shall be instructed to hold position and to acknowledge the instruction. 8.11.2 The cancellation of a take-off clearance after an aircraft has commenced its take-off roll should only occur when the aircraft will be in serious and imminent danger should it continue. Controllers should be aware of the potential for an aircraft to overrun the end of the runway if the take-off is abandoned, particularly in the case of a large aircraft or when the runway braking may be adversely affected. Because of this risk, even if a take-off clearance is cancelled, the pilot of the aircraft may consider it safer to continue the take-off than to attempt to stop the aircraft. Controllers should also be aware of the possibility that an aircraft that abandons its take-off may suffer overheated brakes or other abnormal situation and should be prepared to declare the appropriate category of emergency or to provide other suitable assistance. 8.11.3 The responsibility for control of a departing aircraft shall be transferred from the unit providing aerodrome control service to the unit providing approach control service:
when visual meteorological conditions prevail in the vicinity of the aerodrome: 1)
prior to the time the aircraft leaves the vicinity of the aerodrome, or
2)
prior to the aircraft entering instrument meteorological conditions,
whichever is the earlier; when instrument meteorological conditions prevail at the aerodrome:
3)
immediately before the aircraft enters the runway in use for take-off, or
4)
immediately after the aircraft is airborne, if local procedures render such action preferable.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-13
9.
CRITICAL POSITION IN THE TRAFFIC CIRCUIT.
9.1
The following are the positions of aircraft in the traffic circuit were aerodrome tower clearances are normally passed to the aircraft: Position 1
:
Downwind – A flight path parallel to the landing runway in the opposite direction of landing.
Position 2
:
Base leg – A flight path at right angles to the landing runway on its approach end and ending from the downwind leg to the intersection of extended runway center line.
Position 3
:
Final – A flight path in the direction of landing along the extended runway centre line normally from base leg to the runway.
Fig. 1 9.2
CONTROL OF TRAFFIC IN THE TRAFFIC CIRCUIT
9.2.1
Aircraft in the traffic circuit shall be controlled to provide the separation except that: a)
aircraft in formation are exempted from the separation minima with respect to separation from other aircraft of the same flight;
b)
aircraft operating in different areas or different runways on aerodromes suitable for simultaneous landings or take-offs are exempted from the separation minima;
c)
separation minima shall not apply to aircraft operating under military necessity.
9.2.2
Sufficient separation shall be effected between aircraft in flight in the traffic circuit to allow the spacing of arriving and departing aircraft.
10.
ARRIVING AIRCRAFT
10.1
Joining Circuit
10.1.1 Clearance to enter a traffic circuit should be issued to an aircraft whenever it is desired that the aircraft approach the landing area in accordance with current traffic circuits but traffic situation do not permit a landing clearance to be issued . 10.1.2 Depending on the circumstances and traffic conditions an aircraft may be cleared to join at any position in the traffic circuit. 10.1.3 An arriving aircraft executing an instrument approach shall normally be cleared to land straight in unless visual maneuvering to the landing runway is required.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-14
10.1.4 If an aircraft enters a traffic circuit without proper authorization, the possibility of an emergency must be recognized. The aircraft should be permitted to land if its actions indicate that it so desires. 10.1.5 aircraft which are in contact with aerodrome controller may be instructed to give way if circumstances warrant, so as to remove the hazard as soon as possible. 10.1.6 In no case permission to land shall be withheld indefinitely. 10.2
Landing
10.2.1 A landing aircraft will not be permitted to cross the beginning of the runway on its final approach until a preceding departing aircraft has crossed the end of runway-in-use, or has started a turn, or until all preceding landing aircraft are clear of the runway-in-use. 10.3
Priority for landing
10.3.1 If an aircraft enters and aerodrome traffic circuit without proper authorization, it shall be permitted to land if its actions indicate that it so desires. If circumstances warrant, aircraft which are in contact with the controller may be instructed by the controller to give way so as to remove as soon as possible the hazard introduced by such unauthorized operation. In no case shall permission to land be withheld indefinitely. 10.3.2 In cases of emergency it may be necessary, in the interests of safety, for an aircraft to enter a traffic circuit and affect a landing without proper authorization. Controllers should recognize the possibilities of emergency action and render all assistance possible.
10.3.3 Priority shall be given to: a)
an aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft (engine failure, shortage of fuel, etc.);
b)
hospital aircraft or aircraft carrying any sick or seriously injured persons requiring urgent medical attention;
c)
aircraft engaged in search and rescue operations; and
d)
other aircraft as may be determined by the appropriate authority.
11.
ORDER OF PRIORITY FOR ARRIVING AND DEPARTING AIRCRAFT
11.1
An aircraft landing or in the final stages of an approach to land shall normally have priority over an aircraft intending to depart from the same or an intersecting runway.
12.
SEPARATION MINIMA
12.1
Separation Minima in the traffic circuit a)
Separation of de[parting aircraft a departing aircraft will not normally be permitted to commence take off until the preceding departing aircraft has crossed the end of the runway-in-use or has started a turn or until all preceding landing aircraft are clear of the runway-in-use.
b)
a landing aircraft will not normally be permitted to cross the runway threshold on its final approach until the preceding departing aircraft has crossed the end of the runway-in-use or has started a turn or until all preceding landing aircraft are clear of the runway in use.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 12.2
3-5-15
REDUCTION OF SEPARATION MINIMA
12.2.1 Lower minima than those specified for use in the traffic circuit may be prescribed after consultation with user and taking into consideration such factors as; a)
runway length;
aerodrome lay out; and b)
types of aircraft involved;
provided appropriate safety assessment shows that an acceptable level of safety will be met 12.2.2 Such lower minima shall not apply:
12.3
Between a departing aircraft and a preceding landing aircraft;
between sunset and sunrise, or such other period between sunset and sunrise as may be prescribed;
when breaking action may be adversely affected by runway contaminations;
In meteorological conditions preventing the pilot from making early assessment of traffic conditions on the runway.
EXEMPTIONS FROM SEPARATION MINIMA IN THE TRAFFIC CIRCUIT
12.3.1 Controllers are not required to apply the separation minima described in those paragraphs to : a)
aircraft formation with respect to other aircraft in the same formation;
b)
aircraft operating in different areas of lanes on aerodromes equipped with runway suitable for simultaneous landings or take-offs;
c)
aircraft operating under military necessity as determined by the appropriate authority.
13.
LANDING DIRECTION AND RUNWAY-IN-USE
13.1
The term ‘runway-in-use’ is used to indicate the particular runway or landing direction selected by aerodrome controller as the most suitable at any particular time. Normally, the runway-in-use selected will be that which most closely conforms to the surface wind direction.
13.2
When selecting the runway-in-use, aerodrome controller shall take into consideration factors such as traffic pattern, the length of runways or landing runs and the approach aids available. At certain aerodromes more than one runway may be in use at one time.
13.3
If the runway-in-use is not considered suitable for a particular operation the pilot may request permission to use another. Permission may be deferred until the traffic situation permits the use of another runway and the expected delay along with the reason shall be passed to the pilot.
14.
RUNWAY CHANGES
14.1
Should a change of runway be necessary, aerodrome controller, after consultation with Area controller, shall inform the following: -
Aircraft under his control
-
Ground control
-
Aerodrome fire service
-
Contractors working on or close to the manoeuvring area who will be affected by the change.
-
Other agencies/aerodromes according to local instructions
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 15.
CLOSURE OR RESTRICTED OPERATION OF AERODROMES
15.1
Responsibility of Air Traffic Services Unit
3-5-16
15.1.1 When an incident or accident occurs on the manoeuvring area or apron or on the receipt of a report of any hazard to the movement of aircraft on these areas, the controller should immediately inform the competent authority within CAA as specified in the unit instructions/SATIs. 15.1.2 Whilst awaiting a decision by this authority he should warn all aircraft intending to use the aerodrome of the nature and position of the obstruction or hazard. During this period pilots will be responsible for deciding whether or not the aerodrome is usable. 15.1.3 On receipt of instructions from the competent authority (and for as long as the abnormal situation contuse) he should pass to aircraft the decision of the authority regarding availability of the aerodrome and provide service accordingly. 15.1.4 The parent ATCC/FIC should be informed of any situation which may restrict operations at the aerodrome. 15.2
Responsibility of the Competent Authority
15.2.1 The competent authority is entirely responsible for : a)
decisions regarding closer and re-opening of the aerodrome;
b)
withdrawal or return to use of runways (or taxiways) and associated lighting aids;
c)
revision of declared distances;
d)
any marking required in connection with the above;
e)
initiating NOTAM action to promulgate changes in serviceability.
Note:- A representative of the competent authority should always be available for this purpose. 15.3
Availability of Aerodrome Services Outside Published Hours of Operations
15.3.1 To cover the possibility of an aircraft which departs within 15 minutes of normal aerodrome closing time having to return, the competent authority will normally retain sufficient services and equipment for 15 minutes after ATD. If the competent authority informs ATC of a change in the extent of the services or equipment which will be available during this period the pilot should be advised accordingly. 16.
EXTENSIONS OF WATCH
16.1
Application for extensions of watch will be handled in accordance with unit instructions/SATIs.
17.
AVAILABILITY OF AERODROME FOR SPECIAL FLIGHTS
17.1
Applications for the use of an aerodrome for special or Joy Ride flights shall be referred to the Air Transport Branch, HQCAA.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-17
18.
WORK ON THE MANOEUVRING AREA
18.1
When repair or installation work, authorized by the aerodrome authority is to take place on the manoeuvring area, a representative of the working party must be briefed by air traffic control about subjects relating to the proposed work, for example : -
Methods of access to working area
-
The area in which vehicles may operate
-
The runway-in-use and effects of any changes
-
Methods of obtaining permission to cross the runway-in-use
-
Signals or methods of indicating that vehicles and personnel must leave the manoeuvring area.
-
The representative of the working parting should an authorization to work on the aerodrome issued by the aerodrome authority. This is to be counter-signed by the senior controller, subsequent to the briefing, and a copy retained or a record of the briefing entered in the ATC watch long book.
19.
AERODROME INSPECTIONS
19.1
Introduction Aerodrome controllers are responsible for all aerodrome inspections. Aerodrome surface and lighting inspection are carried out to ensue that :
19.2
a)
air traffic control become aware of any unserviceability or obstructions that may affect the use of the aerodrome and are able to supply pilots with accurate essential aerodrome information. Where appropriate such information may be promulgated by NOTAM;
b)
in case of unserviceability or obstructions remedial action may be taken.
Surface Inspection
19.2.1 At least one regular inspection should be made during one watch period. At aerodromes which are open 24 hours, this inspection should be carried out immediately at break of dawn. At non 24 hours stations the inspection should take place before operations commence. A further inspection should be carried out before night flying takes place. Additional surface inspections should be made : a)
at cessation of work on the manoeuvring area;
b)
when a runway not previously inspected is brought into use;.
c)
Following an aircraft accident;
d)
Following an abandoned take-off by a turbo-jet aircraft due to engine malfunction, or by any aircraft due to burst tyres;
e)
during snow and ice conditions as frequently as weather conditions warrant;
f)
when considered necessary by ATC or as detailed in local instructions/SATIs.
19.2.2. At aerodromes runway inspection should cover the runway-in-use and those likely to be used prior to the next regular inspection, together with their associated prepared strips, clearways, stop ways and appropriate taxiway. __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-18
19.2.3 At natural surface aerodrome the inspection should cover the movement area and those likely to be used prior to the next regular inspection, together with any permanent or delineated taxiways. Where a natural surface area exists for landing light aircraft this area should be included in the inspection. 19.2.4 The person carrying out the inspection is not normally required to proceed outside the aerodrome boundary. He should carry out his inspection from a vehicle driven slowly over the area to be inspected, halting as necessary when individual items require close inspection. He should report his findings, in accordance with local orders. 19.2.5 In the following paragraphs reference to temporary obstructions is made. These should be regarded as anything which it is considered would impede the normal movement of aircraft, or infringe current aerodrome obstruction criteria. 19.3
Normal Conditions
19.3.1 A check should be made to ascertain whether or not : a)
the runways, stop ways, clearways, taxiways and holding areas are free from obstructions, collections of loose stones, etc.;
b)
temporary obstructions that exist on, or adjacent to, the runways or taxiways are properly marked or lighted;
c)
bad ground (particularly on natural surface aerodromes) is adequately marked;
d)
runway indicator boards, traffic signs, distance marker boards etc.;
19.3.2 A note should be take of the exact position of any obstruction or unserviceability observed. Any of the above conditions that are encountered should be reported to the section whose responsibility it is to deal with them. 19.4
Snow and Ice Conditions
19.4.1 As far as possible the checks for normal conditions should be carried out and in addition a check should be made to ensure that : a) badly rutted or frozen ground is adequately marked; b)
runway and taxiways are delineated if covered with snow or ice and a note taken of the extent of sweeping and sanding carried out.
19.4.2 The measurement and reporting of snow, slush and ice conditions or runway surfaces, are described in unit instructions. The responsibility for clearing, sanding and marking will remain with the appropriate aerodrome authority that should maintain close liaison with air traffic services unit. 19.5
Lighting Inspection
19.5.1 The aerodrome lighting should be inspected before night flying commences. The inspection, which includes only those lights which can easily be seen from the aerodrome, should cover the following : a)
the serviceability of runway, taxiway and obstruction lighting, traffic lights, beacons and, in some cases, portion of the approach lighting;
b)
a check that lighting is not obscured by long grass or other obstructions;
c)
visual approach slope indicators and precision approach path indicators are serviceable;
d)
obtain periodical reports to check the angle of VASIS from arriving aircraft.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
19.6
3-5-19
Reporting Action
19.6.1 Un-serviceabilities or obstructions observed during aerodrome surface or lighting inspections should be recorded on the appropriate form or log and the information disseminated in accordance with unit instructions. 19.6.2 Where urgent attention is necessary, e.g. for marking lighting or immediate repair, details should be passed to the responsible section by telephone in accordance with local arrangements. 20.
LIAISON WITH THE AERODROME FIRE SERVICE
20.1
Air traffic control should co-operate with the aerodrome fire service in the pre-planning of preferential route through the manoeuvring area. Controllers are to ensure that they are familiar with these routes.
20.1.1 Practice Exercises and Drills
20.2
20.3
i)
The necessity for rapid and coordinated action in the event of a crash requires the closest cooperation between air traffic control and the aerodrome fire service, and the frequent rehearsal of procedures. Details of procedures will be found in disaster plan.
ii)
Air Traffic control, in consultation with the aerodrome fire service, shall assist in providing practice emergencies which shall be made as realistic as possible and held as frequently as required.
Exercise on the Manoeuvring Area i)
The aerodrome fire service will obtain clearance and any special instructions from aerodrome control before testing vehicles or carrying out exercises on the manoeuvring area.
ii)
Arrangements shall be made in co-operation with the aerodrome fire officer for air traffic control to provide instructions to aerodrome fire service personnel concerning light and visual signals used on an aerodrome.
Other Duties of the Aerodrome RFFS at the location i)
At certain airfields the aerodrome fire service undertake other duties such as laying taxiway lights assisting in snow clearance operations, changing direction of landing tees, etc. These duties must not interfere with the primary function of the aerodrome fire service.
ii)
The aerodrome fire service is frequently called upon for ‘Special Services’. These includes attendance at accidents to spillage etc. If any of these is considered to be an emergency and occur within the radius of action of the aerodrome fire service, attendance will be made immediately. Air traffic control will be informed and advised of any depletion of the emergency services. If the surfaces are depleted the shift supervisors at the parent ATCC/FIC must be informed.
21.
WET RUNWAYS
21.1
Introduction It is recognized that a need exists to warn pilots of the presence of water on a runway. At airports, where runway friction coefficient measuring equipment is provided, a person shall be designated by the Airport Manager for handling such equipment who shall provide the Aerodrome Controller with the information regarding braking action of runway-in-use in one of the terms as applicable and the same shall be passed to the arriving aircraft. At airports where runway friction coefficient measuring equipment is not provided, the runway surface condition as observed by the Aerodrome Controller or Airport Manager as the case may be,
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-20
shall be passed to the arriving aircraft. In no case the Aerodrome Controller/ Airport Manager shall pas his own guess regarding braking action to the aircraft. When the presence on a runway is brought to the attention of the controller the available information shall be passed to aircraft. Pilots of aircraft may report, or observations from the tower may indicate, that the amount of water present or runway surface conditions is different from that being reported. Under no circumstances ATC should pass to pilots information which suggests that the runway surface condition is better than the official report. When a pilot’s report or an observation from the control tower indicate a worse runway surface condition this information is to be passed. 21.2
Reporting Wet Runways
21.2.1 The presence of water on a runway is to be reported on the RTF and ATIS using the following descriptions. Description Damp Wet Water Patches Flooded 21.3
Occasion issued When the surface shows a change of co lour due to moisture When the surface is soaked but no significant patches of standing water are visible. When significant patches of standing water are visible When extensive standing water is visible
Braking Action
21.3.1 At airfield where suitable equipment for measuring braking action is used the appropriate estimated braking action report will be passed as follows: Coefficient.( µ )
-
Good
0.04µ or more
-
Medium to good
0.39-0.36µ
-
Medium
0.35-0.30µ
-
Medium to poor
0.29-0.26µ
-
Poor
0.25µ or less
21.3.2 Braking action as report by preceding landing aircraft shall be passed to the succeeding landing aircraft which shall include: i)
type of the aircraft reporting braking action
ii)
conditions of runway at the time of report (general weather, rain, drizzle, snow etc.)
21.4
Runway Drainage System
21.4.1 If any time it is suspected that abnormal conditions exist due to obstruction of the runway drainage system, Airport Manager and concerned personnel are to be informed immediately. 22.
BIRD HAZARD ON AIRPORT
22.1
The presence of birds on, and in the vicinity of, airports is a continuing hazard to flight safety. They are known to have caused accident and there are many recorded cases of considerable structural damage to aircraft. Controllers are to be continuously aware of this hazard and to be particularly vigilant on airfield inspections. Bird singularly or in flocks are known to gather in the following areas:
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-5-21
22.2
Long grass, lying pools of water, swampy ground, garbage dumps, sewage disposal units, uncovered water food, butcheries, poultry farms, traders waste tanneries, slaughter houses cattle yards, fish drying yards etc. CAA Order No. 6-1 “Eradication of Bird Hazards at Airports” dated 27 August 1985 clearly define the action to be taken regarding the bird hazard, with the controllers responsibilities and procedures with regard to flight safety. Pakistan gazette statutory notification 343(1) 86 and 334 (1) 86 defined the statutory power of Airport Manager and the DGCAA relating to Civil Aviation Authority Rules 1998.
23.
MILITARY AIRCRAFT USING DRAG-CHUTE
23.1
Some types of military aircraft use a drag-chute as a means for decelerating a landing aircraft and reducing the strain on the brakes. When a drag – chute is deployed the aircraft will release it on the runway towards the end of the landing run. Air traffic control is responsible for ensuring that the drag – chute is retrieved and the runway inspected before further aircraft movements take place.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-6-1
CHAPTER – 6 AERODROME LIGHTING 1.
RUNWAY LIGHTING
1.1
This consists of flush fitting lights namely Threshold lights
:
unidirectional green and runway end light red unidirectional.
Runway edge lights
:
showing white at all angle.
Wing bar lights
:
unidirectional showing green should be provided on precision approach runways they extended at least 10 meters outward from the runway edge light and in line with the threshold lights.
Runway centre line lights:
variable white lights along the centre line of a runway from the threshold to 900 meters from the runway end; alternate red and variable white lights upto 300 meters from the runway end, red to the end of the runway.
Red stop light
:
Positioned at holding points guarding the entrance to a runway.
Elevated lights
:
fitting on runway show a similar configuration to that of flush fittings except that they are positioned outside the runway edge and there are no runway centre line lights.
2.
TAXIWAY AND APRON LIGHTING
2.1
Taxiway centre line lights, flush fitting when installed, are green and only show in the direction of use when installed on a runway for exit purpose, on the taxiway they provide guidance to the apron and are visible to aircraft on or in the vicinity of the taxiway.
2.2 Taxiway edge lights are blue and delineate the edge of a taxiway, they can be flush fitting or elevated. If elevated they are installed outside the edge of the taxiway. 2.3 The blue edge lights also delineate the edge of an apron which normally has flood lights also.. 3.
EMERGENCY LIGHTING AND SECONDARY POWER SUPPLY
3.1
Electric generators have been provided at major airports as a source of secondary power supply for essential aeronautical ground lights in case of commercial power supply failure. At other aerodromes the emergency lighting for runways, taxiways etc is to be provided by kerosene flares. Details regarding operation of emergency light is given unit instructions/SATIs..
4.
PRECISION APPROACH PATH INDICATORS
4.1
The PAPI system shall consist of a wing bar of 4 sharp transition muti lamp or paired units equally spaced. The system shall be located on the left side of the runway unless it is physically impracticable to do so.
4.2
A wing bar shall be constructed and arranged in such a manner that a pilot making an approach will: a)
When or close to the approach slope, see the two units nearest the runway as red and the two units farthest from the runway as white ;
b)
When above the approach slope, see the unit nearest the runway as white and when further above the approach slope, see all the units as white; and
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan c)
5.
3-6-2
When below the approach slope, see the three units nearest the runway as red and the unit farthest from the runway as white; and when further below the approach slope, see all units as read.
OPERATION OF LIGHTENING SYSTEM AND INTENSITY CONTROL i)
The operating instructions for each lighting system, intensity settings to be used in differing conditions by day and night shall be detailed in unit instructions/SATIs. Setting can be varied at the discretion of ATC or when requested by the pilot provided other aircraft are not adversely affected.
ii)
At certain aerodromes where RVR reference lights are in use the runway lighting may be temporarily switched off if this will facilitate an accurate count of the reference lights for RVR purposes. This shall not be done either: a)
while an aircraft is taking off;
b)
after an aircraft has reported completing a final procedure turn; or
c)
after an aircraft has reached 5 miles from touchdown on a radar approach.
5.1
Periods of Display
5.1.1
Aerodrome lighting shall be displayed from 15 minutes before any ETA and until 15 minutes after any ATD as follows: By Day: High intensity systems, where installed on the runway to be used, whenever the visibility is less than 5 km and/or the cloud base is less than 700 feet. By Night: Irrespective of weather conditions. a)
approach lighting 15 minutes before ETA until 15 minutes after ATD;
b)
runway lighting 15 minutes before ETA until runway is cleared and immediately before start-up until 15 minutes after departure.
c)
taxiway lighting from the time an aircraft reports on finals until the aircraft has parked and from starting until the aircraft is airborne.
5.1.2
Systems incorporating sodium lamps require 10 to 15 minutes to reach full brilliancy and should therefore be switched on 30 minutes before any ETA.
5.1.3
Although low intensity lighting is designed primarily for night use, it should be used by day when it is the only lighting provided for a particular landing direction.
5.1.4
Obstruction lighting, hazard beacons and aerodrome light beacons shall be displayed at night during the published hours of watch. Hazard beacons shall also be displayed by day whenever the visibility is less than 3500 metres.
5.1.5
Operating instructions and intensity setting to be used in differing weather conditions shall be detailed in unit instructions/SATIs.
5.1.6
The periods of aerodrome lighting will be displayed, and will be in accordance with instructions from HQ CAA. The periods for display and setting shall be detailed in unit instructions/SATIs.
5.1.7
Hazard beacons shall also be displayed by day in conditions of reduced visibility and shall be detailed in unit instructions/SATIs.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-6-3
5.1.8
In addition to the times of display may hazard beacons also be displayed at any other time if requested by ACC or if considered necessary by the aerodrome controller.
5.1.9
When the actual time of departure of an aircraft is such that lighting will be displayed after aerodrome closing time, the pilot concerned should be warned that the aerodrome will close at the normal published time (which should be stated), and advised that lighting will only be displayed for 15 minutes after his departure. The availability of other aerodrome services, e.g. the aerodrome fire service, approach aids, etc. during these 15 minute period should also be clearly stated.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-7-1
CHAPTER 7 SIGNALS USED AT AERODROMES 1.
LIGHTS AND PYROTECHNIC SIGNALS
1.1
The following table lists light/pyrotechnic signals and their meaning. Characteristics & colour of light beam or pyrotechnic
From an Aerodrome To an aircraft in flight
Red pyrotechnic light, or red flares Continuous red light
Red flares
Do not land: wait for permission Give way to other aircraft & continue circling Do not land. Aerodrome not available for landing
Green flashes
Return for landing wait for landing clearance.
Continuous green
Cleared to land
Continuous Green
White flashes
Land at this aerodrome
White pyrotechnic lights, or switching On and Off the navigation lights, or switching On and Off the landing lights.
2.
-
From an aircraft in flight or an Aerodrome
To an aircraft or vehicle on the aerodrome -
-
stop
-
To aircraft: move clear of landing area To vehicle: move off the landing area or taxiway and watch for aircraft To aircraft: you may move on the manoeuvring area and apron. To vehicle: you may move on the manoeuvring area Cleared for takeoff Return to starting point on the aerodrome
--
-
-
By Night: May I land? By Day; May I land in direction different from that indicated by Landing T ? I am compelled to land
I am compelled to land
GROUND SIGNALS AND MARKING ICAO Annex 14 specifies dimensions and other details for ground aids.
2.1
Prohibition of Landing
2.1.1
A horizontal red square panel with yellow diagonals (Fig1) when displayed in a signal area indicates that landings are prohibited and that the prohibition is liable to be prolonged.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3-7-2
2.2
Need for Specific Precautions while Approach or Landing
2.2.1
A horizontal red square panel with one yellow diagonal (Fig.2) when displayed in a signal area indicates that owing to the bad state of the manoeuvring area, or for any other reason, special precautions must be observed in approaching to land or in landing.
Fig. 1
Fig. 2
2.3
Use of Runways and Taxiways
2.3.1
A horizontal white dumb-bell (Fig 3) when displayed in the signal area indicates that aircraft are required to land, take-off and taxi on runway and taxiways only.
Fig. 3
Fig. 4
2.3.2
The same horizontal white dumb-bell as in 2.3.1 but with a black bar placed perpendicular to the shaft across each circular portion of the dumbbell (Fig.4) when displayed in the signal area indicates that aircraft are required to land take-off on runways only, but other manoeuvers need not be confined to runways and taxiways.
2.4.
Closed Runway or Taxiway
2.4.1
Cross of a single contrasting colour, yellow or white (Fig 5) displayed horizontally on runways and taxiways or parts thereof indicate an area unfit for movement of aircraft.
Fig. 5
Fig. 6
2.5
Direction for Landing or Take-off
2.5.1
A horizontal white or orange landing T (Fig.6) indicates the direction to be used by aircraft for landing take-off, which shall be in a direction parallel to the shaft of the T towards the cross arm. Note : When used at night, the landing T is either illuminated or outlined in white coloured lights.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2.5.2
3-7-3
A set of two digits (Fig.7) displayed vertically at or near the aerodrome control tower indicates to aircraft on the manoeuvring area the direction for take-off, expressed in units of 10 degrees to the nearest 10 degrees of the magnetic compass.
Fig. 7 2.6
Fig. 8
Right Hand Traffic
2.6.1 When displayed in a signal area, or horizontally at the end of the runway or strip in use, a right-hand arrow of conspicuous co lour (Fig.8) indicates that turns are to be made to the right before landing and after take-off. 2.7
Air Traffic Service (ATS) Reporting Office
2.7.1 The letter C displayed vertically in black against a yellow background (Fig.9) indicates the location of the Air Traffic Service (ATS) reporting office.
Fig. 9 2.8
Fig. 10
Glider Flight Operation
2.8.1 A double white cross displayed horizontally (Fig.10) in the signal area indicates that the aerodrome is being use by gliders and that glider flights are being performed. 3.
CLOSE OF WATCH
3.1
At aerodrome where limited hours of watch are observed the following actions, as appropriate, shall be taken at the close of watch; a.
the landing “T” shall be covered or withdrawn from the signal area and runway(s)
b.
the runway control van shall be withdrawn form the manoeuvring area.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
4-1-1
SECTION – 4 AIR TRAFFIC SERVICES CHAPTER – 1 FLIGHT INFORMATION SERVICE 1.
INTRODUCTION
1.1
Regional procedures require that all aircraft on VFR flights and aircraft on IFR flights outside controlled airspace maintain a watch on the appropriate frequency providing a flight information service and file with that station information regarding their position. These reports will be made every 30 minutes after initial contact or following the last report over the established reporting points.
2.
APPLICATION
2.1
Flight information service shall be provided to all aircraft which are likely to be affected by the information and which are: a)
provided with air traffic control service; or
b)
otherwise known to the relevant air traffic services units.
2.2
Flight information service does not relieve the pilot-in-command of an aircraft from any responsibilities and the pilot-in-command has to make the final decision regarding any suggested alteration of flight plan.
2.3
In Karachi and Lahore FIRs, where air traffic services units provide both flight information service and air traffic control service, the provision of air traffic control service have precedence over the provision of flight information service.
2.4 In certain circumstances aircraft on final approach, landing, take-off and climb may require to receive essential information without delay other than that pertaining to the provision of air traffic control service.
2.5 All control areas and control zones within Karachi and Lahore flight information region are part of flight information region. 3
SCOPE of FLIGHT INFORMATION SERVICE
3.1
Flight information service includes the provision of pertinent: a)
SIGMET and AIR MET information;
b)
information concerning the release into the atmosphere of radioactive materials or toxic chemicals;
c)
information on changes in the serviceability of navigation aids;
d)
information on changes in condition of aerodromes and associated facilities, including information on the state of the aerodrome movement areas when they are affected by snow, ice or significant depth of water;
e)
information on unmanned free balloons;
f)
any other information likely to affect safety.
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Flight information service also provides the provision of information concerning: a)
weather conditions reported or forecast at departure, destination and alternate aerodromes;
b)
collision hazards, to aircraft operating in airspace Classes C, D, E, F and G;
c) for flight over water areas, in so far as practicable and when requested by a pilot, any available information such as radio call sign, position, true track, speed, etc., of surface vessels in the area. 3.3
The information regarding collision hazards including only known aircraft the presence of which might constitute a collision hazard to the aircraft informed, will sometimes be incomplete and air traffic services cannot assume responsibility for its issuance at all times or for its accuracy.
3.4.
ATS units should transmit, as soon as practicable, special air-reports to other aircraft concerned, to the associated meteorological office, and to other ATS units concerned. Transmissions to aircraft should be continued for a period to be determined by agreement between the meteorological and air traffic services authorities concerned.
3.5
Flight information service provided to VFR flights shall include, the provision of available information concerning traffic and weather conditions along the route of flight that are likely to make operation under the visual flight rules impracticable.
4.
LIMITING FACTORS
4.1 There are many factors which can limit the provision of flight information service including the following : a)
civil and military aircraft can fly on a multiple of track with many differing reporting points;
b)
absence of accurate navigation aids and associated position fixing may cause unreliable position reporting and estimates;
c)
the large size of the FIR makes it difficult for the controller to readily identify the many geographical locations and their proximity to each other;
d)
when supplied with flight plan information the controller sometimes has sketchy information that aircraft are adhering to planned route altitude and timings.
4.2 Because of the above, the assessment of a collision hazard is not exact and no form of positive control or provision of separation services can be provided. 5.
HAZARD WARNING
5.1 These are subject to the extent of accuracy of information and data available, the controller, at his discretion may offer to pilots of aircraft in communication with him a service of warning relating to the proximity of aircraft to each other : a)
these warnings should be issued to aircraft when the information presented to the controller indicates that aircraft are or will be in a dangerous proximity, or in a potential collision risk, to each other.
b)
the controller may on his initiative or on request, inform a pilot of the presence or absence of traffic known to the controller.
5.2 It is realized that in issuing these warnings the traffic information may be based on data of doubtful accuracy and possibly incomplete, the controller in these circumstances cannot assume responsibility for their issuance or accuracy on every occasion.
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6.
FLIGHT LEVELS IN THE FIR
6.1
Outside controlled airspace IFR flights will be conducted in accordance with the semi circular rule.
7.
MAP
7.1 A suitable map display of the flight information region concerned shall be provided at the flight information officer’s position. 7.2
Depicted on this map will be : a)
the FIR boundaries;
b)
ATS routes and navigation aids;
c)
all controlled airspaces and their dimensions;
d)
airfield and associated navigation aids;
e)
prohibited, restricted and danger areas and their limits
7.3 The shift supervisor on duty is responsible for ensuring that the following information affecting the area is also displayed at a prominent place for immediate reference :
8.
a)
the tracks limits and times of VVIP flights;
b)
the routes of special flights (military and civil) when notified;
c)
airspace restrictions of a temporary nature;
FLIGHT DATA
8.1 The Flight Information Officer will be provided with appropriate data display (flight progress strip display) in order that he can maintain, as far as possible a traffic presentation recording flight data provided by aircraft in contact with him and from flight plans. 9.
CO-ORDINATION AND LIAISON
9.1 Details of flights which cross FIR boundaries will be co-ordinated with the appropriate adjacent FIRs and will be made in such a manner so as to provide a continuation of the flight information and alerting service for VFR and IFR flights. The last position reports before passing from one FIR to an adjacent FIR shall also be made to the ATS unit serving the airspace about to be entered. 10.
AIRCRAFT JOINING OR CROSSING
10.1When a pilot requests permission from the Flight Information Officer to enter or cross a controlled or advisory airspace either in his own or an adjacent FIR the Flight Information Officer shall :
11.
a)
obtain the clearance from the appropriate air traffic control unit himself and pass it to the pilot on the appropriate frequency; or
b)
inform the pilot that he should change frequency in time to make the request at least 10 minutes before the estimate for the entry or crossing point.
LIAISON WITH AIRFIELDS
11.1 A Flight Information Officer receiving an ETA of an aircraft for a controlled aerodrome within his own FIR should advise the aerodrome of the ETA.
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11.2In the event that an aircraft concerned is landing at an uncontrolled airfield the aircraft will be instructed to remain on the appropriate FIC frequency and report his landing time. If unable to remain in communication after landing, the landing time shall be passed through other quickest means available. 12.
Operational Flight Information Services (OFIS) broadcasts
12.1
The meteorological information and operational information concerning navigation aids and aerodromes included in the flight information service shall, whenever available, be provided in an operationally integrated form as OFIS broadcasts.
12.2
Integrated operational flight information massages to be transmitted for various phases of flight with the contents and in the sequence.
12.3
These broad casts should be of three major types i.e HF,VHF and ATIS.
12.4
HF and VHF OFIS broadcasts should be provided on determination by regional air navigation agreement.
12.5
HF and VHF OFIS broadcasts massages should contain the following information in the sequence indicated a) En-route weather information Information on significant en-route weather phenomena should be in the form of available SIGMET. b) Aerodrome information including: 1) name of aerodrome 2) time of observation 3) landing runway 4) significant runway surface conditions and if appropriate, breaking action; 5) change in the operational status of the navigation aids, if appropriate; 6) holding delay, if appropriate; 7) essential operational information 8) surface wind direction and speed; if appropriate maximum wind speed 9) visibility and when applicable, RVR value 10) present weather 11) cloud below 1500m(5000feet) or below the highest minimum sector altitude, whichever is greater: cumulonimbus: if the sky is obscured, vertical visibility when available 12) air temperature; 13) dew point temperature; 14) QNH altimeter setting; 15) aerodrome or landing forecast; 16) notice of current SIGMET message; and 17) supplementary information on recent weather of operational significance and where necessary wind shear.
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13
Automatic terminal information service (ATIS broadcasts)
13.1
Automatic terminal information service (Voice & D-ATIS) broadcasts are provided at aerodromes where there is a requirement to reduce the communication load on the ATS VHF air-ground communication channels. When provided, they shall comprise: a)
one broadcast serving arriving aircraft; or
b)
one broadcast serving departing aircraft; or
c)
one broadcast serving both arriving and departing aircraft; or
d)
two broadcasts serving arriving and departing aircraft respectively at those aerodromes where the length of a broadcast serving both arriving and departing aircraft would be excessively long.
13.2
A discrete VHF frequency shall be used for ATIS broadcasts. If a discrete frequency is not available, the transmission may be made on the voice channel(s) of the most appropriate terminal navigation aid(s), preferably a VOR, provided the range and readability are adequate and the identification of the navigation aid is sequenced with the broadcast so that the latter is not obliterated.
13.3
ATIS broadcasts shall not be transmitted on the voice channel of an ILS.
13.4
ATIS broadcast shall be continuous and repetitive.
13.5
The information contained in the current broadcast shall immediately be made known to the ATS unit(s) concerned with the provision to aircraft of information relating to approach, landing and take-off, whenever the message has not been prepared by that (those) unit(s).
13.6
ATIS broadcasts provided at aerodromes designated for use by international air services should be available in the English language.
13.7
The ATIS broadcast message should, whenever practicable, not exceed 30 seconds, care being taken that the readability of the ATIS message is not impaired by the speed of the transmission or by the identification signal of a navigation aid used for transmission of ATIS. The ATIS broadcast message should take into consideration human performance.
13.8
Whenever ATIS is provided: a)
the information communicated shall relate to a single aerodrome;
b)
the information communicated shall be updated immediately a significant change occurs;
c)
the preparation and dissemination of the ATIS message shall be the responsibility of the air traffic services;
d)
individual ATIS messages shall be identified by a designator in the form of a letter of the ICAO spelling alphabet. Designators assigned to consecutive ATIS messages shall be in alphabetical order;
e)
aircraft shall acknowledge receipt of the information upon establishing communication with the ATS unit providing approach control service or the aerodrome control tower, as appropriate;
f)
the appropriate ATS unit shall, when replying to the message in e) above or, in the case of arriving aircraft, at such other time as may be prescribed by the appropriate ATS authority, provide the aircraft with the current altimeter setting; and
g)
the meteorological information shall be extracted from the local meteorological routine or special report.
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13.9
When rapidly changing meteorological conditions make it inadvisable to include a weather report in the ATIS, the ATIS messages shall indicate that the relevant weather information will be given on initial contact with the appropriate ATS unit.
13.10
Information contained in a current ATIS, the receipt of which has been acknowledged by the aircraft concerned, not to be included in a directed transmission to the aircraft, with the exception of the altimeter setting.
13.11
If an aircraft acknowledges receipt of an ATIS that is no longer current, any element of information that needs updating shall be transmitted to the aircraft without delay.
13.12
Contents of ATIS should be kept as brief as possible. Information already available in aeronautical information publications (AIPs) and NOTAM, should only be included when justified in exceptional circumstances.
13.13
ATIS for arriving and departing aircraft
13.13.1 ATIS messages containing both arrival and departure information shall contain the following elements of information in the order listed: a)
name of aerodrome;
b)
arrival and/or departure indicator;
c)
contract type, if communication is via D-ATIS;
d)
designator;
e)
time of observation, if appropriate;
f)
type of approach(es) to be expected; g) the runway(s) in use; status of arresting system constituting a potential hazard, if any;
h)
significant runway surface conditions and, if appropriate, braking action;
i)
holding delay, if appropriate;
j)
transition level, if applicable;
k)
other essential operational information;
l)
surface wind direction and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by operators ,the indication of the runway and the section of the runway to which the information refers;
m)
visibility and, when applicable, RVR;
n)
present weather;
o)
cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available;
p)
air temperature;
q)
dew point temperature;
r)
altimeter setting(s);
s) any available information on significant meteorological phenomena in the approach and climb-out areas including wind shear, and information on recent weather of operational significance; t)
trend forecast, when available; and
u)
specific ATIS instructions.
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SIGMET and AIRMET information
14.1 Appropriate SIGMET and AIRMET information as well as special air reports shall be disseminated to aircraft by one of the following means as determined by appropriate ATS authority a)
Direct transmission
b)
General call
c)
Broadcast
d)
Data link
14.2
Special air reports shall be disseminated to aircraft for a period of 60minutes after their issuance.
14.3
The special air report, SIGMET and AIRMET information to be passed to the aircraft on ground initiative should cover a portion of the route up to one hour’s flying time ahead of the aircraft
15
VOLMET Broadcasts
15.1
HF and/or VHF VOLMET broadcasts should be provided when it has been determined by regional air navigation Agreements that a requirement exists.
15.2
VOLMET broadcasts should use standard radiotelephony phraseologies.
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CHAPTER – 2 ALERTING SERVICE 1.
INTRODUCTION
1.1
Alerting service shall be provided: a)
for all aircraft provided with air traffic control service;
b)
in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to the air traffic services; and
c)
to any aircraft known or believed to be the subject of unlawful interference.
1.2
The alerting service shall be provided to all aircraft, which are, know by the air traffic services units to be operating within Karachi and Lahore FIRs.
1.3
The responsibility for initiating action normally rests with the air traffic services unit which was last in communication with the aircraft in need of search and rescue aid or which receives the news from an outside source.
1.4
Concerned area control centres shall serve as the central point for collecting all information relevant to a state of emergency of an aircraft operating within the flight information region or control area concerned and for forwarding such information to the appropriate rescue coordination centre.
1.5
In the event of a state of emergency arising to an aircraft while it is under the control of an aerodrome control tower or approach control unit, such unit shall notify immediately to the area control centre responsible which shall in turn notify the rescue coordination centre, except that notification shall not be required when the nature of the emergency is such that the notification would be superfluous.
1.6
Whenever the urgency of the situation so requires, the aerodrome control tower or approach control unit responsible shall first alert and take other necessary steps to set in motion all appropriate local rescue and emergency organizations which can give the immediate assistance required.
2
Notification of rescue coordination centres
2.1
Without prejudice to any other circumstances that may render such notification advisable, air traffic services units shall, notify rescue coordination centres immediately an aircraft is considered to be in a state of emergency in accordance with the following: a)
Uncertainty phase when: 1) no communication has been received from an aircraft within a period of thirty minutes after the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is the earlier, or when 2) an aircraft fails to arrive within thirty minutes of the estimated time of arrival last notified to or estimated by air traffic services units, whichever is the later, except when no doubt exists as to the safety of the aircraft and its occupants.
b)
Alert phase when:
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1) following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft, or when 2) an aircraft has been cleared to land and fails to land within five minutes of the estimated time of landing and communication has not been re-established with the aircraft, or when 3) information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely, except when evidence exists that would allay apprehension as to the safety of the aircraft and its occupants, or when 4) c)
an aircraft is known or believed to be the subject of unlawful interference.
Distress phase when: 1) following the alert phase, further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress, or when 2) the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or when 3) information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, or when 4) information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing, except when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance.
2.2
The notification shall contain such of the following information as is available in the order listed: a)
INCERFA, ALERFA or DETRESFA, as appropriate to the phase of the emergency;
b)
agency and person calling;
c)
nature of the emergency;
d)
significant information from the flight plan;
e)
unit which made last contact, time and means used;
f)
last position report and how determined;
g)
colour and distinctive marks of aircraft;
h)
dangerous goods carried as cargo;
i)
any action taken by reporting office; and
j)
other pertinent remarks.
2.3
The information which is not available at the time notification is made to a rescue coordination centre, should be sought by an air traffic services unit prior to the declaration of a distress phase, if there is reasonable certainty that this phase will eventuate.
2.4
The rescue coordination centre shall, without delay, be furnished with: a)
any useful additional information, especially on the development of the state of emergency through subsequent phases; or
b)
information that the emergency situation no longer exists.
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The cancellation of action initiated by the rescue coordination centre is the responsibility of that centre. Use of communication facilities
3.1
Air traffic services units shall, as necessary, use all available communication facilities to endeavor to establish and maintain communication with an aircraft in a state of emergency, and to request news of the aircraft.
4
Plotting aircraft in a state of emergency
4.1
When a state of emergency is considered to exist, the flight of the aircraft involved shall be plotted on a chart in order to determine the probable future position of the aircraft and its maximum range of action from its last known position. The flights of other aircraft known to be operating in the vicinity of the aircraft involved shall also be plotted in order to determine their probable future positions and maximum endurance.
5
Information to the operator
5.1
When an area control or a flight information centre decides that an aircraft is in the uncertainty or the alert phase, it shall, when practicable, advise the operator prior to notifying the rescue coordination centre.
5.2
If an aircraft is in the distress phase, the rescue coordination centre has to be notified immediately.
5.3 All information notified to the rescue coordination centre by an area control or flight information centre shall, whenever practicable, also be communicated, without delay, to the operator. 6
Information to aircraft operating in the vicinity of an aircraft in a state of emergency
6.1
When it has been established by an air traffic services unit that an aircraft is in a state of emergency, other aircraft known to be in the vicinity of the aircraft involved shall, be informed of the nature of the emergency as soon as practicable.
6.2
When an air traffic services unit knows or believes that an aircraft is being subjected to unlawful interference, no reference shall be made in ATS air-ground communications to the nature of the emergency unless it has first been referred to in communications from the aircraft involved and it is certain that such reference will not aggravate the situation.
7
AERODROME
7.1 Approach and aerodrome control units, when they are aware that an aircraft is in need of search and rescue aid, shall immediately:
8.
a)
set in motion the local rescue services and emergency organizations; and/or
b)
notify the shift Manager at the parent ACC.
FLIGHT INFORMATION REGION
8.1 Whenever it is reported from any source that an aircraft within a flight information region is in need of search and rescue aid, the ACC Shift Manager shall initiate emergency action unless it is known that the appropriate rescue organization has already been alerted. 8.2 If the position of the aircraft is not in doubt, emergency action shall be initiated by the ACC responsible for the flight information region: a)
within which the aircraft was flying at the time of the last communication;
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that the aircraft was about to enter when communication was last established at or close to the boundary; within which the destination aerodrome is located for aircraft which are either; i)
not equipped with suitable RTF, or
ii)
not under any obligation to transmit position reports
8.3 The ACC shall take emergency action, with the agreement of the air traffic services unit concerned, when an aircraft crashes during the transfer of control from one unit to another. 9
Initial Action
9.1
The initial action of the ACC in case of an aircraft in emergency is to inform Rescue Coordination Centre and the operator.
9.2
Subsequent Action Where appropriate : a)
confirm notification to the RCC by signal using the prefix INCERFA, ALERFA, or DETRESFA as appropriate;
b)
ensure that a supplementary flight plan is requested from the departure aerodrome;
c)
inform the planned destination aerodrome of a crash/forced landing and of the action taken;
d)
if it is known that an aircraft which has crashed or is likely to crash has a dangerous cargo on board, inform the rescue services; keep the aircraft operator informed;
e) f)
if the incident is reported by an outside source, take the name, address and telephone number of the person reporting.
10
ACC COORDINATION WITH RCC
10.1
ACC shall notify aircraft emergencies which require search and rescue aid to the Rescue Coordination centers detailed in paragraph 3. Other ACC which may be involved shall also be informed. Details of the alerting message appear in paragraph 6.
10.2
Shift Manager is responsible for initiation search and rescue action. To assist him in this task, the Area Controller may include a recommendation for search and rescue action in the telephone message.
10.3
Message shall be delayed because of lack of information. If a message is incomplete a further message is to be sent :
10.4
a)
if any useful additional information is received, and
b)
when the emergency situation no longer exists
alerting message is received from an adjacent FIR, the shift Manager shall: a)
relay the message on telephone to the rescue co-ordination centre without delay and confirm the teleprinter signal (unless it is known that the RCC has the information);
b)
assist the initiating unit searching for information about the aircraft in emergency.
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11
NOTIFICATION FORMAT
11.1
Following formal notification shall be used by all units of the air traffic services when notifying details of an emergency situation, using the most expeditious means available: a)
agency or person calling;
b)
nature of emergency;
c)
significant information of the flight, stating number of persons on board;
d)
time last communication received, by whom, and on what frequency;
e)
last position report and how determined;
f)
colour and distinctive marks of the aircraft together with registration;
g)
any action taken by the person or office notifying the emergency and
h)
any other pertinent information which may include number of persons observed alive, number of injured, extent of damage to the aircraft, form of ground assistance required, position, if on ground or water.
12
ALERT MESSAGE
12.1
Section 9 for composition and an example of an Alerting Message.
13
PHASES OF EMERGENCY
13.1
table here shows the phases into which emergencies fall. The decision to declare a phase earlier than described must be left to the discretion of the controller.
Phases of Emergencies Type of aircraft emergency Radio Failure Overdue No communication within a period of 30 minutes after the time it should has been received or from the time an unsuccessful attempt to establish communication was first made.
Attempts to establish communication during the UNCERTAINITY phase have failed.
Further attempts to establish communication during the alert phase have failed.
Fails to arrive within 30 minutes of the ETA last notified to, or estimated by ATC which ever is later. Enquires to relevant sources during the uncertainty phase have failed to revealed any news OR Aircraft has been cleared to land and fail to land within 5 minutes of the estimated time of landing. More wide spread enquires during the alert phase have failed to revealed any news OR The fuel on board is considered to have exhausted or is insufficient to enable the aircraft to reach safety.
Operating efficiency impaired
-
But not to the extended that the forced landing is likely.
To the extend that a forced landing is likely.
Forced landing (crash)
Exceptions
-
No-doubt exist as to the safety of the aircraft and its occupants
-
Evidence exist that would allay apprehension as to the safety of the aircraft and its occupants.
Non to have forced landed or
Where there is reasonable certainty that the aircraft an its occupants are not threatened by grave and imminent danger and do not require immediate
Phase
UNCERTAINTY
ALERT
Distress
Duration
Action taken
Maximum of 30 minutes
RCC and ACC collect, evaluate report. Rescue unit and other RCCs may be informed of the situation.
Maximum of 1 hour.
RCC alerts the search and rescue services for immediate action.
Until the aircraft is found and the survivors rescued OR It is clear that there is no longer any chance of so doing.
RCC puts the search and rescue plan into operation and directs it for a duration of his phase.
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crashed .
assistance.
14
ASCORT AIRCRAFT SEPARATION
14.1
The separation minima described in Section 1 may be reduced when an escort is being provided by a search rescue aircraft. In Pakistan flight information region separation may be reduced between escorted and escort aircraft to the extent that separation can be maintained visually or by using airborne radar. A minimum is not laid down.
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CHAPTER-3
SEARCH AND RESCUE SERVICES 1
Establishment and provision of S&R Services
1.1
Search and rescue services are available on a 24 hours basis
1.2
Search and rescue services within the limits of territorial water are also provided.
2
Search and Rescue regions
2.1
Karachi and Lahore FIRs are declared as Search and rescue regions to provide search and rescue services within Pakistan
3.
Rescue Coordination centre
3.1
objective is to co-ordinate all available search and rescue facilities within their areas to provide efficient organization to direct search and rescue operations
3.2
The Civil Aviation Authority has, for each Rescue Co-ordination Centre, published a search and rescue plan for their respective areas of responsibility. This plan consists of:
a ground organization under the RCC consisting of ground search and rescue units, alerting posts who are able to call upon local facilities and organizations (police, fire services, railway, post-telegraphs etc) to assist in S.A.R .operations;
air search and rescue accomplished by the Pakistan Air Force in conjunction with Pakistan Navy, Coast Guard and Maritime Security Agency, and rescue mission co-cordinator.
a sea search will be coordinated by the RCC SAR mission coordinator with Pakistan Navy, Coast Guard and Maritime Security Agency,
3.3 The plan gives a detailed description of the search and rescue organization together with all the authorities involved in the plan. Controllers should ensure that they are familiar with the search and rescue plan for their FIR and the SAR section of the AIP in order to provide effective ATC support to SAR operations.
3.4 Karachi and Lahore Area Control centers are declared rescue coordination centers for Karachi and Lahore FIRs respectively.
3.5 Pasni, Sukkar, Multan, Islamabad and Peshawar shall act as rescue sub center for relaying information to Karachi and Lahore rescue coordination centers, in case of no communication establish between rescue units and rescue coordination center. 3.5.1
All Airports within Pakistan acts as rescue units for rescue coordination centers
3.6 All Government and local bodies offices, Civil defence units , Pakistan railways, PTCL offices Radio Stations are declared alerting posts. 3.7 Each rescue coordination center shall have means of immediate communication that is telephone or direct line with
the associated air traffic services unit;
associated rescue sub centers;
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radio stations within the region
3.7.1 Each RCC shall have means of rapid and reliable communication with: a)
the rescue units in the region ;
b)
rescue coordination center in adjacent regions;
c)
meteorological offices or meteorological watch offices ;
d)
alerting posts;
e)
the COSPAS-SARSAT Mission Control Centre
3.8 Each search and rescue aircraft shall be equipped to be able to communicate on the aeronautical distress frequencies as prescribed. 3.9 Each search and rescue aircraft shall be equipped with a device for homing on emergency locator transmitters transmitting on 121.5 MHz.
3.10
Each search and rescue aircraft when used for search and rescue over maritime are as shall be equipped with frequency 2182 KHz for communication with merchant ships. NOTE: Detail instructions about search and rescue within Pakistan airspace and over territorial water are given in Search and Rescue Plan of Pakistan.
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CHAPTER-4 AERONAUTICAL INFORMATION SERVICE 1.
INTRODUCTION
1.1
Aeronautical Information is the information required by a pilot before conducting a flight for safe, and efficient air navigation.
1.2
An operator must have at his disposal such information as regulations concerning entry into and transit through the airspace of each country in which he intends to operate, aeronautical facilities and service available and procedures associated with them and information on airspace restriction and air navigation hazards.
1.3
It is the responsibility of the pilot-in-command of an aircraft to have available with him and acquaint himself with all appropriate aeronautical information affecting his flight.
1.4
Aeronautical information may be provided by an ATS unit during flight in the from of flight information.
1.5
Users of Aeronautical Information
1.5.1
The most obvious user is the pilot
1.5.2
Another category of users is represented by : a)
those engaged in airline operational control;
b)
chart and document-producing agencies; and
c)
the air traffic services units
2.
OBJECTIVE
2.1
The objective of the aeronautical information service is to ensure the flow of information necessary for the safety, regularity and efficiency of international air navigation.
3.
RESPONSIBILITY a)
to provide aeronautical information service; or
b)
agree with one or more other Contracting States for the provision of a joint service; or
c)
delegate the authority to a non-government agency for the provision of AIS provided that the standards and recommended practices of Annex 15 to the Convention on International Civil Aviation are adequately met.
CAA Pakistan shall remain responsible for the published information. 3.2.1
Pakistan being a signatory to the Chicago Convention has established an AIS to achieve the objective described in para2.
4.
AREA OF RESPONSIBILITY
4.1
The area of responsibility of an AIS is the entire territory of the State as well as the areas outside its territory where the State has accepted the responsibility for the provision of air traffic services.
4.2
The areas of responsibilities belongs to AIS in Pakistan are Lahore and Karachi FIRs.
5.
ORGANIZATION
5.1
In Pakistan AIS section is located at Jinnah International Airport Terminal 1, Karachi and working under Director of Operations through GM ATS.
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5.2
AIS aerodrome units are established at JIAP Karachi and AIIP Lahore Airports.
5.3
At airports where AIS aerodrome unit is not established, limited pre-flight briefing facilities are provided by aerodrome control tower
6.
RESPONSIBILITIES AND FUNCTIONS
6.1
An Aeronautical Information Service shall receive and /or originate, collate, collect or assemble, edit, format, publish distribute Aeronautical Information data. The Aeronautical Information is provided in the form of Integrated Aeronautical Information Package consisting of the following elements a) Aeronautical Information Publication (AIP) b) Amendment service in the AIP(AIP AMDT)
c) Supplement to the AIP(AIP SUPPLEMENT) d) NOTAM and NOTAM bulletins e) Aeronautical Information Circular (AIC) f) 6.2
NOTAM monthly Summary in plain Language (A&C Series)
An aeronautical information serve shall in addition obtain information to enable it to provide pre-flight information services and to meet the need for in flight information from a)
aeronautical information service of other States; and
b)
other sources that may be available, for enabling it to provide pre-flight information service and to meet the need for in-flight information.
6.3 An aeronautical information service shall promptly make available to the aeronautical information services of other States any aeronautical information required by them. 6.4 An aeronautical information service shall ensure that aeronautical information is available in a form suitable for operational requirements of : a)
flight operational personnel including flight crews and the service responsible for preflight information.
b)
the air traffic service units responsible for flight information service.
6.5 Aeronautical Information Service shall take all reasonable measures to ensure that the information it provides relating to its own territory is adequate, of required quality and timely. 6.6 An information NOTAM office shall be designated for the exchange of NOTAM internationally by Telecommunication. 7.
COLLECTION OF INFORMATION
7.1
Domestic Information
7.1.1
Raw data to be promulgated by AIS in the AIP, NOTAM or AIC should be originated by the technical branches of the aviation authority. Raw data include both basic and ephemeral information.
7.1.2
Basic information usually cover the more permanent or static material for inclusion in the AIP. Such information should be supplies to AIS well in advance in order to permit ample time for processing and promulgation, thus affording reasonable advance notice to operators.
7.1.3 Ephemeral information is semi permanent or mainly temporary nature. This includes work in progress, unserviceabilities and temporary withdrawal or return to operation of aeronautical facilities. ____________________________________________________________________________________________________
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7.2
Channels of Communication
7.2.1
The channel of communication for the submission of raw data to AIS should include : a)
messenger service;
b)
postal service;
c)
aeronautical fixed telecommunication network (AFTN);
d)
telephone
7.3
Selection of Foreign Information
7.3.1
The geographic coverage of foreign information required should be sufficient to cater for at least the first route segment requirement of not only the national operators but also for those foreign airlines which operate into or through the State. This coverage may be capable of satisfying day to day requirements quickly and accurately and also to cater for new requirements without undue strain.
8.
DISSEMINATION OF INFORMATION The aeronautical information is disseminated normally through the following publications: a)
Aeronautical Information Publication (AIP)
b)
Amendment service in the AIP (AIP AMDT)
c)
Supplement to the AIP (AIP SUPPLEMENT)
d)
NOTAM and NOTAM bulletins
e)
Aeronautical Information Circular (AIC)
f)
NOTAM monthly Summary in plain Language (A&C Series)
8.1
Aeronautical Information Publication (AIP)
8.1.1
A publication issued by or with the authority of a state and containing aeronautical information of a lasting character essential to air navigation.
8.1.2
The AIP is primarily intended to satisfy international requirements for the exchange of aeronautical information of a lasting character essential to air navigation. The form of presentation is, whenever practicable, designed to facilitate its use in flight.
8.1.3 AIP Pakistan 6th edition issued on one volume, is the basic Aeronautical Information document published for Pakistan, and contains information of lasting character, essential to air navigation. It is maintained up-to-date by an amendment service and AIP Supplements. 8.2
NOTAM
8.2.1
A notice containing information concerning the establishment, conditions or change in any aeronautical, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.
8.2.2
A NOTAM is issued when it is necessary to disseminate information of direct operational significance which : a)
is of an ephemeral nature;
b)
requires advance distribution; or
c)
is appropriate to the AIP but need immediate dissemination.
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8.2.3 The basic purpose of any NOTAM is the dissemination of information in advance the event to which it relates, except in the case of unserviceabilities which cannot be foreseen. Thus, to realize its purpose, the NOTAM must reach the addressee in sufficient time for any required action to be taken. 8.2.4
A NOTAM is distributed through : a)
Class I distribution
By means of telecommunication
b)
Class II distribution
By means other than telecommunication.
8.2.5
Class I distribution is normally the quickest means of distribution but the circular is restricted.
8.2.6
Class II distribution is normally via air mail and the matter is in printed form providing much wider scope for expression, maps and charts can be included. The NOTAM reaches the addressee in its original and the distribution is much wider.
8.2.7
Choice of the method of distribution rests on the time factors involved.
8.2.8 Class II distribution should preferably by made if time permits, and prior notification requirements, if any be met. 8.2.9
Unless all recipients can be given the requisite amount or prior notice by a NOTAM given Class II distribution, it should either be given Class I distribution entirely or additionally where necessary..
8.2.10 Whenever circumstances notified by the Class I distribution only in the first instance because of the time factor, are likely to last for a sufficient period of time to warrant confirmation, the circumstances should be confirmed by a future NOTAM given Class Ii distribution. This is particularly necessary in order to provide a more permanent record and also to give necessary wider circulation in the case of any important information regarding a circumstance of lasting character. 8.2.11 In all cases this action should be taken as soon as practicable and never delayed for more than three months.
8.2.12 Each NOTAM shall be allocated a serial number by the originator, the number shall be consecutive and based on the calendar year.
8.2.13 When NOTAM are issued more than one series, each shall be separately identified by a letter.
8.2.14 NOTAM : distributed by telecommunication (Class I distribution) are issued by the international NOTAM Office in three series as follows : 8.3
Series “A” NOTAM
8.3.1 NOTAM containing information of concern to long and medium range flights and given selected international distribution. 8.4
Series ‘B’ NOTAM
8.4.1 NOTAM containing full information on all airports, facilities and procedures available for use by International Civil Aviation, and given international distribution to adjacent states only. 8.5
Series ‘C’ NOTAM:
8.5.1 NOTAM containing information of concern to air craft other than those engaged in International Civil Aviation and given national distribution only. ____________________________________________________________________________________________________
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8.5.2 NOTAM : distribution by means other than telecommunication (Class II distribution) are issued three series as follows: 8.6
Series ‘A’
8.6.1 NOTAM containing information concerning facilities, services and procedures of interest to International Civil Aviation, and given international distribution. 8.7
Series ‘B’
8.7.1 NOTAM containing information on changes of short duration to facilities, services and procedures of concern to International Civil Aviation and given international distribution to concerned states only. 8.8
Series ‘C’
8.8.1 NOTAM containing information of concern only to aircraft other than those engaged in International Civil Aviation and given national distribution only. Note: In Pakistan A and B series are combined and NOTAM containing information of concern to international aviation are issued without a series indicator. NOTAM issued under series C be assigned serial number preceded by letter C. 8.9
AIRAC System
8.9.1
“AIRAC” is an acronym for Aeronautical information Regulation and Control.
8.9.2
Information concerning changes in facilities, services or procedures in most cases requires amendments to be made to airline operations manuals, or other documents produced by various agencies. The organizations responsible for maintaining these publications up to date usually work for a pre-arranged production Programme. Therefore, if NOTAM concerning such information were published indiscriminately with a variety of effective dates, it would be impossible to keep the manuals and other documents up to date. But, if throughout the year, a schedule of pre-determined dates on which changes were to become effective were fixed, it would then be possible for a productions programme to take account of or be based on these predetermined dates. Thus, NOTAM promulgated under this condition is said to be under the AIRAC System: A system (and associated NOTAM) aiming at advance notification based on common effective dates, of circumstance that necessitate changes in operating practices.
8.10
AIRAC
8.10.1 The establishment, withdrawal of and premeditated significant changes (including operational trials) to Limits (horizontal and vertical), regulations and procedures applicable to a)
flight information regions;
b)
control areas;
c)
control zones;
d)
advisory areas;
e)
ATS routes;
f)
Permanent danger, prohibited and restricted areas(including type and periods of activity when known) and ADIS;
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g)
Permanent areas or routes or portions thereof where the possibility of interception exists.
Positions, frequencies, call signs known irregularities and maintenance periods of radio navigation aids and communication facilities.
Holding and approach procedures arrival and departure procedures noise abetment procedures and any other pertinent ATS procedures.
Meteorological facilities (including broadcasts) and procedures.
Runway and stopways.
8.10.2 AIRAC Information will be issued so that the information will be received by the user not later than 28 days and for major changes not later than 56 days before the effective date. At AIRAC effective date a trigger NOTAM will be issued giving a brief description of the contents effective date and reference number the AIRAC AIP SUP that will become effective on that date. Trigger NOTAM will remain in force as a reminder until the new checklist/summary is issued. 8.11
Aeronautical Information Circular
8.11.1 AIC is a notice containing information that does not qualify for the origination of a Notam or inclusion in the AIP but which relates to flight safety, air navigation, technical, administrative or legislative matters. 9.
PRE-FLIGHT AND POST-FLIGHT INFORMATION
9.1
Pre-flight Information
9.1.1
Pre-flight Information is made available at each aerodrome normally used for international air operations. This includes any aerodrome serving as alternate to the regular aerodromes. Preflight Information Service should be organized and administered on the basis of the amount and type of traffic normally expected to use the aerodrome and on the length and number of the air routes originating at the aerodrome. Aeronautical information required for a flight should be made readily available to pilots or airline operators. Often pilots may not have the desired amount of time to spend in the unit, it is therefore of the utmost importance to present the information in such a way that it will facilitate self-briefing and thereby provide time-saving method for the pilot to obtain the required information.
9.2
Post-flight Information
9.2.1
The purpose of post-flight information is to ensure that any inadequacy, observed by an operator in the course of his operations, of facilities essential to the safety of those operations is reported to the authority responsible for them without undue delay.
9.2.2
In most cases the pilot reports any inadequacy of a facility on the appropriate air traffic services frequency and this information then passed to the responsible authority for any required action. If a pilot, after landing, wishes to confirm in writing his observations, or wishes to make an initial report, he may do so at the AIS unit, where a suitable form for this purpose should be available.
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CHAPTER-5 METEOROLOGICAL SERVICES 1.
INTRODUCTION
3.11
Pakistan Meteorological Department is working under the Ministry of Defence (Defence Division); it is the oldest scientific Department in this part of the world. Upon the creation of Pakistan, the Meteorological offices staff was taken over by the Department from the India Meteorological Department. At that time there were only 15 Weather Observatories and 320 staff. Today, the organization of Pakistan Meteorological Department is functionally oriented and provides the necessary framework for developing Meteorological Service. The current Organization is a comprehensive network of Meteorological Stations including those at airports. Sophisticated equipment has been progressively installed at various airports and this programme continues. Expansion of the existing network is being made to cope with the demands of International Civil Aviation. The Department also operates its own telecommunications network comprising teleprinter, and radio links, TCP/ IP based 64kbps point to point Karachi-Delhi leased circuit (and efforts for the same for Karachi –Tehran circuit are underway),VSAT based communication on national basis & SADIS (Satellite distribution of aviation forecast) for the collection and exchange of meteorological data. New Aeronautical Meteorological Stations have also been established at all the Feeder Service Airports.
2.
CLIMATOLOGY
2.1
Pakistan by virtue of its geographical location enjoys both tropical and extra-tropical climate. While it’s southern area mingles and merges with the tropical belt, its northern boundaries touch and experience the extra-tropical type of climate. Pakistan, while depending mainly on Monsoon Rains, also receives an appreciable amount of rainfall (about 40%) through extratropical disturbances traveling from west to east.
3.
PROVISIONS OF THE METEOROLOGICAL SERVICES
3.1
The Meteorological Department provides service to nearly all the disciplines. It, however, specifically provides Meteorological Information to aviation, Marine weather forecasting for MET area IX agriculture and various industries. As regards providing meteorological facilities to International Air Navigation, it rigidly follows provisions laid down by ICAO/WMO. With regard to aviation, the objective of Meteorological Service is the same as laid down in Para 2.1 of Annex-3 (Meteorological Service for International Air Navigation)? The meteorological services are under the jurisdiction of Director General, Meteorological Service Pakistan who is also the permanent representative with the WMO and also currently the member of Executive Council of WMO. In accordance with the ICAO, Pakistan Meteorological Department has established Aeronautical Meteorological Stations at aerodromes and other significant points for International Civil Aviation in Pakistan.
3.2
Aerodrome forecasts, landing forecasts, departure or take off forecasts and enroute forecasts are issued and exchanged nationally and internationally to meet requirements of civil aviation. All airport Meteorological office issue SIGMET Information, Aerodrome warnings and Wind Shear Warning whenever required and provide aeronautical Climatologic Information for the planning of flight operations.
3.3
Pakistan Meteorological Department provides service, to operators and flight crew members, which covers flight in respect of type, altitude and geographical extent. The information covers upper winds and upper air temperatures, significant enroute weather phenomena, aerodrome forecasts, forecasts of take-off and landing, SIGMET Information and air – reports relevant to flight operations. With regard to the type and format of meteorological information included in flight documentation, it is supplied according to the standards laid down by ICAO/WMO. Pakistan Meteorological Department also supplied information for Air Traffic Service and for Search and Rescue Services. Meteorological offices located at airports provide necessary information including Meteorological Warnings, not only to the aircraft and flights, but also to
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Airlines Operators and ATS Units located at respective airports. Briefing facilities to airline operators and their crewmembers are also available at all the Airports Meteorological Offices. The area of coverage by Aerodrome Meteorological Offices is restricted to Flight Information Region (FIR) in the country, However, documentation along with landing forecast of the aerodrome of destination as well as enroute weather conditions are provided for all nationals and international routes. 4.
AERONAUTICAL METEOROLOGICAL INFORMATION SUPPLIED, AS NECESSARY, TO ATS UNITS Information
Distribution
Aerodrome reports
MET station (TREND
METAR (With Trend)
prepared by MET office
Destination TWR
Frequency 1/2 hourly
APP ACC FIC Communication stations
Selected special reports
MET station (TREND
(SPECI) and Special
prepared by MET office)
reports (with TREND)
TWR
Issued when warranted
APP ACC FIC Communication stations
Aerodrome forecasts
MET office
(TAF)
TWR
Every 6 hour
APP ACC FIC Communication stations
Aerodrome warning
MET office
TWR APP
Issued when WARRANTED
Communication stations Upper wind and
MET office and/or *
temperature forecasts
WMO
SIGMET
* WMO
ACC
Every 12 hours
FIC
TWR APP
Issued when WARRANTED
FIC Communication stations
* Meteorological watch office 5.
METEOROLOGICAL ROUTINE REPORTS
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ITEM Time of observation Surface wind
Ground visibility RVR Cloud
CAVOK
Surface Air Temperature/Dew Point Temperature Pressure Values QNH QFE Supplementary Information
4-5-3
UTC Direction in degrees true to nearest 10 degrees and speeds in knots, in addition. a) Maximum & minimum wind speed when the speed varies by more 4than 10 knots from the mean b) Any variation in direction by more than 60 degrees if the speed exceeds 5 knots a) In increments of 100 meters when visibility is 5000 meters or less b) In whole kilometers when more than 5 KM but less than 10 KM c) In excess of 10 KM it is given as 10KM See Section 3 Chapter 3 Amount in Octas level, type and height of cloud base above aerodrome elevation as follows: a) Lowest layer or mass regardless of the amount b) Lowest layer or mass covering more than 2/8. c) Lowest layer or mass covering more than 4/8. d) Cumulonimbus (CB) whenever observed and not reported in previous parts of the report. This term is used when the following visibility/cloud/weather conditions occur simultaneously: a) Visibility, 10 KM or more, b) Cloud, no cloud below 5000 ft. or below the highest minimum sector altitude whichever is greater and no cumulonimbus are observed. c) Weather, no precipitation, dust storm, thunderstorm shallow for or low drifting snow. Reported in whole degrees Celsius. Air temperature is identified by T and dew point by DP i.e. T 17 DP 16 (temperature 17 dew point 16) In Millibar rounded down to the nearest lower whole Millibar. QNH 1011.4 QFE 995.6 becomes 995. Includes information on significant meteorological conditions particularly on the approach or climb out areas. Specifically locations of CB thunderstorm wind shear or directional variations in visibility
Landing forecasts, a trend forecast, is often attached to a routine report and together they constitute a ‘trend type’-landing landing forecast. 5.4
TIME
Surface Wind
a) b) c)
6.
When mean surface wind has changed by 30 degrees or more than the latest report, the mean speed before and/or after the change being 20 KT or more. When means surface wind speed has changed by 10 KT or more from that given in the latest report, the mean speed before and/or after the change being 30 KT or more. When the variation form the mean surface wind speed (gusts) has increased by 10 KT or more from that given in the latest report, the mean speed before and/or after the change being 15 KT or more.
Visibility
When the visibility change to or passes: a) 800 or 1500 m these reports are not required when RVR is given b) Either 5000 M or 8000 m, where a significant number of flights are operated in accordance with VFR the value of 8 KM is used.
RVR
When RVR changes to or passes 200, 400 or 800 M.
Weather
When a thunderstorm, hail snow and rain mixed, freezing precipitation drifting snow, dust storm sandstorm, squall or funnel cloud (TORNADO water spout) begins or ends or changes in intensity.
Cloud
When the height of the base of cloud covering more than half the sky changes to or passes 200, 500 or 1000 ft.
SIGMET INFORMATION
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6.1 The purpose of SIGMET information is to advise pilots of the occurrence or expected occurrence of en-route weather phenomena which may affect the safety of aircraft operations, including the following phenomena : a)
at subsonic cruising levels : active thunderstorm area; tropical cyclone; severe line squall; heavy hail; severe turbulence; severe icing; marked mountain waves; widespread sandstorm or dust storm
7.
AERODROME WARNING
7.1
The purpose of aerodrome warnings is to give concise information, in plain language, of meteorological conditions which could adversely affect aircraft on the ground, including parked aircraft, and the aerodrome facilities and services.
7.2
Aerodrome warnings are issued on accordance with local arrangement to operators, aerodrome services and to other concerned, by the meteorological office designated to provide service for that aerodrome. They on the ground, including a parked aircraft, and the aerodrome facilities and services. -
tropical cyclone; thunderstorm; hail; snow; freezing precipitation; hoar frost or rime; sandstorm; dust storm; rising sand or dust; squall; frost.
8.
CONTENTS OF AIR-REPORTS
8.1
A report consisting of a position report and of meteorological information is called an ‘airreport’. (It may also contain operational information). The elements contained in air-reports and their order in the AIREP message are as follows :
Section 1 (Position information) Section 2 (Operational Information Section 3 (Meteorological information)
9
Aircraft identification Position Time Level Next position and time over Estimated time of arrival Endurance. Air temperature Wind Turbulence Aircraft icing Supplementary information.
Close liaison shall be maintain between the meteorological department and Air traffic services units on matters which affect the provision of meteorological services
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10
The meteorological information supplied to the Air traffic services personnel shall be up to date, consistent with Human factors principles and shall be informs which requires a minimum interpretation.
11
Air Traffic Services units shall pass the routine and special air report received on voice communications to associated meteorological watch office without any delay.
12
At aerodromes routine observations shall be made available by meteorological department throughout the 24 hours each day to appropriate ATS units at an interval of one hours and half hours respectively
13.
SUPPLY OF INFORMATION
13.1
Meteorological Information supplied to ACC is summarized below. Full details of the information supplied by the meteorological office are given in Section 8.
13.2
Summary of meteorological information supplied to area control units. Routine Reports Trend Forecasts Forecast conditions within the FIR SIGMET message Forecast QNH values Runway Visual Range Diversion Advice
For main and alternate airports within the FIR and when required within adjacent FIRs. For main and alternate airports within the FIR Unit arrangement with the meteorological office Affecting any area within the FIR For altimeter settings within the FIR At each specific RVR equipped airport When requested
13.3
The relevant broadcasts supply most of the meteorological information required by the aircraft in flight. However, on occasions it may be necessary to supplement this information on an operational frequency, particularly with SIGMET messages and RVR observations.
14.
TRANSMISSION OF METEOROLOGICAL INFORMATION
14.1
The following methods are used to pass the metrological information to aircraft in flight: a)
Direct transmission to individual aircraft;
b)
General call on ATC frequencies;
c)
VOLMET or ATIS broadcasts
It is essential to ensure that the information transmission conforms to that requested (e.g. don’t a report when a forecast is requested). 14.2
The shift Manager is to ensure that SIGMET messages are transmitted to aircraft likely to be affected, preferably by direct transmission.
14.3 14.4
In METAR and SPECI ,the visibility shall be representative of the aerodrome and its vicinity. In case of significant directional variations in visibility: a)
the prevailing visibility shall be reported; and
14.5
b) the lowest visibility shall be reported with an indication of the direction of observation. RVR values will be transmitted on request by the pilot or when deemed necessary.
15.
SOURCES OF INFORMATION
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Normally controllers shall transmit only the information that has been supplied or agreed by the meteorological office to aircraft in flight except: a)
sudden or unexpected deterioration which the controller, in the interest of safety, deems advisable to immediately warn aircraft and consult the meteorological local office afterwards;
b)
information given by an aircraft in flight may be passed to other aircraft when the controller considers it may be useful to them. Reports from aircraft that affects safety e.g. severe turbulence, dust storms, severe icing shall be passed to aircraft likely to be affected. When this happens the controller shall state that the information was provided by an aircraft in flight and the time at which it was made. These reports should be communicated as soon as possible to the meteorological office who will decide if it warrants a special report;
c)
cloud echoes observed on radar: The use of radar for reporting weather information is given in Section 1 Chapter 5 .
d)
runway visual range observations: Where IRVR is not available aerodrome controller will pass a value based on human observation method on current visibility.
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SECTION – 5 CHAPTER – 1
AIRCRAFT EMERGENCIES 1.
INTRODUCTION
1.1
The circumstances of each aircraft emergency can vary to such an extent that detailed instructions cannot be given for every situation. The procedure outlined in this section is intended, as a general guide and controllers must use their own judgment when dealing a particular emergency.
1.2
The procedures described in the preceding sections and the appropriate standard phraseology may also be varied to meet an emergency situation but separation should be restored as soon as possible after any reduction was made to cope with the emergency. Special arrangements, made locally for handling aircraft emergency, are given in unit instructions.
2.
CONTROLLER’S RESPONSIBILITY
2.1
Controllers must always be alert to the possibility of an aircraft emergency. Speed may be necessary in certain circumstances but calm and co-ordinated actions are essential in all situations.
2.2
Controllers shall offer as much assistance as possible to any aircraft that is considered to be in an emergency situation. An emergency may require alerting action to be taken immediately or it may develop to that point later.
2.3
The Shift Manager should be informed as soon as practicable who will then supervise the entire emergency situation, where more than one air traffic services unit is involved complete co-ordination must be maintained between units.
3.
RECOGNIZING EMERGENCY SITUATION
3.1
A controller may suspect that an aircraft is in emergency when : a)
radio contact is not established at the time it is expected to be established;
b)
radio contact is lost;
c)
a pilot makes a report about the malfunctioning of the aircraft or the unusual behavior of persons on board, or
d)
the erratic behavior of an aircraft or radar blip is observed;
e)
it is overdue at an aerodrome
More positive indications that an aircraft is in an emergency are described in the following paragraphs. 4.
DISTRESS AND URGENCY MESSAGE
4.1
There are two classes of emergency message :Distress
:
A condition of being threatened by serious and/or imminent danger and of requiring immediate assistance.
Urgency
:
A condition concerning the safety of an aircraft or other vehicle, or of some person on board or within sight, but which does not require immediate assistance.
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The message will contain as many as possible of the following items :MAYDAY, MAYDAY, MAYDAY (for distress messages) OR PAN, PAN, PAN, (for urgency messages) and Name of the station addressed (time and circumstances permitting) Identification of the aircraft. Persons on board. Notification of the emergency Intention of the Pilot-in-Command. Present position, level and heading. Qualification of the pilot, student pilot, IMC or full instrument rating As much other information as time permits 5.
INDICATIONS BY VISUAL SIGNAL FROM AIRCRAFT
5.1
Notification of distress by visual signal can be by one or more of the following methods : -
the signal SOS with signaling apparatus;
-
a succession of pyrotechnic lights fired at short intervals, each showing a single red light;
a parachute flare showing a red light; Notification of urgency by visual signal will be : a)
b)
For an aircraft in difficulty which compels it to land without requiring assistance; the following signals : -
switching the navigation lights ON and OFF repeatedly
-
successive use of white pyrotechnical lights
For an aircraft with a very urgent message to transmit concerning the safety of an aircraft (including sending the message), a signal XXX with signaling apparatus.
6.
RADAR PROCEDURES
6.1
When dealing with emergency situations, a radar controller must first correctively identify the emergency (e.g. unable to maintain altitude, pilot lost, aircraft fire, aircraft loss of control, etc.) and then take into consideration all other pertinent factors in order to deal with the situation effectively. These factors might include any or all of the following: a)
weather conditions;
b)
aircraft’s ability to reach an appropriate aerodrome;
c)
availability of suitable runway;
d)
type of approach available;
e)
separation from other aircraft under control;
6.2
Departure Emergencies
6.2.1
In the case of an emergency occurring immediately after take-off, the pilot may decide to land back at the aerodrome as soon as possible. If prevailing meteorological conditions do not permit a visual approach, the radar controller should endeavour by the most direct vector, keeping in view the following factors :-
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a)
severity of emergency, i.e. availability of time; weather conditions;
b)
radar coverage, i.e. keeping the aircraft close (but not too close) to the aerodrome;
c)
type of aircraft and its performance;
d)
the aircraft should be allowed to choose direction of turn back to the aerodrome using phraseology such as :“Make your heading … and advice direction of turn”.,
e)
priority should be given to positioning the aircraft on downwind leg and asking what type of approach is preferred by the pilot;
f)
if the aircraft’s ability to maintain height is suspected advise the aircraft to maintain best possible altitude, check the same, and route accordingly; and
g)
avoid giving mandatory descent instructions; instead use the phraseology:“When ready, descend to …. feet”.
6.3.
Lost Aircraft
6.3.1
Pilots usually don’t declare that they are lost; it is generally only under very desperate conditions .Difficulties are often accompanied by poor flight conditions and depleted fuel. In addition, the pilot’s lack of experience may be a serious compounding factor.
6.3.2
As soon as a pilot indicates that he may be lost, the radar controller should afford all possible assistance and try to cultivate confidence in the pilot.
6.3.3
The controller should fix position of the aircraft by :a)
using DF facilities on radar or from previous position report if practicable;
b)
asking the aircraft to climb to bring the aircraft under radar coverage and /to keep above terrain and obstacles; Note:
c)
Often the pilot may not agree to climb due to possibility of entering instrument conditions. In such circumstances only desired heading/tracks may be passed.
providing bearings/tracks based on assessed position to bring the aircraft back on the track and by asking whether any further assistance is needed.
6.4
Aircraft unable to maintain level flight
6.4.1
When an aircraft is unable to maintain level flight due to any reason, the radar controllers should assess how long (in distance) the aircraft can remain airborne. To calculate the maximum available flying distance and maximum airborne time remaining the controller must know the following:-
6.4.2
a)
aircraft’s ground speed;
b)
aircraft’s level;
c)
aircraft’s rate of loss of height
Calculate the margins needed by the aircraft to reach a place to land. Time the aircraft can remain airborne (in minutes) Distance to reach safety
=
=
Present height Rate of loss of height
Time (in minutes) x Ground speed (in NM per minutes)
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-1-4
6.4.3
Consider an appropriate aerodrome for the aircraft within the maximum available range, and vector the aircraft by most direct route to that aerodrome, preferably on final approach for a suitable runway. If it is not possible to take the aircraft to any suitable aerodrome, attempt to position the aircraft over the most suitable terrain for the least hazardous landing, e.g., open flat country, coast, disused aerodrome or a river estuary.
6.4.4
Pass distance to aerodrome or touchdown as frequently as possible, also giving information as to what the height of the aircraft should be. For example at 20 NM from touchdown the aircraft should be advised using appropriate phraseology, e.g., “Distance 20 miles from touchdown, on a 3 degree glide path your altitude should be 6000 feet on QNH …HP”.
7.
INDICATIONS ON RADAR
7.1
Pilots may select the following SSR transponder codes to indicate the emergency situation: Code 77 (7700) -
Aircraft Emergency
Code 76 (7600) -
Radio Failure
Code 75 (7500) -
Hijack or Other Act of Violence
7.2
if an aircraft in emergency is transponder on an operational code the pilot will not normally select code 7700 unless he decides, or is advised to do so. NOTE: Aircraft which are being tracked by a processed radar surveillance system will continue to be tracked by the system by virtue of processor memory of the identification code used before the aircraft switched to a Special Condition Code.
7.3
Military aircraft fitted with IFF transponders may select the IFF special emergency feature.
8.
EMERGENCY TRIANGLE PROCEDURE
8.1
Pilots lost or uncertain of position and experiencing either transmitter or complete radio failure are advised, as a last resort, to carry out special procedures to indicate to radar controllers that they require assistance.
8.2
The aircraft fly at least two triangular patterns, before resuming course, as follows: Aircraft Speed
Length of Leg
Transmitter only
300 Kt or less More than 300 Kt.
2 minutes 1 minute
Right hand turns
Failure
Complete Failure Left hand turns
If triangular pattern is observed, radar controllers, shall advise the shift Manager of the position and track and continue to plot the position of the aircraft whilst it is within radar coverage. 8.3 8.4
Radar controllers observing a right-hand triangular pattern should attempt to establish oneway RTF contact with the aircraft on any available frequency and, if successful, provide vectors to an area suitable for visual descent and/or to an airport suitable for landing. ATSUs observing left-hand triangular patterns should immediately consider the possibility of another aircraft (preferably a military interceptor aircraft) agreeing to be vectored to the distressed flight to provide ‘follow-me’ type of assistance.
9.
EMERGENCY AIRCRAFT - SELECTION OF CONTROLLING AGENCY
9.1
On receipt of information that indicates that an aircraft is in emergency, the decision whether or not to transfer the aircraft to other ATSU will depend upon the circumstances and no hard and fast rules will apply. The following guidelines will help controller to make this decision.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-1-5
9.2
Retaining Control
9.2.1
If the controller can offer immediate assistance the aircraft should normally be retained on the frequency. If necessary, impose a radio silence on other aircraft or transfer them to another frequency.
9.2.2
The aircraft will have to be retained on the original frequency if it is unreasonable to ask the pilot, or if he is not prepared, to change frequency. The controller may be able to relay instructions and information from other units to the pilot.
9.3
Transferring Control
9.3.1
If a controller considers that another unit may be able to give more/better assistance than he can , and in the circumstances it is reasonable to ask the pilot to change frequency, he shall either : a)
consult the shift Manager and transfer the aircraft according to given instructions, or
b)
alert the nearest suitable unit and transfer the aircraft to an appropriate frequency giving assistance to that unit as required.
9.3.2
Before transferring aircraft, controller should obtain sufficient information from the pilot to be convinced that the aircraft will receive more assistance from another unit. If a change of frequency is desirable the pilot must be instructed to revert immediately if there is no reply on the new frequency. Controllers should then listen on the original frequency until the aircraft is known to be in two-way communication.
10.
INTERCEPTED EMERGENCY MESSAGE
10.1
If a controller intercepts a message from an aircraft, which indicates that it is in emergency, he should pass it to the station being called. He should continue to listen out until satisfied that the aircraft is in two-way communication with an air traffic service unit.
10.2
If it appears that the message is not being acknowledged the controller shall, in addition : a)
forward the message to the station being called and/or the shift Manager;
b)
attempt to establish two-way communication with the aircraft, and:
c)
extend every assistance to the emergency aircraft.
11.
AIRCRAFT EMERGENCIES – GENERAL PRINCIPLES.
11.1
Having decided to retain the aircraft and deal with the emergency controller shall use every means available to assist the pilot. Each situation must be dealt with according to the circumstances. Controllers are to take any of the actions described below which may be appropriate but should note that the list is not exhaustive nor in any preferred order.
11.2
Local Emergency Services
11.2.1 Alert the local emergency service for the area of expected forced landing if within the radius of action of the aerodrome fire service. 11.2.2 If it is expected that the forced landing is outside the radius of action of the aerodrome fire services, notify appropriate organizations in accordance with unit instructions. 11.2.3 When the aircraft is not expected to reach the local area i.e. losing height, notify the shift Manager immediately that distress phase exists
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 11.3
5-1-6
Nearest Aerodromes
11.3.1 Advise the pilot of the location of the nearest aerodrome(s) and suggest a suitable aerodrome for landing. The ACC will be able to assist in the selection. 11.3.2 Notify the aerodrome selected for emergency landing so that it can make suitable preparation. 11.3.3 Warn other aerodrome in the vicinity and on the track to standby. This can most easily be done through the ACC. 11.4
Plot Position
11.4.1 Plot the position of the emergency aircraft and its subsequent track. Radar should be used whilst the aircraft is under coverage. 11.4.2 It may be advisable to plot the position and track on a map. Controller should always pass position information about an emergency aircraft to the ACC and other units near the aircraft position. 11.5
Uninterrupted Approach
11.5.1 Ensure that an aircraft in emergency has an uninterrupted approach to the selected aerodrome. Rearrange the traffic pattern if necessary. 11.6
Emergency Descent
11.6.1 An aircraft making an emergency descent through other traffic shall be given priority one. Controllers shall give all necessary assistance and information and take immediate action to safeguard other aircraft. 11.6.2 When necessary, controllers are to broadcast an emergency message on appropriate frequencies giving instructions to other aircraft during and after the emergency descent. 11.6.3 Inform the Shift Manager /FOO/COO of the aircraft in emergency giving details of action already taken. The supervisor shall:
11.7
a)
co-ordinate the operation unless immediately effective action can be taken at the originating unit;
b)
take alerting action ;
c)
alert the RCC;
Other Aircraft Advise other aircraft likely to be affected or able to assist.
11.8
Aircraft Operator
11.8.1 Inform the operator if one of his aircraft is in emergency. Normally the Shift Manager should keep the operator informed of all subsequent developments. 11.8.2 A message from the operator (e.g. bomb warning, suspected damage to airframe etc.) is to be passed to the Chief Security Officer immediately using the operator’s own words. A message which has to be relayed via ACC outside PAKISTAN must be confirmed with a signal on priority SS, and addressed to the aircraft. 11.9
Dangerous cargo If the pilot of military aircraft in emergency declares that he is carrying dangerous cargo, the PAKISTAN AIR FORCE is to be informed immediately.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-1-7
12.
FUEL DUMPING
12.1
Pilots of aircraft in flight are permitted to dump fuel ENROUTE in emergency, the decision to jettison rests solely with the pilot.
12.2
Normally the pilot will fly to the nearest fuel dumping area and carry out fuel dumping procedures.
12.3
Before authorizing an aircraft to dump fuel ENROUTE, controller must consider two important aspects of this operation : a) b)
12.4
the recommended minimum altitude from which the fuel should be jettisoned; and the airspace likely to be affected by the jettisoned fuel.
Altitude Requirement
12.4.1 Investigations have shown that if fuel is dumped above 1000 feet there is little likelihood of any flammable mist developing near the ground, or that humans and animals will suffer any toxic effects. Nevertheless, an altitude considerably above 1000 feet is needed to ensure that the jettisoned fuel will be vaporized completely. 12.4.2 Controller will therefore recommend that aircraft dumping fuel, in other than emergency circumstances, should maintain a minimum height of 6000 feet. 12.5
Airspace and Separation.
12.5.1 The airspace around a dumping aircraft, affected by the fuel release, is known as the “Vapor Zone” and other known traffic shall be separated from the aircraft dumping fuel by
at least 10NM horizontally, but not behind the aircraft dumping fuel
vertical separation if behind the aircraft dumping fuel within 15 minutes flying time or a distance of 50NM by; a) at least 1000 feet if above the aircraft dumping fuel b) at least 3000 feet if below the aircraft dumping fuel.
1000 feet
3000 feet
Vapor Zone 12.5.2 In other than emergency circumstances, controllers shall specify which section of a designated track may be used for fuel dumping. 12.5.3 For the purpose of providing separation, all the airspace containing the track section specified in para 12.5.2, the selected altitude, and a full allowance for the “vapour zone” shall be treated as reserved airspace from the time dumping is expected to commence until 15 minutes after it is completed.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 12.6
5-1-8
Emergency Dumping
12.6.1 In emergency, when the aircraft is unable to meet the above conditions, or when fuel must be dumped enroute without adequate warning or delay, controller shall make every effort to keep other aircraft clear of the “vapor zone”. 12.6.2 When information is received that an aircraft plans to dump duel, obtain the following information considering the possibility that aircraft may switch off their R/T equipment while jettisoning fuel. a)
proposed track to be flown;
b)
period of time involved;
c)
weather conditions in which the operation will be carried out.
12.6.3 Controllers will broadcast on appropriate frequencies fuel dumping advisory when fuel jettisoning starts and every three minute until 15 minutes after the termination of the operation. Examples:
a)
ALL STATIONS EXERCISE CAUTION FUEL DUMPING IN PROGRESS BY ………….(type of aircraft) AT …………..(position/area) ON ……….. (course) FROM ……… (level) AVOID FLIGHT WITHIN FIVE NMs OF FUEL DUMPING AREA.
b)
ALL STATIONS FUEL DUMPING IN PROGRESS AT …………..(area) FROM …………(level) AVOID THIS AREA UNTIL …….. (time).
12.6.4 Except in dire emergency, fuel dumping shall not be permitted: a)
over populated area
b)
over ‘holding areas’
c)
in the vicinity of thunderstorm activity
13.
AIRCRAFT EMERGENCIES – SPECIFIC PROCEDURES
13.1
In addition to the general principles described in the preceding paragraphs more specific guidance is given in the following chapters covering emergency situations: CHAPTER 2
-
Strayed or unidentified aircraft
CHAPTER 3
-
Overdue aircraft
CHAPTER 4
-
Radio failure
CHAPTER 5
-
Hijacking and the unlawful use of aircraft
CHAPTER 6-
-
Bomb warning to aircraft
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-1-9
International Ground-Air Emergency Code
I
II
Need doctor serious injury
Will attempt Takeoff to proceed
LL F L W
Need medical supplies
All well
not understood
Need fule and oil
Need engineer
Aircraft badly damaged
X
probably safe need map to land here and compass
↑ Am going in this direction
Need food and water
need signal need firearms unable to lamp and ammunition proceed
Y affirmative (Yes)
indicate direction
N Negative (No)
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-1-10
Ground /Air Visual signals for use by Land Parties.
Message
Code symbol
Have divided in two groups. Each proceeding in direction indicated.
Information received that aircraft is in this direction.
We have found all personnel. We have found only some personnel
Nothing found. Will continue search.
We are not able to continue. Returning to base.
Operation is ended. Return to your base.
NN XX LLL
Instructions for Use 1.
Make signals not less than 8 feet (2.5m).
2.
Take care to layout signals exactly as shown.
3.
Provide as much colour contrast as possible between signals and background.
4.
Make every effort to attract attention by other means such as radio, flares, and smoke, reflected light.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-1-11
Paulin Signals
C.
Body Signals
need medical assistance
Pick us up plane abandoned
All ok – do not wait
land here
however receiver is operating
used dropped message
do not attempt to land here
need mechanical help or parts
Affirmative (Yes)
can proceed shortly – wait if practical
Negative (No)
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-2-1
CHAPTER – 2 STRAYED OR UNIDENTIFIED AIRCRAFT 1.
STRAYED AIRCRAFT
1.1
Definition: An aircraft which has deviated significantly form its intended track or which reports that it is lost
1.2
An aircraft may be considered, at the same time, as strayed aircraft by one unit and unidentified aircraft by another unit.
1.3
Every possible assistance to be given to a pilot who reports that he is lost or uncertain of his position. A controller should not be influenced by the fact that any action that he takes may ultimately prove futile.
1.4
As soon as an air traffic service unit becomes aware of a strayed aircraft, it shall take all necessary steps to assist the aircraft and to safeguard its flight.
1.5
If the aircraft’s position is not known the air traffic service unit shall:
1.6
a)
attempt to establish two-way communication with the aircraft, unless such communication already exists;
b)
use all available means to determine its position;
c)
inform other ATS units that maybe affected, taking into account all the factors which may have affected the navigation of the aircraft.
d)
Inform, in accordance with locally agreed procedures, appropriate military units and provide them with pertinent flight plan and other data concerning the strayed aircraft;
e)
Request from the units referred to in c) and d) every assistance in establishing communication with the aircraft and determining its position.
If the aircraft’s position is established, the air traffic services unit shall : a)
advise the aircraft of its position and corrective action to be taken and;
b)
provide as necessary other ATS units and appropriate military units with relevant information concerning the strayed aircraft and any service given to it.
2.
UNIDENTIFIED AIRCRAFT
2.1
Definition: An aircraft which has been observed or reported to be operating in a given area but whose identity has not been established.
2.2
As soon as an ATSU becomes aware of an unidentified aircraft in its area, it shall endeavour to establish the identity of the aircraft whenever this is necessary for the provision of air traffic services and/or required by the appropriate military authorities in accordance with locally agreed procedure. To this end, the ATSU shall :
2.3
a)
attempt to establish two-way communication with the aircraft;
b)
if attempts in a) fail, inquire of other ATSU(s) within the FIR about the flight and request them to attempt to establish two-way communication on the frequencies available;
c)
if attempts in a) and b) fail, inquire of ATSU(s) serving the neighboring FIRs about the flight and request their assistance in establishing two-way communication with the aircraft.
The ATSU shall, as necessary, inform the appropriate military unit as soon as the identity of the aircraft has been established.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-3-1
CHAPTER-3 ASSISTANCE TO VFR FLIGHTS 1
Strayed VFR flights and VFR flights encountering adverse meteorological conditions.
1.1
A VFR flight reporting that it is uncertain of its position or lost, or encountering adverse meteorological conditions should be considered to be in a state of emergency and handled as such. The controller shall under such circumstances, communicate in a clear, concise and calm manner and care shall be taken. Depending on the circumstances the pilot should be requested to provide any of the following information considered pertinent so as to better provide assistance:
aircraft flight conditions;
position(if known) and level
airspeed and heading since last known position, if pertinent;
pilot experience;
navigational equipment carried and any navigational aid signals are being received;
SSR Mode and code selected if relevant;
Departure and destination aerodrome;
Number of persons on board;
Endurance.
1.2
If communications with aircraft are weak or distorted, it should be suggested that the aircraft climb to a higher level, provided meteorological conditions and other circumstances permit.
1.3
Navigation assistance to help the pilot determine the aircraft position may be provided by use of radar, direction-finder, navigation aids or sighting by another aircraft. Care must be taken when providing navigation assistance to ensure that aircraft does not enter cloud.
1.4
The possibility of a VFR flight becoming strayed as a result of encountering adverse meteorological conditions must be recognized.
1.5
The pilot should be provided with reports and information on suitable aerodromes in the vicinity where visual meteorological conditions exist.
1.6
If reporting difficulty in maintaining or unable to maintain VMC, the pilot should be informed of the minimum flight altitude of the area where the aircraft is, or is believed to be.
1.7
If the aircraft is below the minimum flight altitude and the position of the aircraft has been established with a sufficient degree of probability a track or heading or a climb may be suggested to bring the aircraft to a safe level.
1.8
Radar assistance to a VFR flight in class “G” airspace should only be provided upon the request or concurrence of the pilot. The type of radar service to be provided should be agreed with the pilot.
1.9
When providing radar assistance in adverse meteorological conditions, the primary objective should be to bring the aircraft into VMC as soon as possible.
1.10
caution must be exercised to prevent the aircraft from entering cloud.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
1.11
5-3-2
If IMC cannot be avoided by the pilot the following action should be taken
All other traffic not providing any assistance should be instructed to change to another frequency to ensure uninterrupted communications with the aircraft in emergency; or
The emergency aircraft may be instructed to change on to the other frequency;
Ensure that any turns by the aircraft are carried out clear of cloud if possible;
Instructions involving abrupt maneuvers should be avoided and
Instructions to reduce speed of the aircraft or to lower the landing gear should be carried out when aircraft is clear of cloud.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-4-1
CHAPTER – 4 OVERDUE AIRCRAFT 1.
INTRODUCTION
1.1
Overdue action should not be considered in isolation and the emergency actions described in other chapters, in particular radio failure procedures described in Chapter 4, should be applied if they are appropriate. For example, if a radio equipped aircraft fails to make an expected report continued attempts should be made to re-establish communication while at the same time commencing overdue action.
1.2
Overdue action is not related solely to the filling of a flight plan. If, at any stage of flight the pilot has made his intentions clear and subsequently does not arrive or report when expected, controller should seriously consider taking overdue action.
1.3
Overdue action described in this chapter must be commenced not later than the times shown in the following paragraphs. The decision to take overdue action before these times is left to the discretion of the controller. The following points may assist in making the decision : Types of Aircraft:
Strict adherence to the flight plan cannot always be expected of a light aircraft.
Route:
The need for prompt action if the route is over sparsely populated areas, mountainous country, long stretches of water, etc.
Weather:
The pilot of a non-radio aircraft might well be expected to extend his flight time by deviating from his planned route to avoid bad weather where no additional hazards exist, sufficient time for a deviation should be allowed.
2.
AERODROME PROCEDURE
2.1
Non-radio Aircraft - Preliminary Action
2.1.1 The following preliminary action for a non-radio aircraft shall be commenced not later than 30 minutes after ETA :
Check flight plan for obvious errors in compilation or transmission
Consult operating company or representative if available
Confirm ATD with aerodrome of departure using the quickest means of communication
Inform the Shift Manager/FOO/COO of the situation and in co-ordination with him:
check with alternate aerodrome;
send RQS message;
check with any likely aerodrome on and adjacent to the proposed route of the aircraft
2.2
Non-Radio Aircraft – Full Overdue Action
2.2.1
The following overdue action for a non-radio aircraft shall be commenced not latter than 1 hour after ETA : -
Notify the ACC that the aircraft is now fully overdue and state the action already taken; -
In consultation with Shift Manager, continue endeavors to trace the aircraft. e.g. Notify local police or any other appropriate bodies to be on the lookout
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
2.3 2.3.1
5-4-2
for the aircraft if it is assumed that it has made a forced landing in a particular area following the unit emergency instructions. Radio Equipped Aircraft – Preliminary Action If an aircraft falls to make a position report when expected, the following preliminary action shall be commenced not later than the estimated time for the reporting point plus 30 minutes : -
Advise the Shift Manager and ACC that the aircraft is overdue
-
Confirm ATD from departure aerodrome by quickest possible means
-
Ensure that a RQS message is sent.
2.4
Radio Equipped Aircraft – Full Overdue Action
2.4.1
If even after the action taken above no news is received, or 1 hour has elapsed since a scheduled position report should have been received, or the fuel carried by the aircraft is considered to be exhausted, whichever is the sooner, the controller at the destination aerodrome shall inform the ACC and Shift Manager that the aircraft is fully overdue.
2.5
Non-appearance of Aircraft
2.5.1
If an aircraft which has been cleared to commence approach, fails to land within 5 minutes of the estimated time of landing, the following action shall be taken if communication does not establish: -
alert radar services where available;
-
request other aircraft flying in the vicinity of the aircraft’s last known position to be on the lookout;
-
during the period of alert, exercise caution when authorizing the movement of aerodrome traffic;
-
alert the emergency services in accordance with local instructions;
-
check with other aerodromes in vicinity;
-
if necessary, send RQS message;
-
advise the ACC/Shift Manager /FOO/COO
3.
AREA CONTROL CENTER PROCEDURES
3.1
When an aircraft is reported overdue. The shift Manager shall take the action described below according to the circumstances. The alerting message, which is to be dispatched at the beginning of each phase of emergency, shall be sent to the RCC and confirmed by signal as described in Chapter 6.
3.2
Non-Radio Aircraft – Preliminary Action
3.2.1
When advised by an air traffic services unit at an aerodrome that a non-radio aircraft has not arrived, the supervisor shall : -
assist the aerodrome controller in completing its preliminary enquires;
-
ensure that an RQS message has been sent;
-
notify the RCC that the uncertainty phase exists;
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan -
5-4-3 notify appropriate radar units.
3.3
Non-Radio Aircraft – Full Overdue Action
3.3.1
Not later than 30 minutes after the beginning of the uncertainty phase or when advised by an air traffic services unit at an aerodrome that the aircraft is fully overdue, the shift Manager shall :
3.3.2
notify the RCC that the alert phase exists;
assist the destination aerodrome in checking with aerodromes on or in the vicinity of the overdue aircraft’s proposed route;
request other aircraft following the overdue aircraft’s proposed route to keep a lookout for it having made a forced landing or crashed.
Not later than 1 hour after beginning of the alert phase or when it is considered that the fuel carried by the aircraft is exhausted, the Shift Manager shall :
notify the RCC that the Distress phase exists;
give all possible assistance to the RCC
3.4.
Radio-equipped Aircraft – Preliminary Action
3.4.1
Preliminary overdue action for a radio-equipped aircraft which either fails to make a position report of fails to appear at an aerodrome shall be commenced as shown in the table below: Situation Aircraft fails to make a position report when it is expected Aircraft has been declared to commence an approach and fails to land within 5 minutes of the estimated time of landing
3.4.2
Commence Preliminary Action Not later than the estimated time for the reporting point plus 30 minutes As soon as the information is received from the aerodrome
The Shift Manager shall take the following preliminary action.
confirm ATD and time of last contact with preceding air traffic services unit (if appropriated);
ask alternate aerodrome whether they have information on the aircraft;
where applicable, pass relevant information to the next air traffic services unit on the aircraft’s route, who will in turn pass information to succeeding units;
ensure that an RQS message is sent;
notify the RCC that the uncertainty phase exists
3.4.3
Succeeding air traffic services units along the proposed route of the aircraft shall follow the actions stated above by endeavoring to establish contact with the aircraft and shall warn radar units to watch for the aircraft.
3.5
Radio Equipped Aircraft – Full Overdue Action
3.5.1
If, not later than 30 minutes after the beginning of the uncertainty phase, enquires to relevant sources have failed to reveal any news, the Shift Manager shall :
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
3.5.2
5-4-4
notify the RCC that the alert phase exists;
The RCC shall be notified that the distress phase exists if no contact has been established with aircraft and : a)
one hour has elapsed beyond the last ETA for destination;
b)
it is considered that the fuel carried by the aircraft is exhausted; or
c)
one hour has elapsed since the beginning of the alert phase : whichever is earlier
3.6
Non-appearance of Aircraft, which has been cleared to Land
3.6.1
When informed by the air traffic services unit at an aerodrome that an aircraft which has been cleared to land has failed to do so within 5 minutes of the estimated time of landing the Shift Manager shall :
notify the RCC that the alert phase exists;
request other aircraft in the vicinity of the last known position of the missing aircraft to look out for it;
ensure that an RQS message has been sent.
If, after this action, the position of the aircraft is unknown or its fuel is considered to be exhausted, notify the RCC that the distress phase exists and subsequently give all possible assistance.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-5-1
CHAPTER – 5 RADIO COMMUNICATION FAILURE 1.
INTRODUCTION
1.1
Radio failure procedures should not be considered in isolation and emergency action described in other chapters should be applied if it is appropriate. For example, if an aircraft fails to make a report when expected, overdue action may have to be taken at the same time, particularly if the aircraft cannot be tracked on radar. Radio communication failure procedures shall be adopted when :
2.
a)
communication cannot be maintained with an aircraft which is being provided with air traffic control, or advisory service;
b)
communication cannot be established with an aircraft operating, or intending to operate, on an IFR flight plan within controlled and uncontrolled airspace.
STANDARD PROCEDURES After attempts to establish or re-establish communication have failed, controllers shall carry out the following standard radio failure procedures;
2.1
Maintain separation between the radio failure and other known traffic
2.2
Give pertinent information about the movement of the radio failure aircraft to other aircraft in the presumed vicinity.
2.3
Ask aircraft in the presumed vicinity to try to establish communication with the radio failure aircraft and relay messages.
2.4
Transmit, on the appropriate frequencies : i)
level, route and EAT (or ETA) to which the radio failure aircraft is assumed to be adhering; and
ii)
the weather conditions at the destination aerodrome a suitable alternate and, if practicable, in areas for a descent through clouds.
3.
USE OF RADAR
3.1
If available, radar shall be used to assist in separating other aircraft from a radio failure aircraft and to determine whether it is receiving and complying with instructions.
3.2
Primary Radar
3.2.1
If an identified aircraft experiences radio failure the radar controller shall instruct the aircraft to make a turn(s). If movement of the radar echo indicates that the aircraft’s receiver is operating the controller shall continue to pass instructions and resume normal radar service.
3.2.2
If the echo does not respond to the interrogation turn(s) the radar controller shall ensure that other known traffic is separated from the radio failure aircraft.
3.2.3 If the position of the radio failure aircraft is not known the radar controller may continue to provide radar service to identified aircraft provided the primary radar cover is adequate and he is confident that radar separation can be maintained from all unknown traffic.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-5-2
3.3
Secondary Radar
3.3.1
If an aircraft carrying secondary radar transponder experiences radio failure the radar controller shall instruct the pilot to make mode and/or code changes or to operate the IDENT or SPI feature. If the radar responses indicate that the aircraft radio receiver is operating, control of the radio failure aircraft may be continued using the transponder replies as acknowledgement of instructions.
3.3.2
If the radio receiver is not working, pilot may be expected to select the radio failure code, 7600 (or 76) and follow established procedures.
4.
BASIC COMMUNICATION FAILURE PROCEDURES
4.1
As soon as it is known that two-way communication has failed, action shall be taken to ascertain that the aircraft is able to receiver transmissions from the air traffic control unit by requesting it to execute a specified manoeuvre which can be observed by radar or to transmit, if possible, a specified signal in order to indicate acknowledgement.
4.2
If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be provided between communication failure aircraft and other aircraft, based on the assumption that the aircraft (IFR/VFR) flying in VMC will :
4.3
a)
continue to fly in visual meteorological conditions;
b)
land at the nearest suitable aerodrome; and
c)
report its arrival by the most expeditious means to the appropriate air traffic control unit.
For flights in instrument meteorological conditions or when conditions are such that it does not appear likely that the pilot will complete the flight in accordance with visual metrological conditions, the aircraft shall : a)
In airspace where radar is not used in the provision of air traffic control, maintain the last assigned speed and level, or maintain flight altitude if higher , for a period of 20 minutes following the aircraft’s failure to report its position over a compulsory reporting point and thereafter adjust level and speed in accordance with the filed flight plan.
b)
In airspace where radar is used in the provision of air traffic control, maintain the last assigned speed and level, or minimum flight altitude if higher, for a period of 7minutes following
the time the last assigned level or minimum flight altitude is reached; or
the time the transponder is set to Code 7600; or
the aircraft’s failure to report its position over a compulsory reporting point;
whichever is later and thereafter adjust level and speed in accordance with the filed flight plan; c)
when being radar vectored or having been directed by ATC to proceed offset using RNAV without a specified limit, proceed in the most direct manner possible to rejoin the current flight plan route no later that the nest significant point, taking into consideration the applicable minimum flight altitude;
d)
proceed according to the current flight plan to the appropriate designated navigational aid or fix serving the destination aerodrome and, when required to ensure compliance with (e) below hold over this aid or fix until commencement of descent;
e)
commence descent from the navigational aid or fix specified in (d) at or as close as possible to, the expected approach time last received and acknowledged, or if no expected approach time has been received and acknowledged, at or as close as possible to the estimated time of arrival resulting from the current flight plan;
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-5-3
f)
complete a normal instrument approach procedure as specified for the designated navigational aid or fix ; and
g)
land if possible within 30 minutes after the estimated time of arrival specified in (e) or the last acknowledged expect approach time whichever is later. Note : If the clearance for levels covers only part of the route, the aircraft is expected to maintain the last assigned and acknowledged cruising level(s) to the point(s) specified in the clearance and thereafter the cruising level(s) in the current flight plan.
5.
RESUMPTION OF NORMAL OPERATIONS
5.1
Suitable separation during radio communication failure procedure shall be continued until it is determined that alternate action can be taken or normal operation can resume without impairing safety Action taken for larger separation shall cease to be based on the assumption stated in 4.3 when:
5.2
it is determined that the aircraft is following procedure differing from that 4.3; or
through the use of electronic or other aids, air traffic control units determine that action differing from that required by 4.3 may be taken without impairing safety; or
positive information is received that the aircraft has landed.
As soon as it is known that two way communication has failed, appropriate information describing action taken by the air traffic control unit, or instructions justified by any emergency situation, shall be transmitted blind for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed to be listening, including the voice frequencies of available radio navigation or approach aids. Information shall be given concerning
meteorological conditions favorable to a cloud-breaking procedure in areas where congested traffic may be avoided; and
meteorological conditions at suitable aerodromes.
5.3
If circumstances indicate that a controlled flight experiencing a communication failure might proceed to one of the alternate aerodrome(s) specified in the filed flight plan, the air traffic control unit(s) serving the alternate aerodrome(s) and any other air traffic control units that might be affected by a possible diversion shall be informed of the circumstances of the failure and requested to attempt to establish communication with the aircraft at a time when the aircraft could possibly be within communication range.
5.4
A controller who re-establishes communication with an aircraft must inform the unit by which the radio failure procedure was initiated and provide it with information required for further control of aircraft.
5.5
Aircraft Lands
5.5.1
When positive information is received that the radio failure aircraft has landed, normal operations shall be resumed.
5.5.2
If the aircraft lands without re-establishing radio communication the aerodrome controller shall inform the unit which initiated the radio failure procedures.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-5-4
5.6
Operator’s Discretion
5.6.1
If the position of the radio failure aircraft has not been determined within a period of 30 minutes after the time it should have begun the descent over the holding point, pertinent information about it shall be given to the aircraft operators and/or pilots of other aircraft. It is then their responsibility to determine whether they will resume normal operations or take some other action.
5.7
Radio communications contingencies
5.7.1
ATC contingencies related to communications which prevents communicating with aircraft under control may be due to either
a
controller
failure of ground radio equipment
failure of air borne equipment
the control frequency inadvertently blocked by air craft transmitter.
from
The period of above contingencies may be of prolonged periods Appropriate action should be taken immediately to ensure that the safety of aircraft is not affected. 5.7.2
GROUND RADIO FAILURE
5.7.2.1 In the event of complete failure of ground radio equipment used for air traffic control, the controller shall
5.7.3
a)
Attempt to establish radio communication on emergency frequenci121.5 MHz.
b)
Inform all adjacent control positions or ATS units about the failure without delay.
c)
Appraise such positions or units of the current traffic situation.
d)
If practicable, request their assistance ,in respect of aircraft which may establish communications with those positions or units in establishing radar or non radar separation between and maintaining control of such aircraft and
e)
Instruct adjacent control positions or ATC units to hold or reroute all controlled flights outside the area of responsibility of the position or ATC unit that has experienced the failure until such time that the provision of normal services can be resumed.
BLOCKED FREQUENCY
5.7.3.1 In the event of control frequency is inadvertently blocked by an aircraft transmitter, the following steps to be taken by air traffic control a)
attempt to identify the aircraft concerned;
b)
if the aircraft blocking the frequency is identified, attempt should be made to establish communication with the aircraft
c)
on emergency frequency121.5MHz
by CELCAL
through operator’s frequency if applicable
on any other VHF frequency designated for air to air use
on any other communication means or
by direct contact if the aircraft is on ground.
if communication is established with the aircraft concerned, the flight crew shall be instructed to take immediate action to stop inadvertent transmissions on the affected control frequency.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 5.7.4
5-5-5
UNAUTHORIZED USE OF ATC FREQUENCY
5.7.4.1
False and deceptive transmissions on ATC frequencies which may impair the safety of aircraft can occasionally occur. In the event of such occurrences the ATC unit concerned should: a)
correct any false or deceptive instructions or clearances which have been transmitted;
b)
advise all aircraft on the affected frequency that false and deceptive instructions and clearances are being transmitted;
c)
instruct all aircraft on the affected frequency to verify instructions and clearances before taking action to comply;
d)
if practicable instruct aircraft to change to another frequency; and
e)
if possible, advise all aircraft affected when the false and deceptive instructions or clearances are no longer being transmitted.
5.7.4.2 Flight crews shall verify with the ATC unit concerned any instruction or clearance issued to them which they suspect may be false or deceptive.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-6-1
CHAPTER – 6 HIJACKING AND THE UNLAWFUL USE OF AIRCRAFT 1.
INTRODUCTION
1.1
There may be occasions when civil or military aircrafts operate unlawfully or without proper authorization in Pakistan airspace.
1.2
The following are some instances : 1)
unauthorized deviation from a planned flight caused by force or threat (HIJACKING);
2)
theft of an aircraft (unauthorized removal) and its subsequent flight;
3)
flight of an aircraft intending to defect either into or out of the Pakistan airspace;
4)
illegal use of an aircraft to help prisoners escape;
5)
use of an aircraft in association with committing a crime (smuggling etc.)
2.
SAFETY
2.1
When these instances occur, controllers are reminded that, whether the attempt is successful or not, the safety of the aircraft and its occupants is the main consideration. If the pilot of an aircraft requests that a certain action is essential for the safety of the aircraft and its occupants, his request should be complied with in accordance with the local orders/SATIs.
2.2
The aircraft shall be parked in a Designated Isolated Parking Position (DIPP) away from other aircrafts ,buildings and installations.
3.
REPORTING ACTION
3.1
If the aircraft concerned is within or expected to enter PAKISTAN airspace or national interest is in any way likely to be affected the Shift Manager/FOO/COO is to be notified immediately.
4.
DISCRETION
4.1
The overall discretion of such incident will rest with the designated government officials working with the Ministry of Defence, with ATC acting as the coordinator with the aircraft concerned.
4.2
The controller must be aware that communication with such aircraft may be subject to Government instructions forming a part of or in accordance with contingency plans already in existence.
4.3
The Shift Manager/FOO/COO at the centre will act as the ATC co-coordinator for the incident unless the responsibility is delegated to another agency by higher authorities.
4.4
Hijacked or any aircraft subjected to unlawful interference shall be handled in accordance with standing operating procedure of the airport issued for the purpose.
5.
ATC OPERATIONS
5.1
Wherever possible, the incident aircraft is to be monitored by radar, if more than one aircraft is involved, larger separation should be applied between these aircraft.
5.2
The incident aircraft will be given priority where possible, but any reference to the particular situation shall be avoided in ground/air communications with other aircraft, unless it can reasonably be assumed that such a reference will not aggravate the situation.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-6-2
6.
CLEARANCE
6.1
The Government may consider it expedient to initially refuse an ATC clearance, especially if the aircraft has not yet entered national airspace. Controllers should be prepared to provide normal separation in the likelihood of aircraft ignoring the refusal of clearance.
7.
USE OF SPECIAL SSR CODE 7500
7.1
When an aircraft is observed replying on code 7500 the controller shall try and verify with the aircraft concerned the intended selection of that code. The RTF phraseology to verify the code is: “(Call sign)” confirm you are squawking assigned code (Code assigned to the aircraft by air traffic control).
7.2
The RTF message must not mention in any way code 7500. When it has been verified that the pilot has intentionally selected code 7500 or when no verification can be obtained, the controller shall assume that the aircraft is subjected to unlawful interference.
7.3
If, after using code 7500, an aircraft changes to code 7700, or transmits a message containing the phrase ‘Transponder seven seven zero zero’ this indicates that the situation is desperate and the aircraft wants armed intervention. The change will be acknowledged by ATC: ‘Now reading you on transponder seven seven zero zero’.
7.4
If after the aircraft lands following use of code 7500 and the flaps are ‘lowered, or let down, it means that the aircraft wants armed intervention and is immobilized.
7.5
If, after landing the flaps, are raised, the aircraft does not want armed intervention. The aircraft may also transmit the phrase ‘back on seven five zero zero’ to emphasize that intervention is no longer required.
7.6
In the event of a known hijack condition, ATS must not originate SELCAL signals unless the aircraft indicates that such signals are appropriate.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-7-1
CHAPTER – 7 BOMB THREAT OR WARNING 1.
Assessment of Warnings
1.1
Bomb warnings are usually anonymous and are communicated by telephone, however, written warnings have occurred on aircraft in flight. Each bomb warning must be assessed to determine its significance and the level of risk. Air Traffic Control, whilst having a responsibility for flight safety, has a much more limited responsibility in threat cases – it is a vital communication and support facility but should not take part in risk assessment. The MoD, Airport Authorities and Airline Operators have access to specialist risk assessors so timely notification is vital.
1.3
Bomb warning involving an aircraft is to be treated as an emergency incident and every assistance is to be given to enable the aircraft to land as soon as possible. Controllers are to follow the procedures and general guidance for Aircraft Emergencies in Section 5 Chapter 1. When an aircraft Captain believes there is a bomb on board his aircraft he will initiate a DISTRESS message describing the nature of the emergency as 'Bomb on Board', and will probably request landing at the nearest suitable airfield. If an aircraft Captain concludes that there is no bomb on board he may still consider it prudent to land and have the aircraft checked. Aircraft operators have been advised that aircraft subject to serious bomb warnings should, unless already committed, avoid flying over densely populated areas.
1.4
The precise method and procedure for dealing with a bomb warning involving aircraft will vary from unit to unit depending upon the size of the unit and facilities available.
1.5
Each unit will follow instructions detailing the specific actions to be taken and notification procedure to be followed by ATC staff at each unit.
1.6
The main issue is the safety of the aircraft and its occupants. A bomb warning or threat, even if dubious, is received by ATC, irrespective of how it was received, must be treated as urgent and emergency declared until proved otherwise.
2.
Area Control Centres When a bomb warning is received at an area control centre the Shift Supervisor is to ensure that prompt action is taken. 2.1Bomb warning received
2.1.1
Inform aircraft operator or company representative. (If the warning is received from air traffic services unit check whether: the aircraft is in contact with the unit, and that the operator has been informed. If the operator or representative is not known, or cannot be contacted, or if the airline has no representative, pass a message to the pilot by the quickest means available stating that neither operator nor representative has been advised. In such circumstances care must be taken to give an accurate statement of the words used in the threat so that the Captain’s assessment of the risk can, as far as possible, be based on fact.
2.1.2
Inform the Airport Security force Bomb Disposal Division
2.2
Operator requests that pilot is passed warning message
2.2.1
Trace aircraft and pass the message to pilot by the quickest means available.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-7-2
2.2.2
Messages passed to other air traffic service units by telephone must be confirmed by signal, priority SS, identifying the subject aircraft. All messages must be in the company representative’s precise wording.
3.
Aerodromes
3.1
When a bomb warning is received at an air traffic service unit at an aerodrome the Shift Manager is to ensure that the appropriate local emergency orders are carried out. If the aircraft is in flight he/shall, in addition, ensure that FOO/COO at the parent area control centre is informed. Messages to pilots from operators must always be referred to and co-ordinated with the appropriate area control centre shift Supervisors. If the aircraft is likely to land at the aerodrome, although it may not be in contact with the unit, the local emergency orders are, nevertheless, to be carried out.
4.
Reporting:
4.1
Irrespective of how the warning is received the recipient will immediately:
Inform area control centres on flight path of aircraft that it is the subject of a bomb warning.
Inform the air traffic service unit at the destination aerodrome.
Alert the Bomb Disposal Squad at Airport.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-8-1
CHAPTER – 8 AERODROME EMERGENCY SERVICES 1.
INTRODUCTION
1.1
The responsibility for alerting the aerodrome emergency services normally rests with the air traffic services. In general, the air traffic services units last in communication with the aircraft, or which receives information from an outside source that an aircraft is in need of rescue aid, shall initiate action.
1.2
No specific instructions can be made for an aircraft which crashes during the transfer of communication from one air traffic services unit to another but as soon as either unit becomes aware of the incident it must be agreed immediately which units will alert the emergency services.
2.
AERODROME AUTHORITY
2.1
The aerodrome authority is responsible for : a)
the preparation of detailed aerodrome emergency orders applicable to a particular aerodrome and making them available to all personnel concerned in aircraft emergencies;
b)
determining the radius of action of the aerodrome fire service which may include an area adjacent to and outside the boundary. The size of attendance within this radius will as far as possible be predetermined and detailed in unit instructions;
c)
advising ATC and aircraft operators whenever the fire and rescue services are depleted for any reason. Such messages will normally be given in a form which is suitable for immediate relay to aircraft.
3.
AIR TRAFFIC SERVICES UNIT
3.1
When the air traffic unit becomes aware that an aircraft is in need of rescue aid within the radius of action, the controller shall immediately alert the emergency services and, in accordance with the aerodrome unit instructions give them full available information.
3.2
If the rescue services are depleted for any reason the ATSU at the aerodrome shall: a) transmit to aircraft the message received from the aerodrome authority i.e. limited safety services are available; b) inform the shift Manager.
3.3
When full emergency or local standby action is to be initiated the pilot should be asked to confirm the aircraft type unless there is a reasonable assurance from another sources that the type shown in the flight plan is correct.
3.4
Whenever possible controllers should anticipate the need for aerodrome fire service vehicles to cross-runway and should issue clearances in advance or requirements. Other traffic may be stopped or diverted to avoid confliction with appliances.
3.5
If it is known that an aircraft which has crashed or is about to crash has radioactive material on board or is carrying any dangerous goods, including agricultural chemicals as in a crop spraying aircraft, the rescue services shall be so informed.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
5-8-2
4.
AERODROME FIRE SERVICE
4.1
The aerodrome fire service will be responsible for final determination of the size of the attendance, which will depend upon whether the accident is within or outside the aerodrome boundary. Normally a full attendance is made to all incidents within the boundary.
5.
CATEGORIES OF AERODROME EMERGENCY
5.1
It is the responsibility of the aerodrome authority to prepare detailed emergency orders, which include the terms and priorities to be used for alerting the emergency service. The following terms are used, but individual variation and other terms may be found in local emergency orders.
5.2
Aircraft Accident/Aircraft Accident Imminent
5.2.1
When an aircraft accident has occurred or is inevitable on, or in the vicinity of the aerodrome, OR when an aircraft on the ground is known to have an emergency situation other than an accident that requires the attendance of emergency services.
5.2.2 5.3
Full Emergency
5.3.1
When an aircraft is known or is suspected to be in such trouble that there is danger of an accident.
5.4
Local Standby
5.4.1
When an aircraft is known or suspected to have developed some defect, but one which would not normally involve any serious difficulty in effecting a safe landing;
5.7.5
When an aircraft requires inspection by the aerodrome fire service.
5.7.6
When VVIP flight is operating on or in the vicinity of the aerodrome.
5.5
Domestic Fire Any fire : a)
on the aerodrome, not included in the categories above;
b)
outside the aerodrome boundary (other than an aircraft accident) which is liable to constitute a danger to flying or aerodrome property;
c)
to which the aerodrome fire service should attend: i)
according to an agreement with the local fire brigade;.
ii)
in response to calls from the public or police or on humanitarian grounds.
6.
REMOVAL OF CRASHED AIRCRAFT
6.1
The decision as to when the removal of a crashed aircraft can be effected lies with airport management in consultation with the CAA Inspectorate (accident investigation) the operator and other concerned bodies.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-1-1
Section – 6 CHAPTER – 1 GENERAL RADIO TELEPHONY PROCEDURES 1.
INTRODUCTION
1.1
Radiotelephony (RTF) provides the means by which pilots and ground personnel communicate with each other. Properly use of the information and instructions transmitted are of vital importance for the safe and expeditious operation of aircraft. On the other hand, the use of non-standard procedures and phraseology can cause misunderstanding. Incidents and accidents have occurred in which a contributing factor has been the misunderstanding caused by the use of poor/ wrong phraseology. The importance of using correct and precise standard phraseology cannot be over-emphasized.
2.
SPEECH TECHNIQUE Air traffic services provider shall ensure that
2.1
2.2
Air traffic controllers speak and understand English language use for radiotelephony communications.
English language shall be used for communications between air traffic control units.
Pilot’s read back of clearance/ instructions issued by air traffic control units
Monitoring the read back of clearance / instructions from pilot by Air traffic controllers
The following speech techniques will assist in ensuring that transmitted speech is clearly and satisfactorily received: a)
before transmitting monitor the frequency (to be used) to ensure that your transmission will not interfere transmissions from other station;
b)
be familiar with good microphone operating techniques;
c)
use normal conversational tone, speak clearly and distinctly;
d)
maintain even rate of speech not exceeding 100 words per minute. When it is known that elements of the message will be written down by the recipient, speak slightly slower ;
e)
maintain a constant speaking volume;
f)
a slight pause before and after numbers will assist in making them easy to understand;
g)
avoid using hesitation sounds such as ‘er,eh,um.’;
h)
depress the transmission switch fully before starting to speak and do not release it until the message is complete. This will ensure that the entire message is transmitted;
i)
be aware that the mother tongue of the person receiving the message may not be English. Therefore, speak clearly and use standard RTF words and phrases as far as possible.
One of the most irritating potentially dangerous situations in radio telephony is a ‘stuck’ microphone button at ‘ON’ position. Operators should ensure that the button is released after each transmission and the microphone placed in an appropriate place that will ensure that it will not inadvertently be switched on.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-1-2
2.3
The correct procedure for controllers is to announce identity on all direct telephone calls. When answering incoming calls the opening remark and with outgoing calls the reply to the recipient’s announcement of identity will remove any doubt of misunderstanding.
2.3.1
It is just as important that this procedure is not relaxed for hotline facility because mistaken identity can occur on line which can lie open inadvertently from a previous call.
2.3.2
The identity to be used is that of the function (Approach Control) relative to the telephone extension being used (7885). On outside calls the identity should be given in full, for example ‘Karachi Approach’ but on direct lines, where no positional clarity is required, the abbreviated form ‘Approach’ can be used.
3.
WORD SPELLING ALPHABET
3.1
ICAO word spelling alphabet is given below with the pronunciation in parentheses for each letter; the syllables requiring emphasis have been underlined. The alphabet is to be used at all times when it is required to indicate letters except for particulars letter group which by every-day use have become unmistakable, e.g. ILS, QNH ,ETA etc.
4.
TRANSMITTING NUMBERS
4.1
The phonetic form of figures and words is given below :
4.2
Number or Numeral element
Pronunciation
Numeral or numeral element
Pronunciation
0
ZERO
5
FIFE
1
WUN
6
SIX
2
TOO
7
SEV-EN
3
TREE
8
AIT
4
FOW-ER
9
NIN-ER
Thousand
TOU-SAND
Decimal
DAY-SEE-MAL
All numbers except whole thousand shall be transmitted by pronouncing each digit separately. Whole thousands shall be transmitted by pronouncing each digit in the number of thousands followed by the word THOUSAND. Number
Transmitted as
Pronounced as
10
ONE ZERO
WUN ZERO
75
SEVEN FIVE
SEV-EN FIFE
100
ONE ZERO ZERO
WUN ZE-RO ZE-RO
583
FIVE EIGHT TREE
FIVE AIT TREE
2500
TWO FIVE ZERO ZERO
TOO FIFE ZE-RO ZE-RO
5000
FIVE THOUSAND
FIFE TOU-SAND
11000
ONE ONE THOUSAND
WUN WUN TOU-SAND
25000
TWO FIVE THOUSAND
TOO FIFE TOU-SAND
38143
THREE EIGHT ONE FOUR THREE
TREE AIT WUN FOW-ER TREE
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 4.3
6-1-3
Numbers containing decimal point shall be transmitted as prescribed in para 4.1 above with decimal point in appropriate sequence , indicated by the word DECIMAL. Number
Transmitted as
Pronounced as
118.1 WUN 120.37
ONE ONE EIGHT DECIMAL ONE
WUN
ONE TWO ZERO DECIMAL THREE
WUN TOO ZE-RO DAY-SEE-MAL TREE SEV-EN
WUN
AIT
DAY-SEE-MAL
Note : Only the first five figures are used when identifying VHF frequencies separated by 25 KHz. 4.4
When it is necessary to verify the accurate reception of numbers, the person transmitting the messages shall request the person receiving the message to read back the numbers.
5.
TRANSMITTING HOURS AND MINUTES OF TIME
5.1
When transmitting hours and minutes in time, only the minutes of the hour are normally required. However, the hour should be included if there is any possibility of confusion. Time
Transmitted as
Pronounced as
0823
TWO THREE or ZERO EIGHT TWO THREE
TOO TREE or ZE-RO AIT TOO TREE
1300
ONE THREE ZERO ZERO
WUN TREE ZE-RO ZE-RO
2057
FIVE SEVEN or TWO ZERO FIVE SEVEN
FIFE SEV-EN or TOO ZE-RO FIFE SEV-EN
Note : Co-ordinated universal time (UTC) shall be used. 5.2
Pilots may check time with the appropriate ATS unit. Time checks shall be given to the nearest half minute.
6.
STANDARD WORDS AND PHRASES
6.1
The following words and phrases shall be used in radiotelephony communications as appropriate and shall have the meaning given below :
Word/Phrase
Meaning
ACKNOWLEDGE
Let me knows that you have received and understood this Message
AFFIRM (Not to be used
Yes
In place of Correct)
APPROVED
Permission for proposed action granted
BREAKI hereby indicate the separation between portions of the messages. (To be used where there is no clear distinction between the text and other portions of the message). BREAK BREAK
I hereby indicate the separation between messages transmitted to different aircraft in a very busy environment.
CANCEL
Annul the previously transmitted clearance.
CHECKExamine a system or procedure (No answer is normally expected). ____________________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan CLEARED
6-1-4 Authorized to proceed under the conditions specified.
CONFIRM Have I correctly received the following ……? Or Did you correctly receive this message ? CONTACT
Establish radio contact with …………..
CORRECT (Not to be used instead of Affirm)
That is correct
CORRECTION
An error has been made in this transmission (or message indicated). The correct version is ………….
DISREGARD
Consider this transmission as not sent
GO AHEAD
Proceed with your message
HOW DO YOU READ
What is the readability of my transmission ?
I SAY AGAIN
I repeat for clarity or emphasis
MONITOR
Listen out on (frequency)
NEGATIVE
No or permission not granted or that is not correct
OVER My transmission is ended and I expect a response from you. Note :
OUT
Not normally used in VDF communications.
This exchange of transmission is ended and no response is expected. Note :
READ BACK RECLEAR
Normally used to indicate the end of an exchange of transmission.
Repeat all, or the specified part, of this message back to me exactly as received. A change has been made to your last clearance and this new clearance supersedes previous clearance or part thereof
REPORT
Pass me the following information
REQUEST
I should like to know …. or I wish to obtain
ROGER
I have received all of your last transmission. Note : Under no circumstances to be used in reply to a question requiring ‘READ BACK’ or a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE).
SAY AGAIN
Repeat all, or the following part, or your last transmission.
SPEAK SLOWER
Reduce your rate of speech
STANDBY
Wait and I will call you.
VERIFY
Check and confirm with originator
WILCO (Abbreviation for ‘will comply’) I understand Your message and will comply with it. WORD TWICE
7.
a)
As a request : Communication is difficult. Please send every word or group of words twice.
b)
As information is difficult, every word or group of words in this message will be sent twice.
CALL SIGNS FOR AERONAUTICAL STATIONS
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 7.1
6-1-5
Aeronautical stations are identified by the name of the location followed by a suffix. The suffix indicates the type of unit or service provided. Unit or Service
Callsign Suffix
Area Control Centre
CONTROL
Radar (in general)
RADAR
Approach Control
APPROACH
Approach Control Radar Arrivals
ARRIVAL
Approach Control Radar Departure
DEPARTURE
Aerodrome Control
TOWER
Surface Movement Control
GROUND
Clearance Delivery
DLIEVERY
Precision Approach Radar
PRECISION
Direction Finding Station
HOMER
Flight Information Service
INFORMATION
Apron Control/Management Service
APRON
Company Dispatch
DISPATCH
Aeronautical Station
RADIO
7.2
When satisfactory communication has been established, and provided that it will not be confusing, the name of the location or the callsign suffix may be omitted.
8.
AIRCRAFT CALLSIGNS
8.1
An aircraft callsign shall be one of the following types :
8.2
Type
Example
a)
The five character callsign corresponding to the registration marking of the aircraft
AP-AYW
b)
The five character callsign referred to in (a) above, preceded by the type of the aircraft operating agency
PAKISTAN P-AYW
c)
The five-character callsign referred to in (a) above, preceded by the type of the aircraft
BEECHCRAFT G.ABCD
d)
The radiotelephony designator of the aircraft operating agency, followed by the flight identification
PAKISTAN 300
e)
The characters corresponding to the registration marking of the aircraft
T357826
After satisfactory communication has been established, and provided that no confusion is likely to occur, aircraft call signs specified above may be abbreviated as follows : Type The first letter or figure and the last two letters of the callsign
Example A-YW
b)
The radiotelephony designator of the aircraft operating agency followed by the last two letters of the callsign.
PAKISTAN YW
c)
The type of the aircraft followed by the last two letters of the callsign
BEECHCRAFT CD
d)
No abbreviation form
e)
The first character and the last three character of the callsign
a)
T826
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-1-6
8.3
When the call sign is made up of the RTF designator of the aircraft-operating agency followed by the flight identification, as in 8.1 (d), e.g. PAKISTAN 300, no abbreviation is permitted.
8.4
An aircraft shall not change its call sign during flight. However, where there is a likelihood that confusion may occur because of similar call signs, an aircraft may be instructed by an air traffic services unit to change its callsign temporarily.
8.5
Aircraft in the heavy wake turbulence category shall include the word ‘HEAVY” immediately after the call sign in the initial call to aerodrome control prior to departure, or to approach control prior to departure or arrival.
9.
ISSUE OF CLEARANCE AND READ-BACK REQUIREMENT
9.1
An ATC clearance is not an instruction to take-off or enter an active runway. The words ‘takeoff’ are used only when an aircraft is cleared for take-off, or when canceling a take-off clearance. At other times the word ‘departure’ is used.
9.2
Read-back requirement has been introduced in the interest of flight safety. The stringency of the read-back requirement is directly related to the possible seriousness of a misunderstanding in the transmission and receipt of ATC clearances and instructions. Clearance to enter, land, take-off, cross and back-track on the runway-in-use shall be readback. ATC route clearances shall always be read-back unless otherwise authorized by the HQ CAA in which case they shall be acknowledged in a positive manner.
9.3
Other clearances and instructions (including conditional clearances) shall be read back or acknowledged in a manner, which clearly indicates that they have been understood and accepted.
9.4
The runway-in-use, heading and speed instructions, level restrictions, altimeter setting and SSR code shall always be read back.
9.5
If an aircraft’s read-back of a clearance or instruction is incorrect, the controller shall transmit the word ‘NEGATIVE’ followed by the correct version.
10
RVSM OPERATION
10.1
During operations in or vertical transit through RVSM airspace with aircraft not approved for RVSM operations, pilots shall report non-approved status as follows:
10.2
a)
at initial call on any channel within RVSM airspace;
b
in all requests for level changes; and
c)
in all read-backs of level clearances.
Air traffic controllers shall explicitly acknowledge receipt of messages from aircraft reporting RVSM non-approved status.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-1
CHAPTER – 2 PHRASEOLOGY COMMON TO ALL ATS UNITS ATC PHRASEOLOGIES This phraseology does not include phrases and regular radiotelephony procedure words contained in Annex 10, Volume II. Words in parentheses indicate that specific information, such as a level, a place or a time, etc., must be inserted to complete the phrase, or alternatively that optional phrases may be used. Words in square parentheses indicate optional additional words or information that may be necessary in specific instances. 1.
General Circumstances
DESCRIPTION OF LEVELS (SUBSEQUENTLY REFERRED TO AS A(LEVEL)
Phraseologies a)
FLIGHT LEVEL (number);
b)
(number) METRES;
c)
(number) FEET.
a)
CLIMB (or DESCEND);
LEVEL CHANGES, REPORTS AND RATES followed as necessary by:
... instruction that climb (or descent) to a level within the vertical range defined is to commence
i)
TO (level);
ii)
TO AND MAINTAIN (level) ;
iii)
TO REACH (level) AT (or BY) (time or significant point);
iv)
REPORT LEAVING (or REACHING, or PASSING) (level);
v)
... to require action at a specific time or place
AT FEET PER MINUTE) [OR MORE (or OR LESS)];
b)
STOP CLIMB (or DESCENT) AT (level);
c)
CONTINUE CLIMB (or DESCENT) TO (level);
d)
EXPEDITE CLIMB (or DESCENT) [UNTIL PASSING (level)];
e)
WHEN READY CLIMB (or DESCEND) TO (level);
f)
EXPECT CLIMB (or DESCENT) AT (time or significant point);
*g)
REQUEST DESCENT AT (time);
h)
IMMEDIATELY;
i)
AFTER PASSING (significant point);
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-2
Circumstances
... to require action when convenient
Phraseologies j)
AT (time or significant point);
k)
WHEN READY (instruction); * denotes Pilot’s transmission
... when there is doubt that an aircraft can comply with a clearance or instruction
l)
IF UNABLE (alternative instructions) AND ADVISE;
... when a pilot is unable to comply with a clearance or instruction
*m)
UNABLE;
TRANSFER OF CONTROL AND/OR
a)
CONTACT (unit call sign) (frequency) [NOW];
b)
AT (or OVER) (time or place) [or WHEN] [PASSING/LEAVING/REACHING] (level)] CONTACT (unit callsign)(frequency);
c)
IF NO CONTACT (instructions);
d)
STAND BY FOR (unit call sign) (frequency)
*e)
REQUEST CHANGE TO (frequency);
f)
FREQUENCY CHANGE APPROVED;
g)
MONITOR (unit call sign) (frequency);
*h)
MONITORING (frequency);
i)
WHEN READY CONTACT (unit call sign) (frequency);
j)
REMAIN ON THIS FREQUENCY.
... to instruct an aircraft to change its call sign
a)
CHANGE YOUR CALL SIGN TO (new call sign) [UNTIL FURTHER ADVISED];
... to advise an aircraft to revert to the call sign indicated in the flight plan
b)
REVERT TO FLIGHT PLAN CALL SIGN (call sign) [AT (significant point)].
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];
FREQUENCY CHANGE
Note. An aircraft may be requested to STAND BY on a frequency when it is intended that the ATS unit will initiate communications soon and to MONITOR a frequency when information is being broadcast thereon.
CHANGE OF CALL SIGN
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-3
Circumstances
Phraseologies f)
[ADDITIONAL] TRAFFIC (direction) BOUND (type of aircraft) (level) ESTIMATE (or OVER) (significant point) AT (time);
g)
TRAFFIC IS (classification) UNMANNED FREE BALLOON(S) WAS[or ESTIMATED] OVER (place) AT (time) REPORTED (level(s))[or LEVEL UNKNOWN] MOVING (direction) (other pertinent information, if any). * denotes Pilot’s transmission
METEOROLOGICAL CONDITIONS
a)
[SURFACE] WIND (number) DEGREES (speed) (units);
b)
WIND AT (level) (number) DEGREES (number) KILOMETERS PER HOUR (or KNOTS);
Note. Wind is always expressed by giving the mean direction and speed and any significant variations thereof.
... for multiple RVR observations
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 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 midpoint zone and ending with the rollout/stop end zone report.
... in the event that RVR information on any one position is not available this information will be included in the appropriate sequence
g)
RUNWAY VISUAL RANGE (or RVR) [RUNWAY (number)] (first position) (distance) (units), (second position) NOT AVAILABLE, (third position) (distance) (units);
h)
PRESENT WEATHER (details);
i)
CLOUD (amount, [(type)] and height of base) (units) (or SKY CLEAR);
j)
CAVOK;
k)
TEMPERATURE [MINUS] (number) (and/or DEW-POINT [MINUS](number));
l)
QNH (number) [units];
m)
QFE (number) [(units)];
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-4
Circumstances
Phraseologies n)
(aircraft type) REPORTED (description) ICING (or TURBULENCE) [IN CLOUD] (area) (time);
o)
REPORT FLIGHT CONDITIONS.
POSITION REPORTING
a)
NEXT REPORT AT (significant point);
... to omit position reports until a specified position
b)
OMIT POSITION REPORTS [UNTIL (specify)];
c)
RESUME POSITION REPORTING.
ADDITIONAL REPORTS
a)
REPORT PASSING (significant point);
... to request a report at a specified place or distance
b)
REPORT (distance) FROM (name of DME station) DME(or significant point)
c)
REPORT PASSING (three digits) RADIAL (name of VOR) VOR;
d)
REPORT DISTANCE FROM (significant point);
e)
REPORT DISTANCE FROM (name of DME station) DME.
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) [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);
... to request a report of present position
AERODROME INFORMATION
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-5
Circumstances
Phraseologies
OPERATIONAL STATUS OF VISUAL AND NON-VISUAL AIDS
2.
j)
RUNWAY (or TAXIWAY) (number) WET [or DAMP, WATER 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).
a)
(specify visual or non-visual aid) RUNWAY (number) (description of deficiency);
b)
(type) LIGHTING (Unserviceability);
c)
GBAS/SBAS/MLS/ILS CATEGORY (category) (serviceability state);
d)
TAXIWAY LIGHTING (description of deficiency);
e)
(type of visual approach slope indicator) RUNWAY (number) (description of deficiency).
AREA CONTROL SERVICES Circumstances
ISSUANCE OF A CLEARANCE
INDICATION OF ROUTE AND
Phraseologies a)
(name of unit) CLEARS (aircraft call sign);
b)
(aircraft call sign) CLEARED TO;
c)
RECLEARED (amended clearance details);
d)
RECLEARED (amended route portion) TO (significant point of original route);
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, DESCENDING);
g)
JOIN (specify) AT (significant point) AT (level) [AT (time)].
a)
FROM (location) TO (location);
b)
TO (location),
CLEARANCE LIMIT
followed as necessary by: i)
DIRECT;
ii)
VIA (route and/or significant points);
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
MAINTENANCE OF SPECIFIED
6-2-6
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 (routes) ADVISE.
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;
a)
CROSS (significant point) AT (or ABOVE, or BELOW) (level);
b)
CROSS (significant point) AT (time) OR LATER (or BEFORE) AT(level);
c)
CROSS (distance) DME [(direction)] OF (name of DME station) AT(or ABOVE or BELOW) (level).
*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, clearances, traffic information, etc.).
LEVELS
SPECIFICATION OF CRUISING LEVELS
EMERGENCY DESCENT
IF CLEARANCE CANNOT BE ISSUED
EXPECT CLEARANCE (or type of clearance) AT (time).
IMMEDIATELY UPON REQUEST
WHEN CLEARANCE FOR DEVIATION CANNOT BE ISSUED
UNABLE, TRAFFIC( DIRECTION) BOUND (TYPE OF AIRCRAFT) (LEVEL) ESTIMATED (OR OVER) (SIGNIFICANT POINT) AT (TIME) CALLSIGN (CALL SIGN) ADVISE INTENTIONS.
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).
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 3.
6-2-7
APPROACH CONTROL SERVICES Circumstances
DEPARTURE INSTRUCTIONS
APPROACH INSTRUCTIONS
Phraseologies a)
[AFTER DEPARTURE] TURN RIGHT (or LEFT) HEADING (three digits) (or CONTINUE RUNWAY HEADING) (or TRACK EXTENDED CENTRE LINE) TO (level or significant point);
b)
AFTER REACHING (or PASSING) (level or significant point) (instructions);
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).
a)
CLEARED (or PROCEED) VIA (designation);
b)
CLEARED TO (clearance limit) VIA (designation);
c)
CLEARED (or PROCEED) VIA (details of route to be followed);
d)
CLEARED (type of approach) APPROACH [RUNWAY (number)];
e)
CLEARED (type of approach) 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)] APPROACH [RUNWAY (number)];
i)
CLEARED STRAIGHT-IN [(type of approach)] APPROACH [RUNWAY (number)];
j)
REPORT VISUAL;
k)
REPORT RUNWAY [LIGHTS] IN SIGHT;
*l)
REQUEST VISUAL APPROACH;
m)
CLEARED VISUAL APPROACH RUNWAY (number);
n)
REPORT (significant point); [OUTBOUND, or INBOUND];
o)
REPORT COMMENCING PROCEDURE TURN;
*p)
REQUEST VMC DESCENT;
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-8
Circumstances
Phraseologies q)
MAINTAIN VMC;
r)
ARE YOU FAMILIAR WITH (name) APPROACH PROCEDURE;
*s)
REQUEST (type of approach) APPROACH [RUNWAY (number)];
*t)
REQUEST (MLS/RNAV plain language designator);
... visual
a)
HOLD VISUAL [OVER] (position), (or BETWEEN (two prominent landmarks));
... published holding procedure over a facility or fix
b)
CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time);
... when a detailed holding clearance d) is required
CLEARED (or PROCEED) TO (significant point, name of facility or fix) [MAINTAIN (or CLIMB or DESCEND TO) (level)] HOLD [(direction)] [(specified) RADIAL, COURSE, INBOUND TRACK (three digits) DEGREES] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) 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 [(direction)] [RIGHT (or LEFT) HAND PATTERN] [OUTBOUND TIME (number) 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 [RIGHT (or LEFT) HAND PATTERN] EXPECT APPROACH CLEARANCE (or FURTHER CLEARANCE) AT (time) (additional instructions, if necessary).
a)
NO DELAY EXPECTED;
b)
EXPECTED APPROACH TIME (time);
c)
REVISED EXPECTED APPROACH TIME (time);
d)
DELAY NOT DETERMINED (reasons).
HOLDING CLEARANCES
EXPECTED APPROACH TIME
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-9
4. PHRASEOLOGIES FOR USE ON AND IN THE VICINITY OF THE AERODROME Circumstances
Phraseologies
IDENTIFICATION OF AIRCRAFT
SHOW LANDING LIGHTS.
ACKNOWLEDGEMENT BY VISUAL MEANS
a)
ACKNOWLEDGE BY MOVING AILERONS (or RUDDER);
b)
ACKNOWLEDGE BY ROCKING WINGS;
c)
ACKNOWLEDGE BY FLASHING LANDING LIGHTS.
... to request permission to start engines
*a)
[aircraft location] REQUEST START UP ;
... ATC replies
c)
START UP APPROVED;
d)
START UP AT (time);
e)
EXPECT START UP AT (time);
f)
START UP AT OWN DISCRETION;
STARTING PROCEDURES
*b) [aircraft location] REQUEST START UP, INFORMATION (ATIS identification);
* denotes Pilot’s transmission
g)
EXPECT DEPARTURE (time) START UP AT OWN DISCRETION.
*a)
[aircraft location] REQUEST PUSHBACK;
b)
PUSHBACK APPROVED;
c)
STAND BY;
d)
PUSHBACK AT OWN DISCRETION;
e)
EXPECT (number) MINUTES DELAY DUE (reason).
TOWING PROCEDURES
a)
REQUEST TOW [company name] (aircraft type) FROM (location) TO (location);
... ATC response
b)
TOW APPROVED VIA (specific routing to be followed);
c)
HOLD POSITION;
d)
STAND BY.
AERODROME DATA FOR DEPARTURE
*a) b)
REQUEST TIME CHECK; TIME (time);
when no ATIS broadcast is
*c)
REQUEST DEPARTURE INFORMATION;
PUSH-BACK PROCEDURES ... aircraft/ATC
TO REQUEST TIME CHECK AND/OR
available
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-10
Circumstances
Phraseologies 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)].
*a)
[aircraft type] [wake turbulence category if [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)];
*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)
f)
TAXI TO HOLDING POINT [(number)] (followed by aerodrome information as applicable) [TIME (time)]; TAKE (or TURN) FIRST (or SECOND) LEFT (or RIGHT);
TAXI PROCEDURES ... for departure
... where detailed taxi instructions are required
... where aerodrome information is not available from an alternative source such as ATIS
... for helicopter operations
... after landing
g)
heavy]
h)
TAXI VIA (identification of taxiway);
i)
TAXI VIA RUNWAY (number);
j)
TAXI TO BAY NUMBER (or other location, e.g. GENERAL AVIATION AREA) [STAND (number)];
*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 (direct, as requested, or specified route) TO (location, heliport, operating or movement area, active or inactive runway). AVOID (aircraft or vehicles or personnel);
*n)
REQUEST BACKTRACK;
o)
BACKTRACK APPROVED;
p)
BACKTRACK RUNWAY (number);
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-11
Circumstances ... general
Phraseologies *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 TO HOLDING BAY;
x)
FOLLOW (description of other aircraft or vehicle);
y)
VACATE RUNWAY;
*z)
RUNWAY VACATED;
aa)
EXPEDITE TAXI [(reason)];
*bb) EXPEDITING; cc)
[CAUTION] TAXI SLOWER [reason];
*dd) SLOWING DOWN. HOLDING
a)
HOLD (direction) OF (position, runway number, etc.);
b)
HOLD POSITION;
c)
HOLD (distance) FROM (position);
The Word ROGER and WILCO are insufficient acknowledgement of the instructions HOLD and HOLD POSITION. In each case the acknowledgement shall be by the phraseology HOLDING. * denotes Pilot’s transmission
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 the runway.
b)
CROSS RUNWAY (number) [REPORT VACATED];
c)
EXPEDITE CROSSING RUNWAY (number) TRAFFIC (aircraft type) (distance) KILOMETRES (or MILES) FINAL;
d)
TAXI TO HOLDING POINT [number] [RUNWAY (number)] VIA (specific route to be followed;
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-12
Circumstances
Phraseologies
Note. The pilot will, when requested, report A RUNWAY VACATED when the entire aircraft is beyond the relevant runway holding position.
*e)
RUNWAY VACATED.
PREPARATION FOR TAKE-OFF
a)
UNABLE TO (reasons);
b)
REPORT WHEN READY [FOR DEPARTURE];
c)
ARE YOU READY [FOR DEPARTURE]?;
d)
ARE YOU READY FOR IMMEDIATE DEPARTURE?;
*e)
READY;
... if unable to issue take-off clearance
f)
WAIT [reason];
... clearance to enter runway and await take-off clearance
g)
LINE UP [AND WAIT];
h)
LINE UP RUNWAY (number);
i)
LINE UP. BE READY FOR IMMEDIATE DEPARTURE;
... conditional clearances
j)
(condition) LINE UP (brief reiteration of the condition)
... acknowledgement of a conditional clearance
*k)
(condition) LINING UP(brief reiteration of the condition)
... confirmation or otherwise of the read back of conditional clearance
l)
[THAT IS] CORRECT (or NEGATIVE) I SAY AGAIN ... (as appropriate)).
ISSUE
(designator)
DEPARTURE
TAKE-OFF CLEARANCE
a) RUNWAY (number) CLEARED FOR TAKEOFF(report airborne) ... when reduced runway separation is used
a)
( traffic information)RUNWAY (number) CLEARED FOR TAKE-OFF;
... when take-off clearance has not been complied with
c)
TAKE OFF IMMEDIATELY OR VACATE RUNWAY [(instructions)];
d)
TAKE OFF IMMEDIATELY OR HOLD AT TAXIWAY HOLDING POSITION;
e)
HOLD POSITION, CANCEL TAKE-OFF I SAY AGAIN CANCEL TAKE-OFF (reasons);
... to cancel a take-off clearance
* denotes Pilot’s transmission
... to stop take-off after the aircraft has commenced takeoff roll.
*f)
HOLDING;
g)
STOP IMMEDIATELY [(repeat aircraft call sign) STOP IMMEDIATELY];
*h)
STOPPING;
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-13
Circumstances ... for helicopter operations
Phraseologies 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).
TURN OR CLIMB INSTRUCTIONS after take- *a) off b)
REQUEST RIGHT (or LEFT) TURN; RIGHT (or LEFT) TURN APPROVED;
c)
WILL ADVISE LATER FOR RIGHT (or LEFT) TURN;
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) i)
MAINTAIN RUNWAY HEADING CLIMB STRAIGHT AHEAD (instructions).
ENTERING AERODROME TRAFFIC CIRCUIT
*a)
[aircraft type] (position) (level) FOR LANDING;
b)
JOIN (direction of circuit) (position in circuit) (runway number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [(units)][TRAFFIC (detail)];
c)
CLEARED FOR STRAIGHT-IN APPROACH, RUNWAY (number) [SURFACE] WIND (direction and speed) (units) [TEMPERATURE [MINUS] (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)];
*d)
(aircraft type) (position) (level) INFORMATION (ATIS identification) FOR LANDING;
e)
JOIN (position in circuit) [RUNWAY (number)] QNH (or QFE) (number) [(units)] [TRAFFIC (detail)].
*a)
(position in circuit, e.g. DOWNWIND/FINAL);
b)
NUMBER ... FOLLOW (aircraft type and position) [additional instructions if required].
... to request airborne time
... when ATIS information is available
IN THE CIRCUIT
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-14
Circumstances
Phraseologies
APPROACH INSTRUCTIONS a) Note. The report LONG FINAL is made when aircraft turn on to final b) approach at a distance greater than (4 NM) from touchdown or when an aircraft on a straight-in approach is (8 NM) from d) touchdown. In both cases a report FINAL is required at 4 NM from touchdown.
MAKE SHORT APPROACH;
LANDING CLEARANCE
a)
RUNWAY (number);CLEARED TO LAND;
… when reduced runway
b)
RUNWAY (number);CLEARED TO LAND;
c)
CLEARED TOUCH AND GO;
d)
MAKE FULL STOP;
... to make an approach along, or parallel to a runway, descending to an agreed minimum level
*e)
REQUEST LOW APPROACH (reasons);
f)
CLEARED LOW APPROACH [RUNWAY (number)] [(altitude restriction if required) (go around instructions)];
... to fly past the control tower or other observation point for the purpose of visual inspection by persons on the ground
*g)
REQUEST LOW PASS (reasons);
h)
CLEARED LOW PASS [as in f)];
... 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)]. [REMAIN (direction or distance) FROM (runway, runway centre line, other helicopter or aircraft)]. [CAUTION (power lines, unlighted obstructions, wake turbulence, etc.)]. CLEARED TO LAND.
a)
CIRCLE THE AERODROME;
b)
ORBIT (RIGHT, POSITION];
c)
MAKE ANOTHER CIRCUIT.
a)
GO AROUND;
*b)
GOING AROUND.
MAKE LONG APPROACH (or EXTEND DOWNWIND);c) REPORT BASE (or FINAL, or LONG FINAL); CONTINUE APPROACH [PREPARE FOR POSSIBLE GO AROUND].
separation is used ... special operations
DELAYING AIRCRAFT
MISSED APPROACH
or
LEFT)
[FROM
PRESENT
INFORMATION TO AIRCRAFT
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-15
Circumstances ... when pilot requested visual inspection of landing gear
Phraseologies a)
LANDING GEAR APPEARS DOWN;
b)
RIGHT (or LEFT, or NOSE) WHEEL APPEARS UP (or DOWN);
c)
WHEELS APPEAR UP; * denotes Pilot’s transmission
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.
RUNWAY VACATING AND COMMUNICATIONS
a)
CONTACT GROUND (frequency);
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).
AFTER LANDING
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 5.
6-2-16
Coordination between ATS units Circumstances
Phraseologies
ESTIMATES AND REVISIONS
a)
ESTIMATE [direction of flight] (aircraft call sign) [SQUAWK (SSR Code)] (type) ESTIMATED (significant point) (time) (level) (or DESCENDING FROM (level) TO (level)) [SPEED (filed TAS)] (route) [REMARKS];
... sending unit
b)
ESTIMATE (significant point) ON (aircraft call sign);
... receiving unit reply (if flight plan details are not available)
c)
NO DETAILS;
... receiving unit reply (if flight plan details are available) ... sending unit reply
TRANSFER OF CONTROL
CHANGE OF CLEARANCE
APPROVAL REQUEST
(aircraft type) (destination); [SQUAWK (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 BALLOON(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).
a)
REQUEST RELEASE OF (aircraft call sign);
b)
(aircraft call sign) [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)].
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).
a)
APPROVAL REQUEST (aircraft call sign) ESTIMATED DEPARTURE FROM (significant point) AT (time);
RELEASED
[AT
(time)]
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-17
Circumstances
Phraseologies b)
(aircraft call sign) REQUEST APPROVED [(restriction if any)];
c)
(aircraft call sign) UNABLE (alternative instructions).
INBOUND RELEASE
[INBOUND RELEASE] (aircraft call sign) [SQUAWK (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).
RADAR HANDOVER
RADAR HANDOVER (aircraft call sign) [SQUAWK (SSR Code)] POSITION (aircraft position) (level).
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.).
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 6.
6-2-18
RADAR PHRASEOLOGIES Note. The following comprise phraseologies specifically applicable when radar is used in the provision of air traffic services. The phraseologies detailed in the sections above for use in the provision of air traffic services are also applicable, as appropriate, when radar is used.
6.1
General radar phraseologies Circumstances
IDENTIFICATION OF AIRCRAFT
Phraseologies a)
REPORT HEADING [AND FLIGHT LEVEL (or ALTITUDE)];
b)
FOR IDENTIFICATION TURN LEFT (or RIGHT) HEADING (three digits);
c)
TRANSMIT FOR IDENTIFICATION AND REPORT HEADING;
d)
RADAR CONTACT [position];
e)
IDENTIFIED [position];
f)
NOT IDENTIFIED [reason], [RESUME (or CONTINUE) OWN NAVIGATION].
POSITION INFORMATION
POSITION (distance) (direction) OF (significant point) (or OVER or ABEAM (significant point)).
VECTORING INSTRUCTIONS
a)
LEAVE (significant 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) [reason];
f)
TURN LEFT (or RIGHT) (number of degrees) DEGREES [reason];
g)
STOP TURN HEADING (three digits);
h)
FLY HEADING (three digits), WHEN ABLE PROCEED DIRECT (name) (significant point);
i)
HEADING IS GOOD.
a)
RESUME OWN NAVIGATION (position of aircraft) (specific instructions);
b)
RESUME OWN NAVIGATION [DIRECT] (significant point) [MAGNETIC TRACK (three digits) DISTANCE (number) KILOMETERS (or MILES)].
a)
MAKE THREE SIXTY TURN LEFT (or RIGHT) [reason];
b)
ORBIT LEFT (or RIGHT) [reason];
TERMINATION OF RADAR VECTORING
MANOEUVRES
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-19
Circumstances ... (in case of unreliable directional instruments on board aircraft)
SPEED CONTROL
Phraseologies c)
MAKE ALL TURNS RATE ONE (or RATE HALF, or (number) DEGREES PER SECOND);
d) e)
TURN LEFT (or RIGHT) NOW; STOP TURN NOW.
a)
REPORT SPEED;
*b)
SPEED (number) KNOTS;
c)
MAINTAIN (number) KNOTS [OR MORE (OR LESS)] [UNTIL (significant point)];
d)
DO NOT EXCEED (number) KNOTS;
e)
MAINTAIN PRESENT SPEED;
f)
INCREASE (or REDUCE) SPEED(number) KNOTS [OR MORE (OR LESS)];
g)
INCREASE (or REDUCE) SPEED BY (number) KNOTS;
h)
RESUME NORMAL SPEED;
i)
REDUCE TO MINIMUM APPROACH SPEED;
j)
NO [ATC] SPEED RESTRICTIONS.
a)
OMIT POSITION REPORTS [UNTIL (specify)];
b)
NEXT REPORT AT (significant point);
c)
REPORTS REQUIRED ONLY AT (significant point(s));
d)
RESUME POSITION REPORTING.
a)
TRAFFIC (number) OCLOCK (distance) (direction of flight) [any other pertinent information]:
POSITION REPORTING ... to omit position reports when under radar control
TRAFFIC INFORMATION AND AVOIDING ACTION
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 LEFT); ... (if known)
8) (aircraft type); 9) (level);
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-20
Circumstances
Phraseologies 10)
CLIMBING (or DESCENDING);
... to request avoiding action
*b)
REQUEST VECTORS;
... 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).
a)
[IF] RADIO CONTACT LOST (instructions);
b)
IF NO TRANSMISSIONS RECEIVED FOR (number) MINUTES (or SECONDS) (instructions);
c)
REPLY NOT RECEIVED (instructions);
d)
IF YOU READ [manoeuvre instructions or SQUAWK (code or IDENT)];
e)
(manoeuvre or SQUAWK) OBSERVED. POSITION (position of aircraft). WILL CONTINUE RADAR CONTROL.
a)
RADAR CONTROL TERMINATED [DUE (reason)];
b)
RADAR SERVICE TERMINATED (instructions);
c)
WILL SHORTLY LOSE IDENTIFICATION (appropriate instructions or information);
d)
IDENTIFICATION LOST [reasons] (instructions).
a)
SECONDARY RADAR U/S (appropriate information as necessary);
b)
PRIMARY RADAR U/S (appropriate information as necessary).
COMMUNICATIONS AND LOSS OF COMMUNICATIONS
... if loss of communications Suspected
TERMINATION OF RADAR SERVICE
RADAR EQUIPMENT DEGRADATION
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 6.2
6-2-21
RADAR IN APPROACH CONTROL SERVICE Circumstances
VECTORING FOR APPROACH
VECTORING FOR ILS AND OTHER PILOT-INTERPRETED AIDS
Phraseologies a)
VECTORING FOR (type of pilot-interpreted aid) APPROACH 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 APPROACH RUNWAY (number);
e)
(type) APPROACH NOT AVAILABLE DUE (reason) (alternative instructions).
a)
POSITION (number) KILOMETERS (or MILES) from (fix). TURN LEFT (or RIGHT) HEADING (three digits);
b)
YOU WILL INTERCEPT (radio aid or track) (distance) FROM (significant point or TOUCHDOWN);
... when a pilot wishes to be *c) positioned at a specific distance from touchdown d) ... instructions and information
REQUEST (distance) FINAL; CLEARED FOR (type of approach) APPROACH RUNWAY (number);
e)
REPORT ESTABLISHED ON [ILS] LOCALIZER (or ON GBAS/SBAS/MLS APPROACH COURSE);
f)
CLOSING FROM LEFT (or RIGHT) [REPORT ESTABLISHED];
g)
TURN LEFT (or RIGHT) HEADING (three digits) [TO INTERCEPT] or [REPORT ESTABLISHED];
h)
EXPECT VECTOR ACROSS (localizer course or radio aid) (reason);
i)
THIS TURN WILL TAKE YOU THROUGH (localizer course or radio aid) [reason];
j)
TAKING YOU THROUGH (localizer course or radio aid) [reason];
k)
MAINTAIN (altitude) UNTIL GLIDE PATH INTERCEPTION;
l)
REPORT ESTABLISHED ON GLIDE PATH;
m)
INTERCEPT (localizer course or radio aid) [REPORT ESTABLISHED].
*Denotes pilot transmission. MANOEUVRE DURING INDEPENDENT AND DEPENDENT PARALLEL APPROACHES
a)
CLEARED FOR (type of approach) APPROACH RUNWAY (number) LEFT (or RIGHT);
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-22
Circumstances
Phraseologies b)
YOU HAVE CROSSED THE LOCALIZER (or GBAS/SBAS/MLS FINAL APPROACH COURSE). TURN LEFT (or RIGHT) IMMEDIATELY AND RETURN TO THE LOCALIZER (or GBAS/SBAS/MLS FINAL APPROACH COURSE);
c)
ILS (or MLS) RUNWAY (number) LEFT (or RIGHT) LOCALIZER (or MLS) FREQUENCY IS (frequency);
... for avoidance action when an aircraft is observed penetrating the NTZ
d)
TURN LEFT (or RIGHT) (number) DEGREES (or HEADING) (three digits) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH], CLIMB TO (altitude);
... for avoidance action below 120 m (400 ft) above the runway threshold elevation where parallel approach obstacle assessment surfaces (PAOAS) criteria are being applied
e)
CLIMB TO (altitude) IMMEDIATELY TO AVOID TRAFFIC [DEVIATING FROM ADJACENT APPROACH] (further instructions).
a)
THIS WILL BE A SURVEILLANCE RADAR APPROACH RUNWAY (number) TERMINATING AT (distance) FROM TOUCHDOWN, OBSTACLE CLEARANCE ALTITUDE (or HEIGHT) (number) METRES (or FEET) CHECK YOUR MINIMA [IN CASE OF GO AROUND (instructions)];
b)
APPROACH INSTRUCTIONS WILL BE TERMINATED AT (distance) FROM TOUCHDOWN.
a)
COMMENCE DESCENT NOW [TO MAINTAIN A (number) DEGREE GLIDE PATH];
b)
(distance) FROM TOUCHDOWN ALTITUDE (or HEIGHT) SHOULD BE (numbers and units).
SURVEILLANCE RADAR APPROACH PROVISION OF SERVICE
ELEVATION
POSITION
(distance) FROM TOUCHDOWN.
CHECKS
a)
CHECK GEAR DOWN [AND LOCKED];
b)
OVER THRESHOLD.
a)
REPORT VISUAL;
b)
REPORT RUNWAY [LIGHTS] IN SIGHT;
c)
APPROACH COMPLETED [CONTACT (unit)].
a)
THIS WILL BE A PRECISION RADAR APPROACH RUNWAY(number);
b)
PRECISION APPROACH NOT AVAILABLE DUE (reason) (alternative instructions);
Completion of approach
PAR approach PROVISION OF SERVICE
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-23
Circumstances
COMMUNICATIONS
AZIMUTH
ELEVATION
POSITION
CHECKS
Phraseologies c)
IN CASE OF GO AROUND (instructions).
a)
DO NOT ACKNOWLEDGE FURTHER TRANSMISSIONS;
b)
REPLY NOT RECEIVED. WILL CONTINUE INSTRUCTIONS.
a)
CLOSING [SLOWLY (or QUICKLY)] [FROM THE LEFT (or FROM THE RIGHT)];
b)
HEADING IS GOOD;
c)
ON TRACK;
d)
SLIGHTLY (or WELL, or GOING) LEFT (or RIGHT) OF TRACK;
e)
(number) METERS LEFT (or RIGHT) OF TRACK.
a)
APPROACHING GLIDE PATH;
b)
COMMENCE DESCENT NOW [AT (number) METERS PER SECOND OR (number) FEET PER MINUTE (or ESTABLISH A (number) DEGREE GLIDE PATH)];
c)
RATE OF DESCENT IS GOOD;
d)
ON GLIDE PATH;
e)
SLIGHTLY (or WELL, or GOING) ABOVE (or BELOW) GLIDE PATH;
f)
[STILL] (number) METERS (or FEET) TOO HIGH (or TOO LOW);
g)
ADJUST RATE OF DESCENT;
h)
COMING BACK [SLOWLY (or QUICKLY)] TO THE GLIDE PATH;
i)
RESUME NORMAL RATE OF DESCENT;
j)
ELEVATION ELEMENT UNSERVICEABLE (to be followed by appropriate instructions);
k)
(distance) FROM TOUCHDOWN. ALTITUDE (or HEIGHT) SHOULD BE (numbers and units).
a)
(distance) FROM TOUCHDOWN;
b)
OVER APPROACH LIGHTS;
c)
OVER THRESHOLD.
a)
CHECK GEAR DOWN AND LOCKED;
b)
CHECK DECISION ALTITUDE (or HEIGHT).
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-24
Circumstances COMPLETION OF APPROACH
MISSED APPROACH
6.3
Phraseologies a)
REPORT VISUAL;
b)
REPORT RUNWAY [LIGHTS] IN SIGHT;
c)
APPROACH COMPLETED [CONTACT (unit)].
a)
CONTINUE VISUALLY OR GO AROUND [missed approach instructions];
b)
GO AROUND IMMEDIATELY [missed approach instructions] (reason);
c)
ARE YOU GOING AROUND?;
d)
IF GOING AROUND (appropriate instructions);
*e)
GOING AROUND.
Secondary surveillance radar (SSR) phraseologies Circumstances
TO REQUEST THE CAPABILITY OF THE SSR EQUIPMENT
TO INSTRUCT SETTING OF TRANSPONDER
TO REQUEST THE PILOT TO RESELECT THE
Phraseologies a)
ADVISE TRANSPONDER CAPABILITY;
*b)
TRANSPONDER (as shown in the flight plan);
*c)
NEGATIVE TRANSPONDER.
a)
FOR DEPARTURE SQUAWK (code);
b)
SQUAWK (code).
a)
RESET SQUAWK [(mode)] (code);
*b)
RESETTING (mode) (code).
ASSIGNED MODE AND CODE
TO REQUEST RESELECTION OF AIRCRAFT
RESET MODE S IDENTIFICATION.
IDENTIFICATION
TO REQUEST THE PILOT TO CONFIRM THE CODE SELECTED ON THE AIRCRAFT=S TRANSPONDER
TO REQUEST THE OPERATION OF THE IDENT FEATURE
TO REQUEST TEMPORARY SUSPENSION OF
a)
CONFIRM SQUAWK (code);
*b)
SQUAWKING (code).
a)
SQUAWK [(code)] [AND] IDENT;
b)
SQUAWK LOW;
c)
SQUAWK NORMAL.
SQUAWK STANDBY.
TRANSPONDER OPERATION
TO REQUEST EMERGENCY CODE
SQUAWK MAYDAY [CODE SEVEN SEVEN ZERO ZERO].
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-25
Circumstances TO REQUEST TERMINATION OF
Phraseologies STOP SQUAWK.
TRANSPONDER OPERATION
TO REQUEST TRANSMISSION OF PRESSURE
SQUAWK CHARLIE.
ALTITUDE
TO REQUEST PRESSURE SETTING CHECK
CHECK ALTIMETER SETTING AND CONFIRM (level).
AND CONFIRMATION OF LEVEL
TO REQUEST TERMINATION OF PRESSURE
STOP SQUAWK CHARLIE WRONG INDICATION.
ALTITUDE TRANSMISSION BECAUSE OF FAULTY OPERATION
TO REQUEST LEVEL CHECK
CONFIRM (level).
7.
ALERTING PHRASEOLOGIES
7.1
Alerting phraseologies Circumstances
Phraseologies
LOW ALTITUDE WARNING
(aircraft call sign) LOW ALTITUDE WARNING, CHECK YOUR ALTITUDE IMMEDIATELY, QNH IS (number) [(units)]. [THE MINIMUM FLIGHT ALTITUDE IS (altitude)].
TERRAIN ALERT
(aircraft call sign) TERRAIN ALERT, (suggested pilot action, if possible).
8.
AUTOMATIC DEPENDENT SURVEILLANCE (ADS) PHRASEOLOGIES
8.1
General ADS phraseologies Circumstances
ADS DEGRADATION
Phraseologies ADS (or AUTOMATIC DEPENDENT SURVEILLANCE) OUT OF SERVICE (appropriate information as necessary)
9.
GROUND CREW/FLIGHT CREW PHRASEOLOGIES
9.1
Ground crew/flight crew phraseologies Circumstances
STARTING PROCEDURES (GROUND CREW/COCKPIT)
Phraseologies a)
[ARE YOU] READY TO START UP;
*b)
STARTING NUMBER (engine number(s)). Note 1. The ground crew should follow this exchange by either a reply on the intercom or a distinct visual signal to indicate that all is clear and that the start-up as indicated may proceed. Note 2. Unambiguous identification of the parties concerned is essential in any communications between ground crew and pilots. PUSHBACK PROCEDURES
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-26
Circumstances
Phraseologies
... (ground crew/cockpit) a)
ARE YOU READY FOR PUSHBACK;
*b)
READY FOR PUSHBACK;
c)
CONFIRM BRAKES RELEASED;
*d)
BRAKES RELEASED;
e)
COMMENCING PUSHBACK;
f)
PUSHBACK COMPLETED;
*g)
STOP PUSHBACK;
h)
CONFIRM BRAKES SET;
*i)
BRAKES SET;
*j)
DISCONNECT;
k)
DISCONNECTING STAND BY FOR VISUAL AT YOUR LEFT (or RIGHT). Note. This exchange is followed by a visual signal to the pilot to indicate that disconnect is completed and all is clear for taxiing.
10.
RVSM Phraseologies Circumstances
Phraseologies
....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 followed by supplementary information
*c)
NEGATIVE RVSM [(supplementary information, e.g. State Aircraft)]
….to deny ATC clearance into RVSM airspace
d)
UNABLE ISSUE CLEARANCE INTO RVSM AIRSPACE, MAINTAIN [or DESCEND TO or CLIMB TO] (level)
….to report when sever turbulence affects the capability of an aircraft to maintain height keeping requirements for RVSM
*e)
UNABLE RVSM DUE TURBULENCE
….to report that the equipment of an aircraft has degraded below minimum aviation system performance standards
*f)
UNABLE RVSM DUE EQUIPMENT
Note – See 10.1 and 10.2 for procedures relating to operations in RVSM airspace by aircraft with non-approved status
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
6-2-27
….to request an aircraft to provide information as soon as RVSM approved status has been regained or the pilot is ready to resume RVSM operations
g)
REPORT WHEN ABLE TO RESUME RVSM
….to request confirmation that a aircraft has regained RVSM approved status has been regained or the pilot is ready to resume RVSM operations
h)
CONFIRM ABLE TO RESUME RVSM
….to report ability to resume RVSM operations after an equipment or weather-related contingency
*i)
READY TO RESUME RVSM
*Denotes pilot transmission 10.1
Coordination between ATS units
REDUCED VERTICAL SEPARATION MINIMUM (RVSM) OPERATIONS ….to verbally supplement estimate messages of 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
a)
NEGATIVE RVSM [(supplementary information, e.g. State Aircraft)]
….to communicate the cause of a contingency relating to an aircraft that is unable to conduct RVSM operations due to severe meteorological phenomena or equipment failure, as applicable
b)
UNABLE RVSM DUE TURBULENCE (or EQUIPMENT, as applicable)
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14 AUG 2005
MATS – Pakistan
7-1-1
SECTION – 7 CHAPTER – 1 DATA DISPLAY 1.
INTRODUCTION
1.1
Data regarding the current progress of a flight is normally displayed on flight progress strips.
2.
FLIGHT PROGRESS STRIPS
2.1
Flight progress strips can vary in design and colour depending upon the type of flight for which they are used. The following flight progress strips are in use with the CAA. a)
b)
Aerodrome control units Departure flights
Pink
Arrival flights
Blue
Local flights
Yellow
Area control centres Arrival flights
Electronically generated
Departure flights
do
transit flights
do
Local flights
do
3.
STRIP MARKING
3.1
The details of examples for preparing data and marking strips appear in the ensuing paragraphs.
3.2
Abbreviations
3.2.1
Abbreviations of aircraft types, operators and locations are listed in the following ICAO documents. DOC 8643
Aircraft Type Designators
DOC 7910
Location Indicators
DOC 8585
Abbreviations of Aeronautical Authorities and Aircraft Operating Agencies.
4.
SYMBOLS
4.1
The following symbols are used in flight data recording. Flight Data
Symbols
Above /FL
Aerodrome Control
Z
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FL or above
After passing
/
Aircraft given time check
T
Aircraft given appropriate Altimeter setting
Q
Aircraft instructed to hold
H
Aircraft has reported at wrong level (e.g.FL80)
8 0
Alternative instructions
( ……… )
Automatic direction finding
ADF
BELOW /FL
FL or below
Climb
Climb co-coordinated
Climb 2000 ft (e.g) below (aircraft call sign)
C
(aircraft call sign) 2
Climb when instructed by radar
R
Cleared to outer locator
O
Cruise Climb
CC
Cleared to NDB
B
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Cleared to cross airway/ADR
X
Cleared to depart from the fix
D
Clearance expires at (time)
CE
Cleared to VOR
VR
Co-ordination affected
C
Cleared to airport (point of Intended landing)
A
Current weather
WX
Delay not determined
Z
Descend Descend coordinated
C
Expected approach time
EAT
Expect further clearance at (Time)
FC
ILS
I
Joining flight Leave controlled airspace Left turn Maintain
LT M
No delay expected
Overhead
QFG
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Transit flight
V
Radar
R
Radar vectoring for a visual approach
R/V
Radar vectoring for ILS approach
R/I
Release not before
(Time)
Release subject to ………. (Call sign of the aircraft or agency)
RS
Report leaving (level)
RL
Report passing (level)
RP
Report reaching
RR
Request level change en-route
RLCE
Restrictions written below this line
______
Release subject to your discretion
RSYD
Right turn
RT
Surveillance radar approach ….
SRA
This information has been passed and acknowledged.
ü
Traffic is
TFC
Visual contact approach
CT
Before
>
After
<
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5.
EXAMPLES OF STRIP MARKING
5.1
The following are a few examples of strip marking. Instructions
Markings
CROSS NSH ABOVE FL260
350 XNH
260
DESCEND TO 110 CROSS NSH BELOW 260
310 XNH
260
C 310
CLIMB CO-ORDINATED TO FL310
CLIMB CO-ORDINATED CROSS NSH ABOVE FL 260 CLIMBING TO FL310
310 C XNH
260
310 CRUISE CLIMB APPROVED FL80 – FL310
CC 80
350 DESCENT CO-ORDINATED FL350 TO FL260
C 260
AERODROME CONTROL DEPARTURE STRIP A
D
E
I
B
F
J
C
G H
K L
A.
Aircraft Identification
B.
Type
C.
Destination (ICAO 2-letter or 4-letter designator)
D.
ATC Clearance and Inter-unit Co-ordination
E.
Expected Time of Departure
F.
Time, Start-up Co-ordinated with ACC
G.
Time, Engine Start-up
H.
Time, Departure
I.
Time Departure
J,K,L
Vacant, may be used to record Stand number and occupancy time etc.
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ARRIVAL/ENROUTE STRIP D
A B
C
E
F
M
N
G
H
I
O
P
Q
A.
Aircraft Identification
B.
Types
C.
TAS
D.
Level/Level Restriction if any
E.
Fix Designator
F.
Estimated Time Over Fix/ETD
G.
Place of Departure
H.
Route
I.
Destination
J.
Previous Fix Designator
K.
Time Over Previous Fix
L.
Clearance Limit/Coordination with restriction/additional information
M.
Actual Time Over Fix/ATD/ATA
N.
Time, Aircraft Departed Fix (Used in case of holding)
O.
Time, Approach Clearance Issued
P.
Time, Approach Commenced
Q.
Time, Inbound/Inbound Established
R.
Unit and Time Co-ordination effected
S.
Release Altitude/Level or Time
T.
EAT/Expect further clearance (time)
J K
S L
R
Note : In case of enroute strips box O, P and Q may be used as controllers scribe box for recording additional information.
LOCAL FLYING STRIP __________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
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T
MATS – Pakistan
D
A B
7-1-7
C
E
F
M
N
A.
Aircraft Identification
B.
Types
C.
TAS
D.
Level/Level Restriction if any
A.
Fix Designator
B.
ETA
C.
Place of Departure
D.
Exercise
E.
Destination
F.
ETD
G.
ATD
H.
Clearance/Co-ordination
I.
ATA
G
H
I
O
P
Q
L
J K R
N.O,P,Q. Controller’s scribble boxes R.
Unit and Time Co-ordination effected
6
DISPOSAL-OF-RECORD
6.1
ATS record and log books etc. , not required for investigation of accidents, incidents or complaints may be disposed off as follows
a)
ATC watch logs
to be retained at location for 3 (three) years after the date of last entry and then destroyed;
b)
Flight progress strips
retained at location for a minimum of 120days and then destroyed
c)
Aircraft movement log
to be retained at location for 3(three) years after last entry and then destroyed
d)
Radio telephony recording
to be retained at location for 30days and then erased
e)
Radio telephony logs
to be retained at location for a period of minimum 120 days after last entry and then destroyed
f)
Other records (METAR, FPL etc)
to be retained at location for 120days and then destroyed
g)
ATS files
to be reviewed annually in January for decision taken regarding retention or disposal
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MATS – Pakistan
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SECTION – 8 CHAPTER – 1 AIR TRAFFIC SERVICES MESSAGES 1.
CATEGORIES OF MESSAGES
1.1
The messages listed below are authorized for transmission via: i)
Aeronautical fixed service (including AFTN, direct speech circuits between air traffic services units, and direct teletypewriter and computer-computer circuits), or
ii)
Aeronautical mobile service, they are classified in categories relating to their use by the air traffic services and an approximate indication of their importance.
Note : The Priority Indicator in parentheses after each type of message is to be used when the message is transmitted on the AFTN. 1.2
Emergency Messages This category comprises: a)
distress messages and distress traffic, including alerting messages relating to a distress phase (SS);
b)
urgency messages, including alerting messages relating to an alert phase or to an uncertainly phase (SS);
c)
other messages concerning known or suspected emergencies which do not fall under (a) or (b) above, and radio communication failure message (FF or higher as required). Note : When the messages in (a) and (b) and, if required, in (c) above are filed with the public telecommunication service, the priority indicator SVH, assigned to telegrams relating to the safety of life, is to be used in accordance with Article 25 of the International Telecommunication Convention, Malaga, 1973..
1.3
Movement and control Messages This category comprises :
a)
filed flight plan messages and associated update messages (FF) including:
b)
co-ordiantion messages (FF), including :
c)
current flight plan messages;. estimate messages; acceptance messages;
supplementary message (FF), including :
d)
delay messages; modification messages; flight plan cancellation messages; departure messages; arrival messages;
request flight plan messages; request supplementary flight plan messages; supplementary flight plan messages;
control message (FF), including :
clearance messages;
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1.4
8-1-2
transfer of control messages; flow control messages; position report and air-report messages; Flight Information Messages This category comprises :
a) b) c) d)
messages containing traffic information (FF); messages containing meteorological information (FF or GG); message concerning the operation of aeronautical facilities (GG) messages containing essential aerodrome information (GG); messages concerning air traffic incident reports(FF)
e)
1.5
Messages in the fixed service that need special handling should be assigned the priority indicator DD in place of the normal priority indicator.
2.
GENERAL PROVISIONS
2.1
Originating and Addressing Messages
2.1.1
General Note : Movement messages in this context consist of flight plan messages, departure messages, delay messages, arrival messages, cancellation messages, position report messages and relevant modification messages.
2.1.1.1 Messages for air traffic service purposes shall be originated by the appropriate air traffic services units or by aircraft as specified in para 3, except that, through special local arrangements, air traffic services units may delegate the responsibility for originating movement messages to the pilot, operator, or his designated representative. 2.1.1.2 The origination of movement, control and flight information messages for purposes other than air traffic services (e.g. operational control) shall be the responsibility of the pilot, operator, or his designated representative. 2.1.1.3 Flight plan messages, related amendment messages and flight plan cancellation messages shall, except as provided in 2.1.1.4 be addressed only to those air traffic services units which are specified in the provision of 4.2.These messages hall be made available to other air traffic services units or to particular position in these units and to any other addressees of the messages, according to local arrangements. 2.1.1.4 When requested by the operator emergency and /or movement messages which are to be transmitted simultaneously to air traffic services unit shall also be addressed to : a)
one addressee at the destination aerodrome or departure aerodrome; and
b)
not more than two operational control units;
such addressees are to be specified by the operator or his designated representative. 2.1.1.5 When requested by the operator movement messages transmitted between air traffic services units and relating to aircraft for which operational control service is provided by that operator shall, as far as practicable, be made available immediately to the operator or his designated representative in accordance with agreed local procedures. 2.1.2
Use of the AFTN
2.1.2.1 Air Traffic Services Messages to be transmitted via AFTN shall contain :
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the priority with which it is to be transmitted, the addressees to whom it is to be delivered, the data and time at which it is filed with the aeronautical fixed station and of the originator indicator (see 2.1.2.5);
b)
the air traffic services data, preceded if necessary by the supplementary address information described 2.1.2.6.1. This data will be transmitted as the text of AFTN message. 2.1.2.2 Priority Indicator 2.1.2.2.1
This consists of appropriate two-letter priority indicator for the message as shown in parentheses for the appropriate category of message in para 1. Transmission Priority
Priority Indicator
1
SS
2
DD FF
3
GG KK
2.1.2.3 Address 2.1.2.3.1
This consists of a sequence of Addressee Indicators, one of each addressee to whom the message is to be delivered.
2.1.2.3.2
Each addressee Indicator shall consist of a six or eight-letter sequence in the following order : a) b)
c) Note: 2.1.2.3.3
The ICAO four-letter Location Indicator assigned to the destination; i)
the ICAO two-letter designator identifying the aeronautical authority, service or aircraft operating agency addressed, or
ii)
in cases where no designator has been assigned, one of the following :
“XY”
in the case where the addressee is a military service/organization,
“ZZ”
in the case where the addressee is an aircraft in flight;
“YY”
in all other cases.
if necessary, the two-letter designator identifying the department or division of the organization addressed. In no more than nine 6-letter or seven 8-letter addressee indicators shall be included. However number of characters shall not exceed 69.
The following two-letter designator shall be used when addressing ATS message to ATS units : Centre in charge or a flight information region or an upper flight information region (whether ACC or FIC)
if the message is relevant to an IFR flight
ZQ
if the message is relevant to a VFR flight
ZF
Aerodrome Control Tower
ZT
Air Traffic Services Reporting
ZP
Other two-letter designators for ATS units shall not be used for that purpose. 2.1.2.4 Filing Time __________________________________________________________________________________________
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The filing time shall consist of a six-digit data-time group indicating the data and the time of filing the message for transmission with the aeronautical fixed station concerned.
2.1.2.5 Originator Indicator 2.1.2.5.1.1 The originator Indicator shall consist of a six-or eight-letter sequence, similar to an Addressee Indicator (see 2.1.2.3.2), identifying the place of origin and the organization originating the message. 2.1.2.6 Supplementary information on the address and the origin
2.1.2.6.1
The following supplementary information is required when, in the indicators of the address and/or Origin, the two-letter designators “YX:”, “ZZ” or “YY” are used : a)
the name of the organization or the identity of the aircraft to appear at the beginning of the text;
b)
the order of such insertions is to be the same as the order of the Addressee Indicators and/or the Originator Indicator;
c)
where there is more than one such insertion, the last should be followed by the word “STOP”.
d)
where there are one or more insertion in respect of Addressee Indicator plus an insertion in respect of the Originator Indicator, the word “FROM” is to appear before that relating to the Originator Indicator.
Note : ATS Messages Received in Teletypewriter Page-copy form i)
ATS messages received via AFTN will have to be placed within a communications “envelope” preceding and following character sequences which are necessary to ensure correct transmission via AFTN). Even the text of the AFTN message may be received with words or group preceding and following the ATC text.
ii)
The ATS message may then be located by the simple rule that it is preceded by an Open Bracket, e.g., ‘[’ and followed by a Close Bracket, e.g. ’]’.
iii)
In some local cases, the teletypewriter machines in use will always print two specific symbols other than Open Bracket and Close Bracket on receipt of ATS messages.
2.2
Preparation and Transmission of Messages
2.2.1
Air Traffic Services messages shall be prepared and transmitted with standard texts in a standard format and in accordance with standard data conventions.
2.2.2
When messages are exchanged verbally between air traffic services units, a verbal acknowledgement shall constitute evidence of receipt of the message. No confirmation in written form shall therefore be required.
3.
METHODS OF MESSAGE EXCHANGE
3.1
The lead-time requirements of air traffic control shall determine the method of message exchange to be used for the exchange of ATS data.
3.2
Basic flight plan data necessary for air traffic control purposes shall be furnished to the first en-route control center at least 30 minutes in advance of the flight, and to each successive centre at least 20 minutes before the aircraft enters that center’s area of jurisdiction.
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8-1-5
The second en-route centre and each successive centres shall be provided with current data, including updated basic flight plan data, in a current flight plan message or in an estimate message supplementary already available updated basic flight plan data. Note : Further processing and distribution of the data to its associated ATS units is the internal task of the receiving system.
3.4
Filed Flight plan and Associated Updated Messages
3.4.1
Filed flight plan data and update messages shall be addressed simultaneously to the first enroute control centre, to all other ATS units along the route of flight which are unable to obtain or process current flight plan data, and to air traffic flow units concerned. Supplementary Data
3.5 3.5.1
when basic flight plan data or supplementary flight plan data are required, request messages shall be addressed to the ATS unit which is most likely to have access to the required data.
3.5.2
If the requested information is available, a filed or a supplementary flight plan message shall be transmitted.
4.
MESSAGE TYPES AND THEIR APPLICATION
4.1.
Emergency Messages
4.1.1
The various circumstances surrounding each known or suspect emergency situation preclude the specification of standard message type to provide for emergency communications, except as described in 4.1.2 and 4.1.3 below.
4.1.2
Alerting (ALR) Messages
4.1.2.1
When an air traffic services unit considers that an aircraft is in a state of emergency an alerting message shall be transmitted to any air traffic services unit that may be concerned with the flight and to the associated rescue coordination centres, containing such of the information specified in Appendix 3, Section 1, as is available or can be obtained.
4.1.2.2
When so agreed between the air traffic services units concerned, a communication relating to an emergency phase and originated by a unit employing automatic data-processing equipment may take the form of a modification message supplemented by a verbal message giving the additional details prescribed for inclusion in an alerting message.
4.1.3
Radio Communication Failure (RCF) Messages
4.1.3.1
When an air traffic services unit is aware that an aircraft in its area is experiencing radio communication failure, an RCF message shall be transmitted to all subsequent ATS units along the route of flight which have already received basic flight plan data (FPL or RPL) and to the aerodrome control tower at the destination aerodrome, if basic flight plan data has been previously sent.
4.1.3.2
If the next ATS unit has not yet received basic flight plan data because it would receive a current flight plan message in the coordination process, then an RCF message and a current flight plan (CPL) message shall be transmitted to this ATS unit. In turn, this ATS unit shall transmit an RCF message and a CPL message to the next ATS unit. The above process shall be repeated progressively from centre to centre up to the first ATS unit along the remaining route of flight to which basic flight plan data has already been sent.
4.2
Filed Flight Plan Messages and Associated Updated Messages Filed flight plan messages and associated update message comprise: -
filed flight plan messages (4.2.1)
-
delay messages (4.2.2)
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-
modification messages (4.2.3)
-
flight plan cancellation messages (4.2.4)
-
departure message (4.2.5)
-
arrival messages (4.2.6)
Filed Flight Plan (FPL) Messages
4.2.1.1
Filed flight plan shall be transmitted for all flights for which a flight plan has been submitted with the object of being provided with air traffic control service, flight information service or alerting service along part or the whole of the route of flight. 4.2.1.2 A file flight plan message shall be originated and addressed as follows by the air traffic services units serving the departure aerodrome or, when applicable, by the air traffic services unit receiving a flight plan from an aircraft in flight : a)
a FPL message shall be sent to the area control centre or flight information centre serving control area or flight information region within which the departure aerodrome is situated;
b)
a FPL message shall be sent to all centres in charge of each flight information region or upper flight information region along the route. In addition, an FPL message shall be sent to the aerodrome control tower at the destination aerodrome.
c)
when a potential reclearance in flight request (RIF) is indicated in the flight plan, the FPL message shall be sent to the additional centres concerned and to the aerodrome control tower of the revised destination aerodrome;
d)
where it has been agreed to use CPL message but information is required for early planning of traffic flow, a FPL message shall be transmitted to the area control centres concerned.
e)
for a flight along routes where flight information service and alerting service only are proved, a FPL message shall be addressed to the centre in charge of each flight information region or upper flight information region along the route and to the aerodrome control tower at the destination aerodrome.
4.2.1.3 In the case of a flight through international stops, where flight plans for each stage of the flight are filed at the first departure aerodrome, the following procedure shall be applied : a)
b)
the air traffic services reporting office at the first departure aerodrome shall : i)
transmit an FPL message for the first stage of flight in accordance with 4.2.1.2;
ii)
transmit a separate FPL message for each subsequent stage of flight, addressed to the air traffic services reporting office at the appropriate subsequent departure aerodrome;
the air traffic services reporting office at each subsequent departure aerodrome shall take action on receipt of the FPL message as if the flight plan has been filed locally.
4.2.1.4 FPL messages shall normally be transmitted after the filing of the flight plan. Flight plan will be accepted within 2 hours prior to departure except at those stations where repetitive flight plans are accepted. However, flight plan for IFR flights or international VFR operation should be submitted at least 30 minutes before departure. In the event of a delay of one hour in excess of :
4.2.2
a)
the proposed departure time; or
b)
The EET to be spent on the ground at an intermediate stop, a new flight plan should be submitted and the old flight plan cancelled.
Delay (DLA) Messages
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4.2.2.1 A DLA message shall be transmitted when the departure of an aircraft, for which basic flight plan data (FPL) has bee sent, is delayed by more than 30 minutes after the estimated offblock time contained in the basic flight plan data. 4.2.2.2 The air traffic services unit serving the departure aerodrome shall transmit the DLA message to all recipients of basic flight plan data. 4.2.3
Modification (CHG) Message
4.2.3.1 A CHG message shall be transmitted when any change is to be made to basic flight plan data contained in previously transmitted FPL. The CHG message shall be sent only to those recipients of basic flight plan data which are affected by the change. 4.2.4 Flight Plan Cancellation (CNL) Message 4.2.4.1 A flight plan cancellation (CNL) message shall be transmitted when a flight, for which basic flight plan data has been previously distributed, has been cancelled. The ATS unit serving the departure aerodrome shall transmit the CNL message to ATS units which have received basic flight plan data. 4.2.5
Departure (DEP) Message
4.2.5.1 A DEP message shall be transmitted immediately after the departure of an aircraft for which basic flight plan data has been previously distributed. 4.2.5.2 The DEP message shall be transmitted by the ATS unit serving the departure aerodrome to all recipients of basic flight plan data. 4.2.6
Arrival (ARR) Messages
4.2.6.1 When an arrival report is received by the ATS unit serving the arrival aerodrome, this unit shall transmit an ARR message: a)
for a landing at the destination aerodrome : i)
to the area control centre or flight information centre in whose area the arrival aerodrome is located, if required by that unit;
ii)
to the air traffic services unit, at the departure aerodrome, which originated the flight plan message, if that message included a request for an ARR Message;
b)
for a landing at an alternate or other aerodrome :
c)
to the area control centre or flight information centre in whose area the arrival aerodrome is located; and i)
to the aerodrome control tower at the FPL destination aerodrome; and
ii)
to the air traffic services reporting office at the departure aerodrome; and
iii)
to the are control centre or flight information centre in charge of each flight information region through which the aircraft would have passed according to the flight plan, had it not diverted.
4.2.6.2 When a controlled flight which has experienced failure of two-way communication has landed, the aerodrome control tower at the arrival aerodrome shall transmit an ARR message : a)
for a landing at the destination aerodrome : i)
to all air traffic services unit concerned with the flight during the period of the communication failure; and
ii)
to all other air traffic services unit which may have been alerted;
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4.3
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for a landing at an aerodrome other than the destination aerodrome ,to the ATS units serving the destination aerodrome; this unit shall then transmit an ARR message to other ATS units concerned or alerted as in (a) above.
Co-ordination Messages Co-ordination messages comprise :
4.3.1
-
current flight plan message (4.3.1)
-
estimate messages (4.3.2)
-
co-ordination messages (4.3.3)
-
acceptance messages (4.3.4)
Current Flight Plan (CPL) Messages
4.3.1.1 Unless basic flight plan data have already been distributed (FPL) which will be supplemented by co-ordination data in the estimate message, a CPL message shall be transmitted by each area control centre to the next area control centre and from the last area control centre to the aerodrome control tower at the destination aerodrome, for each controlled flight, and for each flight provided with air traffic advisory service along routes or portions of routes where it has been determined that adequate point-to-point communications exist and that conditions are otherwise suitable for forwarding current flight plan information.. 4.3.1.2 A CPL message shall be transmitted in sufficient time to permit each air traffic services unit concerned to receive the information at least 20 minutes before the time at which the traffic is estimated to pass the transfer of control point or boundary point at which it comes under the control of such unit. This procedure shall apply whether or not the ATS unit responsible for origination of the message has assumed control of, or established contact with, the aircraft by the time the transmission is to be made. 4.3.1.3 When a CPL message is transmitted to a centre, which is not using automatic data processing equipment, the period of time specified in 4.3.1.2 may be insufficient, in which case an increased lead-time shall be agreed. 4.3.1.4 A CPL message shall include only information concerning the flight from the point of entry into the next control area or advisory airspace to the destination aerodrome. 4.3.2
Estimate (EST) Messages
4.3.2.1 When basic flight plan data for a flight has been provided, an EST message shall be transmitted by each area control centre or flight information centre to the next area control centre or flight information centre along the route of flight. 4.3.2.2 An EST message shall be transmitted in sufficient time to permit the air traffic services unit concerned to receive the information at least 20 minutes before the time at which the aircraft is estimated to pass the transfer of control point or boundary point at which it comes under the control of such unit, unless another period of time has be prescribed in letters of agreements. This procedure shall apply whether or not the area control centre or flight information centre responsible for origination of the message has assumed control of, or established contract with, the aircraft by the time the transmission is to be effected. 4.3.2.3 When an EST message is transmitted a centre which is not using automatic data processing equipment, the period of time specified in 4.3.2.2 may be insufficient, in which case an increased lead-time shall be agreed. 4.3.3
Co-ordination (CDN) Messages
4.3.3.1 A CDN message shall be transmitted during the co-ordination process by an accepting unit to the transferring unit when the former wished to propose a change to co-ordination data as contained in a previously received CPL or EST message. 4.3.3.2 If the transferring unit wishes to propose a change to the data contained in a CDN message received from the accepting unit, a CDN message shall be transmitted to the accepting unit.
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MATS – Pakistan
8-1-9
4.3.3.3 The process described above is repeated until the co-ordination process is completed by the transmission of an acceptance (ACP) message by one of the two units concerned. Normally, when a change is proposed to a CDN message, direct-speech circuit shall be used to resolve this issue. 4.3.4
Acceptance (ACP) message
4.3.4.1 Unless special arrangement have been made between the air traffic control units concerned an ACP message shall be transmitted by an accepting unit to the transferring unit to indicate that the data in a CPL or an EST message is accepted. 4.3.4.2 Either the accepting unit or the transferring unit shall transmit an ACP message to indicate that data received in a CDN message is accepted and that the co-ordination process is completed. 4.4 Supplementary Messages Supplementary Messages comprise : 4.4.1
request flight plan message (4.4.1) request supplementary flight plan message (4.4.2) supplementary flight plan message (4.4.3)
Request Flight Plan (RQP) Messages
4.4.1.1 A request flight plan (RQP) message shall be transmitted when ATS units wishes to obtain flight plan data. This might occur upon receipt of a message concerning an aircraft for which no corresponding basic flight plan data had been previously received. The RQP message shall be transmitted to the transferring ATS unit, which originated the EST message, or to the centre, which originated update message for which no corresponding basic flight plan data are available. If no message has been received at all, but an aircraft establishes RTF communication and requests air traffic services, the RQP message shall be transmitted to the previous ATS unit along the route of flight. 4.4.2
Request Supplementary Flight Plan (RQS) Messages
4.4.2.1 A request supplementary flight plan (RQS) message shall be transmitted when an air traffic services unit wishes to obtain supplementary flight plan data. The message shall be transmitted to the ATS reporting office at the departure aerodrome. 4.4.3 Supplementary Flight Plan (SPL) Message 4.4.3.1 An SPL message shall be transmitted by the air traffic service reporting office at the departure aerodrome to air traffic services unit requesting information additional to that already transmitted in a CPL or FPL message. When transmitted by AFTN, the message shall be assigned the same priority indicator as that in the request message. 4.4.3.2 Goodwill message from VVIP Flight while over flying Pakistan Airspace. FORMAT: FROM: AREA CONTROL CENTRE KARACHI / (LAHORE) TO:
S.O. TO DGCAA HQCAA KARACHI DIRECTOR JIAP KARACHI DIRECTOR OPERATIONS HQCAA KARACHI C.O.O. JIAP KARACHI APM ISLAMABAD
THE FOLLOWING GOODWILL MESSAGE RECEIVED FROM VVIP FLIGHT (CALL SIGN) (TYPE OF AIRCRAFT) (4 LETTER DESIGNATOR OF DEPARTURE AERODROME- 4 LETTER DESIGNATOR OF DESTINATION AERODROME) NAME OF THE CITIES IN ENGLISH WORDS QUOTE:
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
8-1-10
__________________________________________________________________________ __________________________________________________________________________ __________________________________________________________________________ NAME OF VVIP DESIGNATION OF VVIP UNQUOTE: APM ISLAMABAD IS REQUESTED TO FORWARD THIS INFORMATION TO MINISTRY OF DEFENCE AND FOREIGN AFFAIRS. Example: THE FOLLOWING GOODWILL MESSAGE RECEIVED FROM VVIP FLIGHT MRJ002 B707 VOHY-OIII (HYDERABAD DAKAN-TEHRAN) PRESIDENT ISLAMIC REPUBLIC OF IRAN
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–1
SECTION - 9 CHAPTER – 1 AIR TRAFFIC SERVICES RETURNS 1.
INTRODUCTION
1.1
For statistical purposes Headquarters CAA require certain Returns to be completed and promptly forwarded on either a daily or monthly basis. It is essential that these returns are accurately compiled, nil returns are not required unless specified. RCN (return control number) is used at the airports for maintaining data by M.I.S. and ATS statistical section for record.
2.
RETURNS
2.1
Incident Occurrence Unserviceability Return (Elect. Engg. / RCN 237A&B)
2.1.1 This return is compiled daily and reflects incidents such as overshoots, diversions and unserviceabilities to navigational aids crash vehicles etc. nil returns are required CAAO 19-01-1986. 2.1.2
The period covered and the daily return is rendered as in 2.1.2. TYPE OF RCN COMMONLY USED AT AIRPORTS
• MONTHLY OPERATIONS RETURN Part-1
ATS/RCN 121 CAAO 6-4 Dated:Sep1989
Operations o
Normal timings
o
Opening of Aerodrome outside hours of operation
o
Closure of Aerodrome
o
Emergencies
o
Search & Rescue Organization
Part-2 Aircraft Movements Part-3 Meteorological Condition Part-4 Obstacle Restrictions and Removal per National Airfield Clearance Policy • MONTHLY BIRD SHOOTING RETURN
ATS/ RCN/122 CAAO 6-1 Dated:Aug1985
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
•
9-1–2
MONTHLY RETURN ON RESCUE AND FIRE FIGHTING SERVICES
-
Part-1 Monthly Return On Rescue And Fire Fighting Services o o o o o o
•
•
RFFS/RCN124 CAAO 6-5 Dated:Nov1989
Manpower Vehicles Fire Alarm System Fire Extinguisher Water and reservoir Fire fighting Materials/Equipments
-
Part-2 Crash/Fire Incidents
-
Part-3 Crash/Fire Practices during the month
MONTHLY RETURN ON CRASH, FIRE FIGHTING AND RESCUE SERVICES ATS/RCN124 CAAO 6-5 20-NOV-1989 Part-1 Facilities o
Manpower
o
Vehicles
o
Fire Alarm System
o
Water and reservoir
o
Fire Extinguisher
o
Fire fighting Materials
Part-2
Crash/Fire Incidents
Part-3
Crash/Fire Practices held
MONTHLY DOMESTIC AIR TRAFFIC
STATISTICS/RCN 521 CAAO
PART-1 COMMERCIAL AIR TRANSPORT MOVEMENTS PART-2 NON-COMMERCIAL AIR TRANSPORT MOVEMENTS 2.2
Operational Return of the Air Traffic Services(RCN121)
2.2.1 This is a monthly return reflecting the total movement of aircraft (arrivals, departures, Over flights and VVIP movements) during the previous month. 2.2.2
The period covered is from 0001 UTC on the first day of the month to 2400 UTC on the last day of the month.
2.2.3 The return will be forwarded to HQCAA by mail on the 10th day of ensuing month. 2.3
Return of Birds/Dog/Pigs
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 2.3.1
9-1–3
This is a monthly return designed to reflect the eradication progress and control of birds, dogs and pigs on airports. The period covered in this return and method for forwarding it are the same as in 2.3.2 and 2.3.3.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–4 CIVIL AVIATION AUTHORITY
ATS/RCN/121 Page 1 of 7
MONTHLY OPERATIONS RETURN
MONTH : ____________ YEAR : ____________
Airport:_______________
PART - I OPERATIONS (a) Normal Timings:
(b) Opening of Aerodrome Outside Hours of Operations: Hours of Operations From To
No. Of Watches
No.Of Shifts
Duration Date
From
To
Purpose
Total Period
Hrs.
Min.
Percentage:
Duration
Phase
Flight
FIC/FISS App. (Radar) App. (Non-Radar) ACC (Radar) ACC (Non-Radar) TWR PFIU Airport Safety Services (c) Closure of Aerodrome:
(d) Emergencies: Duration
Date
From
To
Reason
Total Period
Hrs.
Min.
Percentage:
Diversion (If Any)
Date
(Condt…..P/2)
PART - I (Contd.….)
ATS/RCN/121 Page 2 of 7
(e) Search and Rescue Organization: Unit
Date
Duration of Activity
Brief Account of Operation
Rescue Coordination Centre
Search and Rescue Unit
Alerting Post
(Contd.…..P/3)
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–5
PART - II AIRCRAFT MOVEMENTS
ATS/RCN/121 Page 3 of 7
1. FIR/FISS AREA MOVEMENTS
IFR
VFR TOTAL
3. AERODROME MOVEMENTS
(a) DOMESTIC: Internal Flights
Arrivals
Arrivals From Lahore/Karachi FIR
Departures
Departures For Lahore/Karachi FIR
Local Flights
DAY
Total (a)
NIGHT TOTAL
IFR
VFR
Total
(b) INTERNATIONAL Transit Flights Arrivals
4. PEAK AERODROME MOVEMENTS
Departures For Lahore/Karachi FIR
NO. OF MOVEMENTS
Peak Hours (From ……………….. Hours Total (b)
To ………………..…. Hours)
Total (a) + (b) Peak Day (Name of Day) 2. CONTROL AREA/CONTROL ZONE MOVEMENTS
IFR
VFR TOTAL
Peak Week (From ………………… Date
Transit Flights:
To ………………….... Date)
Domestic (Arrivals/Departures) International (Arrivals/Departures) Internal Flights Total (Contd…..P/4)
PART - II (Contd.….)
ATS/RCN/121 Page 4 of 7
(5) Foreign Military Aircraft Movements: S. No.
Date
Type of Aircraft
Nationality
Registration
Call Sign
Arrival From
To
To
Departure From
Remarks
(Contd.…..P/5)
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–6
PART - III METEOROLOGICAL CONDITIONS
ATS/RCN/121 Page 5 of 7
(a) Instrument Meteorological Conditions ( WX Below VMC Minima ) Aerodrome Traffic Zone: Date
Duration in Hours/Minutes
Ceiling
Visibility
Total Period=……………………………………Hours…………………………………….Minutes
Percentage:
(b) Aerodrome Below Meteorological Minima: Date
Duration
Ceiling
Visibility
Landing
Total Period=……………………………………Hours…………………………………….Minutes
Take-off
Diversions
Percentage: (Contd.……….P/6)
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–7
PART-IV OBSTACLE RESTRICTION AND REMOVAL PER NATIONAL AIRFIELD CLEARANCE POLICY
ATS/RCN/121 Page 6 of 7
Date of Airfield Inspection: _______________________ Areas
Runway No.
Description of Obstacle
Distance & Height
Action Taken/Remarks
OVER RUN
OVER RUN EXTENSION
FUNNEL AREA
RUNWAY CLEARANCE AREA
TAXI CLEARANCE AREA
APRON
(Contd.……….P/7)
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–8
PART - IV (Contd.…..)
ATS/RCN/121 Page 7 of 7
Areas
Runway No.
Description of Obstacle
Distance & Height
Action Taken/Remarks
TRANSITION SURFACE
INNER HORIZONTAL SURFACE
INNER CONICAL SURFACE
OUTER HORIZONTAL SURFACE
To:1. General Manager ATS, HQ Civil Aviation Authority JIAP, Karachi. 2. General Manager MIS, HQ Civil Aviation Authority JIAP, Karachi.
Respondent's Reference No: ______________ Date : ______________
Signature: _________________ Name: ____________________ Designation: _______________ Tele. No: __________________
Airport : _________________________ MONTHLY RETURN ON CRASH, FIRE FIGHTING & RESCUE SERVICES (POSITION ON THE LAST DAY OF THE MONTH) PART - 1 1.
:
ATS/RCN/124 Page 1 of 5 APPENDIX 'A' TO CAAO NO. 6-5 DATED ________
FACILITIES
MANPOWER Position
PG
Fire Officer
08
Asstt. Fire Officer
07
Fire Superintendent
06
Fire Supervisor
05
Aerodrome F/Fighter
05
Fire Leader
04
Fire Operator
03
SVD-I
04
SVD-II
03
Marshaller
03
First Aid Crew
03
MTD
03
Establishment
Strength
On attachment
Deficiencies
Others
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–9
ATS/RCN/124 Page 2 of 5 2.
VEHICLES S. No.
RFF Vehicle
CAA No.
Unserviceability
Defects handled during the month
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–10
ATS/RCN/124 Page 3 of 5 3.
FIRE ALARM SYSTEM (En-list type)
S. No.
Type
1.
Electric Bell
2.
Manual Bell
3.
Automatic Alarm System
4.
Heat/Smoke Detector
5.
Exchange Telephone Nos.
Serviceable
Unserviceable (give causes & reasons)
5.
FIRE EXTINGUISHERS
S. No.
Type & make
6.
FIRE FIGHTING MATERIALS
Quantity held
In use Serviceable Unserviceable
In stock
6. 7. 8. 4.
WATER RESERVOIR
S. No.
Type
1.
Underground Tank
Capacity
Volume of water available
S. No.
Store
Type
Stock prescribed
Useable stock held
2. 3. 4.
Overhead Tank
5.
Hydrant
6. 7.
Natural Resources i.e. Rivers, Ponds.
8.
Tube-Well
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
Deficiencies
MATS – Pakistan
9-1–11
ATS/RCN/124 Page 4 of 5 PART-II : CRASH/FIRE INCIDENTS Date of occurrence
Brief description of incidents & causes (if known)
Intimation received
Time of Arrival Control at site of fire
Extinguish
Facilities Activated C.A.A RFF Other RFF
Human
Losses Material Property
ATS/RCN/124 Page 5 of 5 PART-III : CRASH/FIRE PRACTICES HELD Communication Date received Report Fire Start (location/ Alarm unit)
Time of Arrival at Site
Control
Totally Extinguished
Dry/wet Practice
Distance of Site from fire station
Participating crews DesigNo. nation
Observer Type
No.
Designation
Consumption No.
Water/foam (liters) Type Qty.
Remarks (Indicate magnitude of fire, mock-up, casualties evacuation etc.) To:
1. 2.
General Manager, ATS, HQCAA Karachi. General Manager, Plans & Statistics, HQCAA Karachi.
Ref. No. ______________________
Name: ___________________________
Date: ________________________
Designation: ______________________ Tel. No. __________________________
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–12
STATISTICS/RCN/521 Page 1 of 2
CIVIL AVIATION AUTHORITY REFERENCE MONTH : __________ YEAR : ________
AIRPORT : ___________________________
MONTHLY DOMESTIC AIR TRAFFIC RETURN PART-1 : COMMERCIAL AIR TRANSPORT MOVEMENTS Air Line/ Operator
S.No. 1
3 Ltr Code
2
DAY
Type of Aircraft
Scheduled ARR. DEP. 4 5
3
NIGHT Scheduled Non-Scheduled ARR. DEP. ARR. DEP. 8 9 10 11
Non-Scheduled ARR. DEP. 6 7
TOTAL (DAY + NIGHT) Scheduled Non-Scheduled ARR. DEP. ARR. DEP. 12 13 14 15
Total 16
Total Note:- Data for each type of aircraft used by an Airline/Operator must be given separately.
Contd……P/2
STATISTICS/RCN/521 Page 2 of 2
PART-11 : NON-COMMERCIAL AIRCRAFT MOVEMENTS
6
7
Army
5
PAF
4
Navy
3
Others
2
GENERAL AVIATION (Please Indicate Name of Operators)
Military
Technical
1
Type of Aircraft
Training
S.No.
3 Ltr Code
Test
Local Air Line/ Operator
8
9
10
OTHERS Not Already Included
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
Total
27
Total 1- To,
Signature : _______________ General Manager MIS (Stats) Statistical Branch HQ Civil Aviation Authority Terminal-1, Jinnah Int'l. Airport, Karachi
2- GM ATS, HQ CAA Karachi 3- GM AT (Int'l, HQ CAA Karachi)
Prepared By: ______________ Ref. No. __________________ Dated: __________________
Airport Manager : __________ Tele No. : _______________
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–13 STATISTICS/RCN/522 Page 1 of 2
CIVIL AVIATION AUTHORITY REFERENCE MONTH : __________ YEAR : ________
AIRPORT : ___________________________
INTERNATIONAL AIR TRAFFIC RETURN PART-1 : COMMERCIAL AIR TRANSPORT MOVEMENTS S.No.
Air Line/ Operator
1
3 Ltr Code
DAY
Type of Aircraft
2
Scheduled ARR. DEP. 4 5
3
NIGHT Scheduled Non-Scheduled ARR. DEP. ARR. DEP. 8 9 10 11
Non-Scheduled ARR. DEP. 6 7
TOTAL (DAY + NIGHT) Scheduled Non-Scheduled ARR. DEP. ARR. DEP. 12 13 14 15
Total 16
Total Note:- Data for each type of aircraft used by an Airline/Operator must be given separately.
Contd……P/2
STATISTICS/RCN/522 Page 2 of 2
CIVIL AVIATION AUTHORITY REFERENCE MONTH : ________ YEAR : _______
AIRPORT : ___________________________ INTERNATIONAL AIR TRAFFIC RETURN PART-II : OVER FLIGHT (FOR KARACHI AND LAHORE) DAY
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
Total
3
OTHERS
2
Total
1
NIGHT
3 Ltr Code
OTHERS
S. No.
Air Line/ Operator
27
28
TOTAL
1- To,
Signature : _______________ General Manager MIS (Stats)
2- GM ATS, HQ CAA Karachi
Prepared By: ______________
Statistical Branch
3- GM AT (Int'l, HQ CAA Karachi)
Ref. No. __________________
HQ Civil Aviation Authority Terminal-1, Jinnah Int'l. Airport, Karachi
Airport Manager : __________
Dated: __________________ Tele No. : _______________
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
Grand Total 29
MATS – Pakistan
9-1–14
RFFS/RCN/124 PAGE - 2 OF 6 2. VEHICLES
S. No. (1)
RFF Vehicle (2)
CAA Vehicle No. (3)
Status (S/A or U/S) (4)
Fuel Consumption (5)
Defects handled during the month (6)
Outstanding defects Reasons of delay in repair (7)
KM run (8)
Hour Running (if applicable) Engine Pump (9) (10)
RFFS/RCN/124
APPENDIX "A" TO PAGE - 3 OF 6 CAAO NO. 6-5 RFFS/RCN/124 RFFS/RCN/124 4 OF 6 PAGE 1 TOPAGE 6 DATED __________
3. FIRE ALARM SYSTEM
4. FIRE EXTINGUISHERS
(5) WATER RESERVOIR
(6) FIRE FIGHTING MATERIALS/EQUIPMENTS Status AIRPORT Reasons In store : ___________________________ RETURN ON RESCUE ANDS. FIRE SERVICES Make MONTHLY (S/A or U/S) For Unserviceability No. FIGHTING Type & Make Weight In use Serviceable Unserviceable Quantity Held (POSITION ON THE LAST DAY OF THE MONTH ___________, 20 ) (3) (4) (1) of (2) Make (3) (4) (5) (6) Capacity Available S.(5) No. Name In Deficiency Surplus
S. No. S.(1) No.
Type (2) Type
1. 1 MANPOWER Electric Bell (1) (2)
2
Manual Bell
1 S. No. Underground Tank/Tanks Position
3 (1) Automatic Alarm System (2)
Quantity (4)
(3) PG (3)
(1)
Material/Equipment (2) (A) MATERIAL Strength On Attachment (5) 3% (6) AFFF
Establishment (4)
42
1Heat/Smoke Sr. FireDetector Officer
1
AFFF 6%
3
5
2SmokeFire Officer Windows
2
DCP
65
3Sprinkler Asstt. Fire Officer System
3
CO2(Carbon Di Oxide)
4
7
4 Fire Superintendent Overhead Tank/Tanks Fire hose cabinets 5 Fire Supervisor /
98
Hooter
76 8
9
SVD-III
10
Marshaller
11
First Aid Crew
12
Bird Shooter
13
Others
Deficiencies (7)
Stores (5) Surplus (8)
(6) Remarks (9)
5 (B) EQUIPMENTS Rescue Suits
Sr. AFF
6 Fire Leader / AFF Natural resources i.e. Others 7 SVD-I River, lake, pond. 10 8Tube SVD-II well/Turbine
Vehicles (4)
4
Hydrants/Apron/land side
9 10
(3)
6
Breathing Apparatus
7
Suction Hoses Rubber/Canvas Hoses
8
Power Saw
9
Ladder
10
Trailer Pump
11
Booster Pump
12
Fire Boots
13
Compressor for breathing apparatus
14
Others
__________________________________________________________________________________________ 15
CIVIL AVIATION AUTHORITY
14 AUG 2005
(7)
MATS – Pakistan
9-1–15
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–16 RFFS/RCN/124 PAGE 5 OF 6 PART-II : CRASH/FIRE INCIDENTS
S. No. (1)
Date of Occurrence (2)
Time of Intimation Arrival at Control Received Site of Fire (4) (5) (6)
Brief description of incidents & causes (3)
Extinguished (7)
Facilities Activated C.A.A Other RFF RFF (8) (9)
Loses Human (10)
Material (11)
Property (12)
RFFS/RCN/124 PAGE 6 OF 6 PART - III : CRASH FIRE PRACTICES DURING THE MONTH
CIVIL AVIATION AUTHORITY S. No. (1)
Infor-mation Date received Fire from Report Alarm (2) (3) (4) (5)
Remarks:
To :
Distance Participating Vehicle Observer Quantity consumed (Ltr) of Site Crew Dry/ from Arrival Totally Wet Fire at Site Control Extinguished Practice Station Desig No. Type No. Desig No. Water AFFF DCP CO2 (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20) (21) Time of
Start (6)
(Indicate magnitude of fire mock-up Casualties evacuation etc).
1.
General Manager RFFS HQCAA, Karachi
Ref. No. ___________________
Name: _______________________
2.
General Manager MIS, HQCAA Karachi
Date : _____________________
Designation: ___________________ Tel No. _______________________
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–17 ATS/RCN/122 Page 1 only
AIRPORT: ___________________________
REFERENCE MONTH YEAR:
MONTHLY BIRD SHOOTING RETURN OF AIR TRAFFIC SERVICES Respondent’s Reference No. _________________________
Station 1.
No. of Guns/ Bird Shooters 2.
To:1) General Manager (RFFS) 2) General Manager (MIS)
No. of Cartridges Used 3.
HQ Civil Aviation Authority Terminal-1, JIAP Karachi
Dated: ______________
Birds Killed
Remarks
4.
5.
Signature _____________ Name: _____________ Designation ___________ Tel No. ___________
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–18
CIVIL AVIATION AUTHORITY TECHNICAL
OPI CAAO NO
: :
Communications Operations Branch 19-1(Revised)
14th October 2002
DAILY INCIDENTS,OCCURANCES AND UNSERVICEABILITY (IOU) REPORT RCN-237 Introduction 1.
Operational facilities at airports are required to operate continuously and at highest state of efficiency to ensure safe, orderly and expeditious flow of air traffic. It is therefore essential, that any interruptions to facilities and restoration methods are kept under close observations at all levels, and measures adopted to improve the performance efficiency.
Need for Return 2.
This return was introduced to closely monitor at HQCAA the status of the operational facilities, evaluate the effective use of the potentials placed at the disposal of the Airport Managers and to provide necessary guidance/assistance for achieving the required standards , the previous CAAO19-1 dated 24th October 1991 on the subject is hereby revised to update the system.
Scope of Return 3.
The return shall cover all the operational and technical facilities maintained and provided by CAA and contained in Appendix B OF THIS CAAO.The failure of equipment shall be reflected in the return, even if standby equipment and channels were used and operations were not affected.
Originator 4.
Airport Managers will detail an officer by name, who will be responsible for originating and dispatching the daily IOU Return. He shall collect requisite information from all units , compile it and arrange transmission as stated below. Where no officer is available , Airport Manager himself shall be responsible for its compilation and transmission.
5.
In case of joint user airfields, the Airport Manager shall coordinate the report with PAF OR joint user before its dispatch.
6.
List of Airports, which are to submit daily reports is placed at Appendix ‘A’. Operational facilities to be included are included at Appendix ‘B’. Incidents and occurrences reflected in the report must contain essential information .
7.
Unserviceability of main/standby equipment may also be reflected in the report. If a main facility/equipment is unserviceable then it may be mentioned as “operation not suffered as it is carried on standby equipment/facility”. In case of a standby equipment/facility is unserviceable then it may be indicated a “operation normal, no standby available”. 8.
9.
Airport Managers are to ensure that immediate action is taken to control an arising. All corrective/remedial actions taken by airport managers are to be reflected in the report. The information must be correlated with the previous days report and any NOTAM action taken indicated.
Nil return will also be submitted.
Compilation of Report 10.
Reports shall be drafted in plain language by using standard ICAO Codes and abbreviations.
Period of report 11.
IOU Report from the main airports will cover 24 hour period from 0000 to 2400 hours UTC where as Feeder Service Airports will cover the 24 hours period from 1500 to 1500 UTC. IOU Reports are to be transmitted by main airports by 0030UTC and by Feeder Airports before closing down watch.
Format of the Return 12.
IOU Reports forwarded by Airport Managers shall only contain information to be reported in respect of affected facilities with specific reasons to clarify the situation under appropriate heading. A specimen of the report is placed at Appendix ‘C;. it should be addressed to OPKCYFYR.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–19
13.
The compiled IOU REPORT prepared by officer in charge IOU JIAP Karachi shall contain information under following heading:
a) b) c)
RADARs RADIO NAV AIDS TELECOM CHANNELS i) ii) iii) iv)
d) e) f) g) h) i) j)
AIR GROUND ATS COORDINATION AFTN EPABX
VISUAL AIDS (including ground lights etc) OPERATIONAL VEHICLES GENERATORS/AIR CONDITIONERS MET INSTRUMENTS OPERATIONAL AREAS (Runways taxiways F/W Strips etc) AIRCRAFT REPORTS INCIDENTS/OCCURRENCES (including over shoots diversions bird hits etc)
Compilation of IOU Reports 14.
Officer in charge IOU JIAP Karachi shall compile the consolidated facility wise report (as shown at Appendix ‘D’ ) duly correlating the information with previous day’s report. Consolidated IOU report is to reach CAA headquarters by 0200 UTC
Method of Transmission 15.
CAA telex and AFTN channels are to be utilized for the transmission of the report. Telephone facility may be utilized, if no other means of transmission are available. In such cases confirmatory copy must be dispatched through signal.
Super session 16.
This CAAO Supersedes previous CAAO No:19-1 issued on 24th October 1991
Dated 14 October ,2002
( JAVED IQBAL ) Air Commodore Director Technical Services
( MUHAMMAD AKHLAQ SIDDIQUI ) Corporate Manager Admin (Policy&Procedures) Dated”21st October 2002 File No: HQCAA/2010/6/C0MM.Ops Distribution. List ‘A’ to ‘G’
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
9-1–20
APPENDIX-A’ TO CAA NO:19-1(Revised) Dated:14th October 2002 LIST OF AIRPORTS REQUIRED TO SUBMIT DAILY IOU REPORT 1.
Bahawalpur
14. Moenjodaro
2.
Chitral
15. Multan
3.
CAA Headquarters
16. Nawabshah
4.
Dera Ghazi Khan
17. Ormara
5.
Dera Ismail Khan
18. Pasni
6.
Faisalabad
19. Panjgur
7.
Gilgit
20. Peshawar
8.
Gawadar
21. Quetta
9.
Islamabad
22. Rahimyar Kan
10. Jiwani
23. Sukkar
11. Jacobabad
24. Skardu
12. Karachi
25. Turbat
13. Lahore
26. Walton
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Appendix B To CAAO:19-1(revised) Dated 14th October 2002 LIST OF FACILITIES OPERATIONAL FACILITIES Runway Stopway Side Strips Taxiway Apron Clearway Airfield Fixture Wind Direction Indicator Wind Speed Indicator Signal Square Landing ‘T’ Crises Control Room Avio Bridge
Runway QDM boards Obstructions Markings Automatic Weather Station Anneroid Barometer Aldis Lamp Marshalling Torches Glim Lamps Goose Necks VARY Pistol Hydrants for Crash Tenders RVR (Beginning//Middle/End) Distance Marker Boards
TECHNICAL FACILITIES NDB CVOR/DVOR DME/TDME Glide slope Localizer Middle marker Outer marker Outer locator VHF Direction Finder Radar Tape Recorders PAPIs Runway Lights Taxiway Lights Strobe Lights Apron Lights Apron Edge Lights Apron Flood Lights Approach Lights Obstruction Lights Other Lights Generators (Standby) Air Conditioners Trailer Pumps Battery Check-in- System Fire Crash Nell MU Meter /Skido Meter
VHF (Tower) VHF (Radar) VHF (Enroute) VHF (Surface Movement) VHF (Approach) HFRT(Enroute) Volmet ATIS ATS Coordination Channels AFTN Channels Telex Connection VASIS Battery Chargers MF Crash Tenders Jambo Fire Tender Large RIV Fire jeep Water bouser Follow me Van Ambulance Runway Sweeper Fire Alarm Auto FF. System Bird Shooter Jeep EPABX FIDS/Flight Enquiry System AFCOM/MBC AGNIS Runway Rubber Removing Machine
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Appendix ‘C’ To CAAO NO:19-1 Dated 14th October 2002 SPECIMEN OF REPORT TO BE SUBMITTED BY AIRPORT MANAGER TO JIAP KARACHI RCN/237
DD
OPKCYFYR
(DATE TIME)
ORIGINATOR
(TEXT) (FACILITY)
(PERIOD OF U/S) (REASON)
(REMARKS)
VOR
0700-0830UTC
PIA-732 & BAW-203 also reported VOR off
Note 1
off the air due to power fluctuation
Incident /Occurrences/Overshoots: must contain Flight No. Registration marks, Aircraft operator, Type of aircraft, time, Aerodrome of Departure & Destination & brief details of Incident/occurrence.
Note 2
Diversion: must contain Flight No. Registration marks, aircraft operator, type of aircraft, Aerodromes of Departure/Destination ATD/ETA, Airport of diversion, point of diversion, time & reason of diversion, ATA, and any pertinent remarks.
Note 3:
Unserviceability of any facility must contain reason of U/S & remedial action taken. Any report from aircraft in flight shall also be indicated.
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Appendix ‘D’ To CAAO19-1(Revised) Dated 14th October 2002 SPECIMEN OF IOU REPORT TO BE COMPILED BY OFFICER IN CHARGE IOU JIAP KARACHI DD (DTG)
OPHQYFYX OPKCYFYR IOU REPORT FOR THE PERIOD(******) TO (******) MONTH/YEAR
RADARS: RADIO NAV AIDS: TELECOM CHANNELS i) ii) iii) iv)
Air ground ATS Coordination AFTN EPABX
VISUAL AIDS OPERATIONAL VEHICLES: GENERATORS/AIR CONDITIONERS: MET INSTRUMENTS: OPERATIONAL AREAS: AIRCRAFT REPORTS INCIDENTS/OCCURRENCES Distribution list at HQrs CAA: DGCAA, Dy DGCAA, D Ops, D. Tech, D. Works, President SIB. D. A/W, Chief of Flight Standards Chief of Flight Inspection, GM Comm-Ops, GM Elects, GM GE, GM MIS, GM Radar, GM Supply, GM GED, GM EED,GM Supply Depot, GM ATS ,GM RFFS, GM APM ,G M R&D. Distribution List at Locations: Director JIAP, Director AIIAP, ZM North, ZM South, CTO JIAP, CTO AIIAP, COO JIAP, COOO AIIAP.
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SECTION-10 CHAPTER-1 ATS UNITS TRAINING 1.
INTRODUCTION
1.1
The safety and regularity of civil aviation depends to a considerable extent on the efficiency of the air traffic controller, it is his duty to promote a safe, orderly and expeditious flow of air traffic. The high degree of proficiency needed can only be achieved by choosing suitable candidates followed by a well-planned and well-administered on- the-job training programme.
1.2
This training program will provide the trainee with the opportunity to perform his task in an operational environment. The safety of operations and the effectiveness of such training depend, however, upon constant vigilance in the monitoring and supervision of ATC activities.
1.3
Each person engaged in providing air traffic control service should be trained to recognize clearly his individual responsibility to give maximum service, information and assistance to aircraft in the various phases of flight.
1.4
The Job Training Standard (JTS) required for the air traffic controller’s rating, covers a wide spectrum of knowledge in various fields and it is essential that the trainee understands all the material to the level specified. However, the relative importance of the knowledge compared with the ability to apply it must be kept in mind. The trainee’s ability to put his knowledge into successful practical application is an even more important aspect of the considerations necessary to the granting of rating for various ATS units. It is because of this requirement that most experienced and suitable rated air traffic controller should be deployed for ON-THE JOB instructional duties. It is impossible to overstress the importance of the availability of good instructors for the achievement of a high quality of training.
2.
ENGLISH PROFICIENCY LEVEL
2.1
Air Traffic Controllers shall demonstrate the ability to speak and understand the language used for radiotelephony communications.
2.2
Following are the categories of proficiency levels as specified by ICAO
LEVEL 6
expert
LEVEL 5
extended
LEVEL 4
operational
LEVEL 3
pre operational
LEVEL 2
elementary
LEVEL 1
pre elementary
2.3
Level 4 is the minimum required proficiency level for radio telephony communication.
2.4
Required proficiency level for Air Traffic Controllers is level 6 (expert level)
2.5
The language proficiency of air traffic controllers who demonstrate proficiency below the expert level shall be evaluated at intervals as under a)
those demonstrating language proficiency at the operational level should be evaluated at least once every three years; and
b)
those demonstrating language proficiency at the extended level should be evaluated at least once every six years.
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3
THE OJT INSTRUCTOR
3.1
The on-the-job training instructor (OJTI), must be a current ‘B’ category controllers, with a minimum of 3 years practical experience and holding all the required ratings at that unit. The OJTI must be a person who is willing and keen with a natural flare for instruction. It is essential that OJTIs are put on scheduled ATS duties so that they do not loose their practical skill due to continuous monitoring.
3.2 Mostly incidents occur as a result of lack of vigilance on the part of the (OJTI) conducting on-thejob training. The OJTI must never allow this to happen. 3.3 On-the-job training is a dedicated task and OJTI will not be given any other duties that will interfere with a student’s practical training plan. 4. 4.1.1
RESPONSIBILITIES Headquarters Civil Aviation Authority
4.1.1
A senior officer (G.M. ATS or an officer authorized by him) at HQCAA would be responsible for organizing and implementing the entire OJT programme. His duties and responsibilities include: i)
establishment of policies and procedures to ensure a uniform and effective OJT programme.
ii)
establishment of the JOB training Standard (JTS) criteria ,policy and monitory unit implementation.
4.2
ATS Units
4.2.1
COO/FOO/FTO responsible for practical implementation of the OJT programme at airports would be required to :-
4.3
i)
establish their present/cell with a training officer;
ii)
forward their present/future requirements of air traffic controllers for each unit to HQCAA..
iii)
maintain a list of ATCOs posted at their respective airports along with their complete bio-data;
iv)
maintain particulars of OJTIs presently available (unit wise) as their respective airports including qualifications and experience;
v)
ensure the implementation of the OJT programme in accordance with HQCAA and unit policies, procedures.
Officer-in-charge OJT Section/FTO (Facility Training Officer) The OJT section would be headed by a Senior ATCO when available or by FTO. He would be responsible for: i)
periodically organizing refresher course for OJTIs;
ii)
selection of ATCOs for Headquarter’s approval to perform as OJTIs;
iii)
monitoring and assessing the OJT activities by daily supervision;
iv)
organizing and conducting the oral/practical test for skill progression;
v)
consolidating and submitting the OJT reports to HQCAA;
vi)
acting on the recommendation of an OJTI who considers a trainee competent for independent duties, request Headquarters Operations Division to nominate an Examining Board for a unit rating, subsequently submitting the Board results for Headquarters approval.
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4.4
Duties of OJTIs
4.4.1
An OJTI, in addition to his normal ATS duties shall be responsible for : i)
instructing trainees on handling of live traffic in ATS units;
ii)
teaching theory and background information and its application;
iii)
reporting progress of trainees to FOO/FTO by submitting weekly/monthly progress report;
iv)
recommending trainee for independent duties after he/she achieves the standard required for the provision of relevant air traffic services.
5.
JOB TRAINING STANDARD (JTS)
5.1.1
The Job Training Standard (JTS) is a carefully devised syllabus for the rating disciplines of OJT, indicating the depth of knowledge and degree of skill required for each specific discipline for the JTS. The JTS is divided into five parts as follows: Requirement for Aerodrome Control Rating Requirement for Approach Control Rating (including Non Radar) Requirement for Area Control Rating (including Non Radar) Requirement for Radar Rating
5.1.2
The trainee is required to demonstrate his ability, to meet the standard, in a solo capacity by applying the rules, regulations, procedures and practices in live operational environment before obtaining a rating. Therefore, emphasis must be placed on this aspect during OJT. Before recommending the trainee for solo check, the officer-in-charge OJT section/cell (Facility Training Officer) concerned should be completely satisfied that the trainee has reached the validation standard for the rating and this should be confirmed by a written report.
5.3
Requirement for Aerodrome Control Rating
5.3.1
After successfully completing an approved training course, the trainees must acquire a level of knowledge and practical ability to meet the required standards, for an aerodrome control rating.
5.3.1.1 Local Aerodrome A complete knowledge of: i)
the aerodrome layout, including physical characteristics of the airfield;
ii)
the details and operations of aeronautical ground lights including obstructions lighting;
iii)
the details of visual ground aids including indicators and ground signaling devices;
iv)
location of buildings and installations;
v)
the types and performance characteristics of aircraft operating at that aerodrome, such as : a)
Average and maximum rate of climb and descent;
b)
cruising and approach speed;
c)
landing performance;
d)
effect of failure and partial failure of essential instruments/equipment of aircraft;
e)
fuel consumption under varying conditions
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vi)
terrain obstruction characteristics including height with range and bearing from aerodrome;
vii)
location of aerodromes within 25 NM, together with the type of operations carried out;
viii)
location of restricted, prohibited and danger areas within 25 NM;
ix)
location of prominent landmarks and reporting point within 25 NM;
x)
the airspace around and above the aerodrome and types of airspace;
xi)
navigational and landing aids serving the aerodrome and within 25 NM around.
5.3.1.2 Use of Equipment Demonstrate the use of: i)
ground-to-ground communication equipment;
ii)
air-ground communication equipment;
iii)
meteorological equipment;
iv)
direction finding equipment;
v)
signal lamp and vary-light pistol;
vi)
stand-by equipment
5.3.1.3 Co-ordination Procedures Demonstrate their ability to apply the : i)
local procedures from notification of flights, arrival and departure;
ii)
transfer of control procedures for aircraft arriving or departing from the aerodrome concerned;
iii)
communication procedures with other units; and
iv)
correct RTF phraseology.
5.3.1.4 Meteorological Awareness Demonstrate his Meteorological awareness in : i)
the services rendered by the meteorological department to air traffic control;
ii)
the ATC responsibilities with regard to weather effect on aircraft;
iii)
weather effects on operations of aircraft; and
iv)
effect of wind shear and actions to be taken
5.3.1.5 Emergency Procedure Practically demonstrate ability to apply the: i)
procedures for alerting the fire service;
ii)
procedures or alerting the emergency services;
iii)
procedures for obtaining assistance for sick passengers; and
iv)
procedures for unlawful interference with an aircraft.
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5.3.1.6 Operational Duties Practically demonstrate ability to : i)
handle safely, orderly and expeditiously;
arriving and departing aircraft;
aircraft in the circuit;
aircraft and vehicles on the maneuvering area,
ii)
issue essential aerodrome information;
iii)
provide essential traffic information;
iv)
maintain an accurate and neat flight progress strip display representing the current traffic situation and use of runway blocking strips.
v)
handle Control Tower equipment including pyrotechnic and signal lamps;
vi)
identify signals, frequency and other pertinent data regarding air navigation facilities within 25 NM of the aerodrome concerned;
vii)
apply local operational instructions, including letters of agreements;
viii)
receive and handle flight plan and other data (including NOTAMs, Met reports received from Met. Office, routine and special aircraft, Met. observations) from and to the flight operation offices and other ATS units.
vii) viii)
disseminate information; provide meteorological information and understand weather effects on aerodrome operations;
ix)
handle all communication facilities; and
x)
carryout aerodrome surface and lighting inspections
5.4
Requirement for Area Control Rating
5.4.1
The trainees for an area control rating must have successfully completed an approved training course. They must demonstrate a level of knowledge and practical ability to meet the required standard for the area control rating.
5.4.1.1 Aerodromes and Air Traffic Conditions Acquire working knowledge of : i)
the approximate length and width of runways at the principle aerodromes;
ii)
the limitation with regard to heavy aircraft;
iii)
the approximate aircraft handling limits for each aerodrome within the area concerned in the event of diversions;
iv)
the special land line procedure with aerodromes within the area concerned;
v)
the dimensions of controlled airspace and advisory route their relationship to the provision of area control service and advisory service when aircraft are transferred to or from an adjacent airspace (controlled or uncontrolled). This will include reporting points, distances and flying times between route points.
5.4.1.2 Terrain and Danger Areas Acquire a complete knowledge of : i)
the dimension, activity and location of the danger, restricted and prohibited areas;
ii)
the minimum cruising flight levels or altitude
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5.4.1.3 Co-ordination Procedures Demonstrate ability to apply the :i)
local procedures for the notification of flights
ii)
transfer of control procedures and reporting points;
iii)
communication procedures with all units;
iv)
appropriate phraseology.
5.4.1.4 Radio Navigation Facilities Acquire a complete knowledge of : a)
the location and types;
ii)
the frequency band and identification
iii)
the approximate range and accuracy;
iv)
the failure a procedure.
5.4.1.5 Radio Communication Facilities Practically demonstrate ability in the use of :i)
communication with other ATS units;
ii)
VHF RTF and HF RTF for all sectors and their frequencies;
iii)
land line facilities and their routing;
iv)
standby procedures
5.4.1.6 Arrival, Departure and Holding Procedures for Airfields within area of responsibility Have a complete knowledge of : i)
arrival and departure procedure (STARs & SIDs)
ii)
holding patterns for each facility;
iii)
alternate procedures in case of facility failure
5.4.1.7 Weather appreciation Understand and act upon: i)
the services rendered by the Meteorological Department to air traffic control:
ii)
the receipt of forecasts and reports;
iii)
the in-flight reports and their distribution;
iv)
ATC responsibilities with regard to weather effect on aircraft;
v)
RVR/IRVR reports.
5.4.1.8 Operational duties Practically demonstrate ability to :i)
maintain a safe, orderly and expeditious flow of air traffic;
ii)
identify and resolve conflictions;
iii)
apply separation standards;
iv)
apply restrictions;
v)
give clearance and releases for air traffic;
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vi)
maintain an accurate neat flight progress strip display, representing the current traffic situation;
vii)
handle high and low level holding patterns;
viii)
provide essential traffic information;
ix)
apply the advisory airspace procedures;
x)
apply the procedures prescribed in unit instructions/SATIs;
xi)
handle ACC equipment; and
x)
receive and handle flight plans and other data (including NOTAMS, Meteorological reports from the Met. Office, routine and special aircraft ,Met. Observations) from and to the flight operation offices and other ATS units..
5.5
Requirements for Approach Control Rating
5.5.1
The trainees for an Approach Control Rating must have successfully completed an approved training course. They must demonstrate a level of knowledge and practical ability to meet the required standard for an approach control rating.
5.5.1.1 Local Aerodrome and Approach Control Acquire a complete knowledge of : i)
the layout of aerodrome within the area of jurisdiction, including elevation, direction, length and width of runway together with the type of operations carried out.
ii)
the particulars of lighting system (if provided) including runways, taxiway and obstruction lights;
iii)
the dimensions of controlled airspace, its relationship to the provision of approach control service when aircraft are transferred to or from adjacent airspace (controlled/uncontrolled);
iv)
the procedures for IFR and controlled VFR flights;
v)
all aircraft types operating to and from the aerodromes;
vi)
the special procedures, for military aircraft and general aviation aircraft, and
vii)
the performance characteristics of aircraft likely to operate within the airspace such as: a. average and maximum rates of climb and descent, b. cruising speed, c.
landing performance,
d. effect of failure and partial failure of essential equipment. 5.5.1.2 Co-ordination Procedures Demonstrate ability to apply: i)
the local procedures for the notification of flights, arrivals and departures;
ii)
transfer of control procedures for aircraft operating within the airspace;
iii)
the communication procedures with other units;
iv)
the correct phraseology.
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5.5.1.3 Holding, Approach to land and Departure Procedures For Aerodromes within the area of responsibility, demonstrate a detailed knowledge of : i)
instrument approach procedures established for all facilities at aerodromes;
ii)
holding patterns for each facility;
iii)
arrival and departure procedures (STARs and SIDs);
iv)
missed approach procedures for each approach;
v)
alternative procedures in case of facility failure;
vi)
transition altitudes and levels; and
vii)
minimum safe altitudes.
5.5.1.4 Radio Navigation Facilities Acquire working knowledge of : i)
the location and type;
ii)
the frequency band and identification;
iii)
the approximate range and accuracy; and
iv)
the failure procedure and stand-by equipment.
5.5.1.5 Radio Communication Facilities Practically demonstrate their ability in the use of : i)
communication with other ATS units;
ii)
VHF RTF and UHF RTF for all sectors and their frequencies;
iii)
land line facilities and their routing;
iv)
stand-by procedures.
5.5.1.6 Terrain and Danger Area Acquire a complete knowledge of :i)
the terrain characteristics including spot height with range and bearing from aerodromes;
ii)
the dimensions, activity and location of danger, restricted and prohibited areas; and
iii)
the location of prominent landmarks
5.5.1.7 Weather Appreciation Understand and act upon:i)
the services rendered by meteorological department to air traffic control;
ii)
ATC responsibilities with regard to weather effect on aircraft;
iii)
the in-flight reports and their distribution; and
iv)
RVR/IRVR reports.
5.5.1.8 Emergency Procedures Practically demonstrate ability to apply:i)
the procedures for alerting the emergency services and rescue co-ordination centre (RCC);
ii)
the phase of emergency;
iii)
the communication procedures;
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the co-ordination procedures with the units involved; and
v)
the procedures for aircraft subject to unlawful interference
10-1-9
5.5.1.9 Operational Duties Practically demonstrate ability to:i)
maintain a safe, orderly and expeditious flow of air traffic;
ii)
identify and resolve conflictions;
iii)
apply separation standards;
iv)
apply restrictions;
v)
give clearance and releases for aircraft;
vi)
maintain an accurate and neat flight progress strip display representing the current traffic situation;
vii)
provide essential traffic information
viii)
apply the procedures prescribed in unit instructions/SATIs;
ix)
handle the unit equipment; and
x)
receive and handle flight plans and other data (including NOTAM, Met. Reports from the Met office, routine and special aircraft, Met. Observations) from and to the flight operation offices and other ATS units.
5.6
Radar Rating
5.6.1
To ensure safe and expeditious flow of air traffic, en-route and in the vicinity of aerodromes. Radar equipment is used as the Air Traffic controlled main tool in carrying out their duties. An air traffic controller is required to hold ratings in the corresponding non-radar ATS discipline before qualifying for radar training.
5.6.2
When employed on radar duties, the air traffic controller derives information presented on radar displays, in addition to the information obtained from pilots estimates and current flight plans, and not as in the case of non-radar where information is derived partly from the pilot and partly from his own estimates/calculations. The guidance given by the radar controller must be accurate because of the reduced separation minima applied.
5.6.3
Proficiency in radar control can only be achieved by practical application of established techniques and the use of standard phraseologies and procedures. Performance of radar equipment can be affected by meteorological and other factors and it is essential for radar controllers to have a thorough knowledge of the operational characteristics of the equipment in use and its limitation.
5.6.4
Radar instructors should be selected from persons with at least two years practical experience in all aspects of radar control. Close supervision by instructors for the practical exercises, conducted either in a simulator or by using live traffic is essential.
5.6.5
For obtaining radar rating the trainee should be fully conversant with and able to apply in a practical environment the following elements in the use of radar.
5.7
Equipment Characteristics and Limitations i)
radar characteristics; wavelength, beam width, pulse length, rate of scan, pulse recurrence frequency, vertical polar diagram;
ii)
resolution and accuracy; range resolution, azimuth resolution, range accuracy, bearing accuracy.
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5.7.3
10-1-10
Weather and other factors affecting coverage i)
moving target indication (MTI) system, delay line, blind velocity fade, tangential and concentric fade;
ii)
permanent echo suppressors: swept gain/sensitivity time control (STC), instantaneous automatic gain control (IAGC);
iii)
weather suppressors: circular and variable linear polarization, fast time constant (FTC) logarithmic amplifier;
iv)
anomalous propagation: meteorological conditions, spurious echoes, effect on coverage;
v)
height band: effect on height finder displays, meteorological conditions.
Secondary Surveillance Radar Principles of operation advantages and disadvantages, side-lobe suppression, garbing. “fruit” or interference suppression, modes and codes, method of display.
5.7.4
Display of Ancillary Information on CRT Optical mapping, video mapping/intertrace/interscan facilities.
5.7.5
Equipment Coverage Performance requirements, coverage of PAR if provided.
5.7.6
Consoles and Controls Instructions should be given on the types of radar to be used by the controller:
5.7.7
i)
layout of console and controls; use of grid lines, etc
ii)
use of controls; receive gain, signal gain, trace brilliance, range marks, range mark intensity;
iii)
use of permanent echo and/or weather suppressors; and
iv)
setting up sequences.
Co-ordination with other controllers Knowledge of local procedures.
5.7.8
Methods of Radar Identification For Primary and Secondary Radar.
5.7.9
Separation Standards For primary/secondary radar and for air traffic going or coming into radar coverage.
5.7.10 Emergency Procedures Unit instructions/SATIs. 5.7.11Radar Failure and Radio Failure Radio failure procedure. Radar failure – apply procedural separation.
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5.7.12 Operation Technique and Procedures Practically demonstrate their ability to :i)
set up the equipment and carryout routine checks;
ii)
identify aircraft (all methods);
iii)
provide vertical/radar separation standards and avoiding action;
iv)
pre-plan and provide safe and expeditious routing of aircraft;
v)
apply speed control;
vi)
apply Mode “C” separation and its limits;
vii)
execute the procedure for radar failure;
viii)
execute the procedure for radio failure;
ix)
employ correct RTF technique and phraseology;
x)
carryout surveillance radar approaches;
xi)
Apply terrain clearance;
xii)
Accurately position aircraft for the final approach or other radar/radio aids;
xiii)
Co-ordinate with an transfer control to adjacent air traffic services units; and
xiv)
Apply the emergency procedures.
6.
VALIDITY OF RATING
6.1
Rating shall become invalid when an air traffic controller has ceased to exercise the privileges of the rating for a period of 180 days. A rating shall remain invalid until the controller’s ability to exercise the privileges of the rating has been re-established by performing at least 3 duties in one calendar month.
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10-2-1
CHAPTER – 2 GUIDE TO COMPILATION OF OJT REPORTS 1.
INTRODUCTION
1.1
Importance of ON-THE –JOB training reporting shall not be under estimated and there is a need to keep a continual monitoring on training. Up-to-the-minute information about the trainee’s current performance level is vital.
1.2
The exercise of completing a report is worthwhile since the OJTI has to identify, precisely, the problem areas. Having identified these areas, the appropriate remedial action can be decided upon and taken.
1.3
in our OPEN reporting system, reports have the added and very important advantage of informing the trainee strengths and his weaknesses. A report should always be discussed with the trainee and explained to him.
2.
REPORTING
2.1
All reporting should be done in such a manner that it would; ASSIST THE INSTRUCTOR
by analyzing the trainee’s performance identifying good and strong points, weak areas where more effort should be concentrated.
HELPS THE TRAINEE
by giving them feedback. They know what their instructors think. They know where to concentrate their efforts.
2.2 The reports therefore, should be detailed and specific leaving no room for doubt. Sweeping generalizations like “SATISFACTORY” are of little real value. Similarly vague comments must be avoided. They do not help because the vital analysis of the trainee’s performance has not been thoroughly undertaken.
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10-2-2 CIVIL AVIATION AUTHORITY DAILY OJT REPORT
……………….Airport
Name Designation
ATS UNIT
DATE TRAINING COMMENCED
DATE ………………..
WATCH NO. ……………
EVALUATION
REMARKS (DESCRIPTION)
1. Taking over/Handing over Procedures
2. Strip Marking 3. R/T Phraseology and Microphone Use 4. Intercom Use 5. Application of Procedures 6. Awareness 7. Productivity and speed 8. Planning of Traffic 9. Judgment 10. Initiative 11. Co-ordination 12. Rate of Progress 13.Working Relationship 14. Interest and willingness shown 15. Punctuality 16. Supervision
(Traffic density including weather conditions)
SIGNATURE OF TRAINEE
SIGNATURE OF OJTI
SIGNATURE OF OFFICER IN CHARGE
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10-2-3 CIVIL AVIATION AUTHORITY ATS. SECTION MONTHLY OJT PROGRESS REPORT
NAME DESIGNATION
CAA
DATE ___________________
ATC.
PERIOD COVERED FROM ________________________ TO _____________________
Training Commenced_________________ . Watches ______________
Training Hours _______________________
TOTAL WATCHES
TOTAL HOURS
A.
SEPARATION.
1
Application of standard Separation.
B.
CONTROL
1
Awareness
JUDGMENT
2
Judgment
3
Planning
4
Control Section
TRAFFIC
1
Prompt action correcting errors
MANAGEMENT
2
Maintains traffic flow
3
Retains aircraft identity
C.
D.
E.
ATS UNIT
BELOW AVERAGE
4
Anticipation
OPERATING
1
Flight progress strip management
METHODS
2
Clearance Delivery complete/timely
3
Provision of navigational assistance
4
Provision of weather information
5
Adherence to unit instructions
6
Hand off technique
7
Log entries
1
Provision of traffic information
2
Co-ordination technique
3
Communication (Clarify)
1
Standard phraseology
2
Voice (Quality)
3
Speech rate
1
Checks
2
Handling
CO-ORDINATION &
AVERAGE
ABOVE AVERAGE
REMARKS
correct/
COMMUNICATION
F.
R/T. PHRASEOLOGY
G.
EQUIPMENT
H.
EMERGENCIES AND OTHERS.
Required standard should be judged against progress and length of time taken i.e. the trainee upto unit expectations for this period of training. _________________________________________________________________________________________________________________________ INSTRUCTOR’S COMMENTS. DATE ________________
SIGNATURE OF INSTRUCTOR
_________________________________________________________________________________________________________________________ STUDENTS COMMENTS. THIS REPORT HAS BEEN DISCUSSED WITH ME. DATE ________________
SIGNATURE OF TRAINEE
REMARKS BY THE OFFICER I/C OJT SECTION DATE ________________
DATE ________________
FACILITY TRAINING OFFICER
CHIEF OPERATION OFFICER, JIAP KARACHI
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
10-3-1
CHAPTER – 3 AIR TRAFFIC CONTROL CATEGORIZATION SCHEME 1.
INTRODUCTION
1.1
The quality, adequacy and effectiveness of service provided by a Unit depends a great extent on the proficiency of the Air Traffic Controllers, performing duties in that unit. A high degree of proficiency is a pre-requisite for smooth, efficient and safe handling of aircraft in the air and on the ground. The desired standards can only be obtained through a process of continuous training and regular evaluation of officers and staff employed on active Air Traffic Control duties.
1.2
As the ATC procedures and recommended practices are continuously being revised/amended, a spirit of regular study on the part of Air Traffic Controllers and other staff engaged in this profession is considered essential. To achieve this objective a Categorization Board has been established to assess the Controllers on active ATC duties in order to help and guide them so that a high standard of professionalism is maintained.
1.3
Purpose The purpose of Air Traffic Control Categorization Scheme (CAT) is to :a) ensure by regular practical examinations that a high level of efficiency is being maintained by all controllers and staff employed active ATC duties; b) ensure that the standards and recommended practices of CAA are being followed and a close and smooth co-ordination is being maintained with PAF, Army Aviation, Navy and other concerned agencies; c) help and guide ATC officers and staff to improve their professional knowledge and raise the standard of performance;. d) Standardize the Air Traffic Control system at all levels.
2.
ATC CATEGORIZATION TEAM
2.1
The officers and staff shall be assed by an ATC Categorization Team comprising two ATC officers from the Civil Aviation Authority with Chief ATCO as a co-opted member. Following is the composition of the Board : a)
President Categorization Board (ATC officer of PG-10)
b)
Member Categorization Board ( ATC officer of PG-09)
3.
ASSESSMENT OF CONTROLLERS
3.1
The team will assess all Air Traffic Control Officers employed on active ATC duties at regular intervals. They will be examined in the control duties they are performing at that time in accordance with the standard required by Civil Aviation Authority. The Controllers will be tested in ATS units as per following policy :a)
Air Traffic Controllers holding ratings in all the ATS units shall be assessed in radar, Area Control and Approach Control. They will also be assed in Aerodrome Control if considered necessary.
b)
Air Traffic Controllers holding rating in Area Control shall be assessed in Area Control. They will also be assessed in Approach Control, Aerodrome Control if considered necessary.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
10-3-2
c)
Air Traffic Controllers holding ratings in Approach, Tower and shall be assessed in Approach Control and if necessary in Aerodrome Control also.
d)
Air Traffic Controllers holding ratings in Aerodrome Control shall be assessed in Aerodrome Control .
4.
ELIGIBILITY
4.1
All officers (PG-09 and below) including and staff employed on ATC duties are to appear before the Categorization Board.
4.2
Airport Managers (PG-09 and below) of ATS Branch and those ATC officers/staff not detailed on active ATC duties may apply for the Categorization to the Board. The Board will examine these personnel subject to the approval of G.M. ATS.
4.3
Airport Manager whose duties include the control of air traffic will also appear before the Categorization Board.
5.
REPORT
5.1
Reports are to be raised in respect of each Controllers/staff in triplicate and sent to Civil Aviation Authority Headquarters (G.M.ATS). ATS Branch will finalize the reports and send one copy back to the unit concerned.
6.
CERTIFICATES
6.1
Categorization Certificates, in duplicate will be issued by the G.M. ATS one copy for officer’s personnel record and the other copy to the Controller concerned.
7.
GENERAL REPORT ON AIR TRAFFIC CONTROL
7.1
A report on the working of the unit with recommendations if any, is to be raised by the Categorization Team and sent to G.M.ATS, Civil Aviation Authority. G.M. ATS after scrutinizing the report will send one copy back to the Airport concerned.
8.
AIR TRAFFIC CONTROL CATEGORIES
8.1
These will be as follows:-
8.1.1
a)
“A”
-
Exceptional
b)
“B”
-
Above average
c)
“C”
-
Average
d)
“D”
-
Below average or under training
e)
“E”
-
i)
Poor, failed for qualified officer/staff
ii)
Issued on completion of the Basic Training
The initial Category which can be awarded to a trainee after qualifying ATC Basic Course will be “E” regardless of the percentage obtained.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
10-3-3
8.2 Figure I or II and III will be affixed to the categories to indicate the operating density of the Air Traffic. The reports are graded as follows:a)
AIRPORT Karachi
DENSITY CODE I
b)
Lahore
I
c)
Islamabad
II
d)
Cherat Approach
II
e)
Peshawar
II
f)
Quetta
II
g)
Multan
II
h)
Faisalabad
II
i)
All other airports
III
8.3
Letter ‘R’ is to be affixed to indicate that the Controller concerned has qualified as a Radar Controller and has been tested on the equipment at the aerodrome.
9.
RENEWAL OF CATEGORIES
9.1
a)
Category ‘A’. This is to be renewed annually. The candidate may not be required to appear in the written test provided he has been employed on ATC duties for the last six months prior to the test and passes the practical/oral test.
b)
Category ‘B’. It is to be renewed annually. The candidate will have to appear in both written and practical tests.
c)
Category ‘C’ and below. There are to be renewed every six months. Candidates will have to appear in both written and practical tests.
10.
VISITS
10.1
The team will chalk out a programme in such a manner that all ATC units receive the proposed programme at least one month in advance. If for any reason a controller/operator is not available for the test, an extension of his category for a further period of six month may be considered by the CAA Headquarters (G.M. ATS) on the recommendation of the Categorization Team and/or FOO.
11.
WRITTEN EXAMINATION
11.1
The idea of the written test is to assess the Controller/staff’s professional knowledge. Apart from all aspects of ATC theory question on the relevant portions of air navigation, meteorology, navigational aids and operations covering such aspects which are required in day to day work will also be included.
11.2
The following standard of marking will be followed: a)
Category ‘A’
90% and above
b)
Category ‘B’
75% to 89%
c)
Category ‘C’
60% to 74%
d)
Category ‘D’
50% to 59%
e)
Category ‘E’
Below
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
10-3-4
12.
PRACTICAL EXAMINATION
12.1
The practical examination will consist of actual situation as well as emergencies. Marks will be given as follows:Max. Marks
12.2
a)
Confidence
10
b)
Initiative
10
c)
Handling of situation
10
d)
Standard procedures
20
e)
Emergency procedures
20
f)
Speech Clarity
10
g)
Audio reaction
05
h)
Organizing ability
10
i)
Handling of staff
05
Marks for the practical assessment required for each category are as follows:a)
CAT ‘A’
A minimum of 80% in each item and a total of 90%
b)
CAT ‘B’
A minimum of 65% in each item and a total of 75%
c)
CAT ‘C’
A minimum of 40% in each item and a total of 60%
d)
CAT ‘D’
A minimum of 40% in each item and a total of 50%
e)
CAT ‘E’
A minimum of 40% in each item and a total of 50%
13.
AWARD OF CATEGORY
13.1
The final category will not be higher than the overall category in practical test.
14.
COMPETENCE OF CONTROLLERS
14.1
a)
CAT ‘A’. Considered competent to perform independent watch duties with exceptional confidence and skill
b)
CAT ‘B’. Considered competent to perform independent watch duties with great confidence and skill
c)
CAT ‘C’. Considered competent to perform independent watch duties satisfactorily.
d)
CAT ‘D’. Not Considered competent to hold independent watch duties. They are to perform duties under supervision of controllers holder higher categories. However, they may be employed on independent watch duties during of low density traffic provided a category ‘C’ or above controller is available on call.
e)
CAT ‘E’. They are not Considered competent to perform independent watch at all until re-examined by the Categorization Board and obtain a higher category.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 14.2
10-3-5
Categories may be withdrawn or lowered by the Board on the recommendation of a FOO/Airport Manager for the following reasons:a)
serious or frequent breaches of Air Traffic Control discipline incompatible with the standards expected of an ATCO.
b)
frequent carelessness or negligence in handling or Air Traffic causing a hazard to safety;
c)
deterioration of ability not attributable due to lack of practice;
d)
if category ‘D’ holder fails to obtain category ‘C’ on three successive attempts.
15.
CORRECTIVE ACTION BY THE CATEGORIZATION BOARD
15.1
In the interest of flight safety the Categorization Board may temporarily debar a controller from performing independent duties in an ATS unit and make recommendations to G.M. ATS for further action if it is considered that performance of the Controller is unsatisfactory and hazard to flight safety.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
10-4-1
CHAPTER – 4 ATC CATEGORIZATION SYLLABUS 1.
INTRODUCTION
1.1
Candidates must satisfy the categorization Board as to their competence to continue to provide a service in accordance with their current rating at a particular airfield in conformity with standard practices and local instructions.
1.2
Question will be taken from both the Basic ATC course and the following syllabus.
2.
AERODROME CONTROL SYLLABUS
All topics in examination syllabus appropriate to Aerodrome Control and following essential theory a)
b)
c)
Local Aerodrome Rules -
Aerodrome and control procedures
-
Aerodrome dimensions/layout including elevation, direction, length and width of runways, width of taxiways tracks etc.
-
Particulars and operation of lighting systems including approach, runway, taxiway, apron and obstruction lights, aerodrome beacons etc.
-
Runway visual range procedures
-
Local taxiing procedures
-
Arrival and departure procedures
-
Runway bearing strengths
-
Standard RTF technique and phraseology
-
President flights
Characteristics of Local Air Traffic -
Identification of all aircraft types operating form the aerodrome and a general knowledge of Local Instructions their all-upweight and performance characteristics
-
Local flying
-
Turbo-jet and turbo-prop operations
Co-ordination procedures with other ATS units -
Co-ordination with approach control and/or the parent air traffic control centre
-
Liaison with operating companies on the aerodrome
Information Source
AIP, MATS, CAA Rules 1994
Aircraft Type Manual, Local Instructions
MATS, Local Instructions
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
10-4-2
-
Telephone/intercom phraseology used in coordination procedures
-
Communication links with other units
AIP, Local Instructions, Letters of agreement d)
e)
f)
g)
h)
Local Knowledge -
Local terrain characteristics including spot height with range and bearing from aerodrome
-
Location of other aerodromes within 25 miles radius and knowledge of the type of operation carried out there.
-
Location and extent of danger, restricted and prohibited areas and controlled airspaces within 25 miles radius.
Local Procedures of Alerting the various Emergency Service -
Availability of service
-
Aircraft accident
-
Aircraft emergency
-
Aircraft disaster plan
-
Methods of directing fire and crash service
-
Domestic fires
-
Notification
MATS, Local Instructions
MATS, Local Instructions
Search and Rescue Procedures -
Information and notification
-
Facilities available
-
Cancellation
Meteorological Information -
Interpretation & application of meteorological reports relating to an area 25 miles radius from the aerodrome
-
Meteorological services available to the air traffic services and local arrangements for the provision of meteorological data
Radio Communication and Navigational Facilities -
MATS, AIP, Met Training Manual
AIP
Location, Identification, frequency and other pertinent data regarding radio navigation facilities within 25 miles radius of the aerodrome.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
i)
10-4-3
General Operational duties -
Handling of control tower equipment including pyrotechnics and signal lamp.
-
Display of Information
-
Dissemination of operational information as required
-
Detailed knowledge of radio and telephone communication facilities available
-
Closure of aerodrome
-
Incident reporting procedures
MATS, Local Instructions
j)
VDF procedures (when provided)
MATS
k)
Administration
Local Instructions
3.
AREA CONTROL SERVICE SYLLABUS
All topics in examination syllabus appropriate to the air traffic advisory and flight information services and following essential theory a)
b)
c)
Air Traffic Services -
Objectives
-
Air Traffic Advisory service.
-
Flight Information Service
-
Flight rules IFR/VFR
-
Semi-circular rules
Aerodrome and Air Traffic Conditions -
Approximate length and width of runways at major aerodromes
-
Limitation with regard to heady aircraft
-
Aircraft handling limits for each aerodrome within FIR in the event of diversion
Diversion of Airspace -
Information Source
MATS
AIP, Local Instructions
AIP
Dimensions of airspace and ATS routes; their relationship to the provision of air traffic advisory service and flight information service, this will include reporting points, distance and flying times between route points
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
d)
10-4-4
Terrain and Danger Areas -
Dimensions, activity and location of danger, restricted and prohibited areas
-
Minimum levels
AIP
MATS, Local Instruction e)
f)
g)
h)
Operating Procedures and Co-ordination -
Principles of operation
-
Transfer of responsibility for the provision of air traffic advisory service and flight information service
-
Transfer of communications
-
Principle of co-ordination
-
Methods of coordination
-
President’s flight
-
Diversion
-
Altimeter setting procedures outside controlled airspace
-
Military formation flights
-
Dissemination of information notified by other ATSUs
Separation Standards -
Provision of standard separation
-
Essential traffic information
-
Arrival and departure procedures (SIDs & STARs)
Air Traffic Advisory Service -
Reasons for advisory service
-
Flight within Advisory airspace
-
Provision of advisory service
-
RTF phraseology
Meteorological Service -
Met information supplied to ATS
-
Met information to aircraft
-
In-flight reports and their distribution
-
Action on Meteorological warnings
MATS, AIP
AIP MATS
AIP
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
i)
Radio Navigational Facilities -
j)
k)
l)
10-4-5
Location, Identification, frequency and other pertinent data regarding navigational facilities of the area
AIP
Flight Information Service -
Flight information service
-
Limiting factors
-
Hazard warning
MATS
Flight Plan and ATS Messages -
Requirement for the submission of flight plans
-
Compilation of ATS Messages
MATS
Alerting Service and Aircraft Emergencies -
Recognition of an emergency situation
-
Classes of emergencies message
-
Phases of emergency; uncertainty, alert and distress
-
Intercepted messages
-
Fuel jettisoning
-
Aircraft emergencies; general principles
-
Radio failure procedures
-
Availability of service
-
Telephone priorities
-
Notification
MATS, Local Instructions
m) General Operational Duties
n)
-
Display of information
-
Dissemination of operational information as required
-
Detailed knowledge of radio and telephone communication facilities available
Reporting Procedures and Administration -
Incident reporting procedures
-
Contravention of legislation by military aircraft
MATS, Local Instructions
Local Instructions MATS, AIP, Local Instructions
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
4.
10-4-6
-
Breakaway balloons
-
Airspace restrictions and hazard
-
Administration
APPROACH CONTROL SYLLABUS
All topics in examination syllabus appropriate to the air traffic advisory and flight information services and following essential theory a)
b)
c)
Air Traffic Control Procedures -
Flight rules
-
Separation standards
-
Co-ordination of arriving and departure aircraft
-
Strip marking
-
Standard RTF phraseology
-
Altimeter setting procedures
Local Aerodrome and Approach Control Rules -
Limits of controlled and advisory airspace; their relationship to the provision of approach control service by the unit when aircraft are transferred to or from the parent air traffic control centre/flight information centre
-
Local flying procedures
-
Turbo-jet and turbo prop. Operations
-
Runway visual range
-
President fight procedures
-
Terrain characteristics
-
Holding for weather improvement
Operating Procedures and Co-ordination -
Local procedures for the notification of flights, arrivals and departure
-
Transfer and reporting points, and ATS route up to 100 miles
-
Diversion of airspace
-
Effect of weather on operation of aircraft
Information Source
CAA Rules 1994 , MATS, Local Instructions
AIP, MATS, Local Instructions
Local Instructions, AIP
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
d)
e)
f)
g)
h)
i)
10-4-7
Aerodrome operating minima
Terrain and danger areas upto 100 miles; dimensions, activity and location of danger restricted and prohibited areas, minimum levels
AIP
Characteristics of Local Traffic
Local Instructions
-
Local flying procedures
-
General knowledge of type, performance and purpose of locally based aircraft
Holding, Approach and Departure Procedures -
Instrument approach procedures for each facility
-
Obstacles clearance limit for each runway and facility
-
Holding patterns for each facility
-
Departure routing in various circumstances
-
Missed approach procedures
-
QGH procedures (when VDF provided)
Radar Aids Serving the Aerodrome -
Location, type and use of each facility
-
Frequency band and identification characteristics
-
Approximate range day and night
-
Approximate accuracy and limitation
-
Action in the event of failure and use of standby equipment
AIP, MATS
Local Instructions
MATS, Local Instructions
Search and Rescue Procedures -
Initiation and notification
-
Facilities available
-
Cancellation
MATS, Local Instructions
Alerting Services and Aircraft Emergencies -
Recognition of an emergency situation
-
Phases of emergency situation
-
Intercepted messages
-
Fuel Jettisoning
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
j)
k)
5.
10-4-8
-
Aircraft emergencies-general principles
-
Radio failure procedures
-
Availability of service
-
Telephone priorities
-
Notification
CATI, Met Training Manual, MATS, Local Instructions
Meteorological Reports -
The interception and application of meteorological reports relating to appropriate area of responsibilities
-
Weather effect on operation of aircraft
-
Wind-shear
MATS, Local Instructions
Reporting Procedures and Administration -
Incident reporting procedures
-
Contravention of legislation by military aircraft
-
Breakaway balloons
Local Instructions
RADAR AREA AND APPROACH CONTROL SYLLABUS
All topics in examination syllabus appropriate to the air traffic advisory and flight information services and following essential theory a)
Equipment characteristics and performance Wavelength, beam width, pulse length and vertical polar diagram -
Layout of consoles and use of controls
-
Operation and effect of permanent echo and/or weather suppressors
-
Operation and limitation of video mapping /interscan/intertrace facilities (where applicable)
-
Normal height/range coverage of the equipment with single twin and four-engine aircraft
Information Source
Local Instructions, CATI Training Manual
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
b)
c)
d)
10-4-9
-
Equipment and weather factors affecting actual coverage obtained
-
Performance criteria in range and altitude
Radar Services Radar Services -
Types of services
-
Services and airspace
-
Radar advisory service
Radar Separation and Techniques Radar separation -
Vectoring
-
Traffic Information
-
Unknown aircraft
-
Vortex wake separation
Identification Position report method -
Turn method
-
Departing aircraft method
-
Radar handover
-
Lost identity
MATS, Local Instructions
MATS, Local Instructions
MATS, Local Instructions
MATS, Local Instructions e)
f)
Operating Procedures Area of responsibility -
Control of inbound aircraft
-
Radar release
-
Provision of weather information
-
Altimeter setting
-
Surveillance radar approach
-
Discontinuation of radar approaches
-
Radar departure
-
Obstacle/terrain clearance
-
Weather reporting and avoidance
-
Termination of service
-
Radar failure action
-
Radio failure action
-
Use of direction finding equipment
-
Effects of weather on radar operation
-
Aerodrome operating minima
-
Wind-shear
-
Withdrawal of approach aids
Co-ordination -
MATS
Transfer of control to or from adjacent air traffic control units
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
-
10-4-10
Delegation of responsibility for the provision of air traffic control service MATS
g)
Secondary Surveillance Radar -
Operation of transponders
-
Code allocation
-
Application of Mode ‘C’
-
Carriage of SSR transponders
-
Emergency situation; indication of radar MATS
h)
Communication Technique and RTF -
Telephone/Intercom phraseology
-
RTF phraseology including surveillance radar approaches MATS
i)
Aircraft Emergencies -
Recognizing an emergency situation
-
Aircraft lost
-
Unlawful interference and other acts of violence; action by controller and use of special SSR Code 7500
-
Gyro or compass error
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
_____ Annex-1 Page 1 of 16___
Annex-1 OBSTACLES ON AN AERODROME AND APPROACH AREA 1.
INTRODUCTION
1.1
The chapter is an edited extract from ICAO Annex 14, provided for the guidance of controllers.
1.2
On occasions controllers may be asked by an outside agency for guidance, regarding obstruction limits when there is a proposal to erect a building or mast, which may penetrate the sterile area in and around an aerodrome and which if constructed, could constitute an obstruction.
1.3
Controllers should be aware that in some instances Pakistan Civil Aviation Authority applies different criteria to that of ICAO Annex 14. These criteria can be found under the heading ‘National Airfield Clearance Policy for Civil Airports and Heliports’ in Annex 6
2.
DEFINITIONS Aerodrome reference point
The designated aerodrome.
geographical
location
of
an
Aeroplane reference field length
The minimum field length required for take-off at maximum certificated take-off mass, sea level, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriate aeroplane flight manual prescribed by the certificating authority or equivalent data from the aeroplane manufacturer. Field length means balanced field length for aeroplane, if applicable, or take-off distance in other cases.
Aircraft classification number (ACN)
A number expressing the relative effect of an aircraft on a pavement for a specified standard subgrade category.
Note :- The aircraft classification number is calculated with respect to the centre of gravity (CG) position which yields the critical loading on the critical gear. Normally the aftmost CG position appropriate to the maximum gross apron (ramp) mass is used to calculate the ACN. In exceptional cases the forward most CG position may result in the nose gear loading being more critical. Declared distance
a)
Take-off run available (TORA). The length of runway declared available and suitable for the ground run of an aeroplane taking off..
b)
Take-off distance available (TODA). The length of the take-off run available plus the length of the clearway, if provided.
c)
Accelerated stop distance available (ASDA). The length of the take-off run available plus the length of the stop-way, if provided.
d)
Landing distance available (LDA). The length of runway declared available and suitable for the ground run of an aeroplane landing.
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14 AUG 2005
MATS – Pakistan
_____ Annex-1 Page 2 of 16___
Holding bay
A defined area where aircraft can be held, or bypassed, to facilitate operation, efficient surface movement of aircraft.
Instrument runway
One of the following types of runways intended for the operation of aircraft using instrument approach procedures:-
a)
non-precision approach runway. An instrument runway served by visual aids and a non-visual aid and providing at least directional guidance adequate for a straightin-approach.
b)
Precision approach runway, category I. An instrument runway served by ILS and visual aids intended for operations down to 60 m (200 ft) decision height and down to an RVR of the order of 800m;
c)
Precision approach runway, category II. An instrument runway served by ILS and visual aids intended for operations down to 30 m (100 ft) decision height and down to an RVR of the order of 400 m.
d)
Precision approach runway, category III. An instrument runway served by ILS to and along the surface of the runway and; i)
Intended for operations down to an RVR of the order of 200 m (no decision height being applicable) using visual aids during the final phase of landing;
ii)
intended for operation down to an RVR of the order of 50 m (no decision height being applicable) using visual aids for taxing;
iii)
intended for operations without reliance on visual reference for landing or taxing.
Non-instrument runway
A runway intended for the operation of aircraft using visual approach procedures.
Obstacle free zone (OFZ)
The airspace above the inner approach surface, inner transitional surfaces, and balked landing surface and that portion of the strip bounded by these surfaces, which is not penetrate by any fixed obstacle other than a low-mass and frangibly mounted one required for air navigation purpose.
Pavement classification number (PCN) A number expressing the bearing strength of a pavement for unrestricted operations.
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14 AUG 2005
MATS – Pakistan
_____ Annex-1 Page 3 of 16___
Runway end safety area (RESA)
An area symmetrical about the extended runway centre line and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or over running the runway.
Runway visual range (RVR)
The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface marking or the lights delineating the runway or identify its centre line.
Shoulder
An area adjacent to the edge of pavement so prepared as to provide a transition between the pavement and the adjacent surface.
Stopway
A defined rectangular area on the ground at the end of take-off run available, prepared as a suitable area in which an aircraft can be stopped in case of an abandoned take-off.
Touchdown zone
The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact the runway.
3.
AERODROME REFERENCE CODE
3.1
The intent of the reference code is to provide a simple method for inter-relating the numerous specifications concerning the characteristics of aerodromes so as to provide a series of aerodrome facilities suitable for the aeroplanes that are intended to operate at the aerodrome. The code is not intended to be used for determining runway length or pavement strength requirements. The code is composed of two elements, which are related to the aeroplane performance characteristics and dimensions. Element I is a number based on the aeroplane reference field length and Element 2 is a letter based on the aeroplane wing span and outer main gear wheel span. A particular specification is related to the more appropriate of the two elements of the code or to an appropriate combination of the two code elements. The code letter or number within an element selected for design purposes is related to the critical aeroplane characteristics for which the facility is provided. When applying, the aeroplane which the aerodrome is intended to serve are first identified and then the two elements of the code.
3.2
An aerodrome reference code – number and letter – which is selected for aerodrome planning purposes, shall be determined in accordance with the characteristics of the aeroplane for which an aerodrome facility is intended.
3.3
The aerodrome reference code numbers and letters shall have the meanings assigned to them in Table 1.
3.4
The code number for element 1 shall be determined from Table 1, Column 1 selecting the code number corresponding to the highest value of the aeroplane reference field lengths of the aeroplane for which the runway is intended. Note :- The determination of the aeroplane reference field length is solely for the selection of a code number and is not intended to influence the actual runway length provided.
3.5
The code letter for element 2 shall be determined from Table 1, Column 3, by selecting the code letter which corresponds to the greatest wing span, or the greatest outer main gear wheel span, whichever gives the more demanding code letter of the aeroplane for which the facility is intended.
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Note :- Guidance to assist the Appropriate Authority in determining the aerodrome reference code is given in the Aerodrome Design Manual, Parts 1 and 2.
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Table 1 : Aerodrome reference code Code Element 1 Code Aeroplane reference number field length 1 Less than 80 m 2
Code Element 2 Code letter
B
1,200 m up to but not including 1,800 m 1.800 m and over
4.
Up to but not including 15 m 15 m up to but not including 24 m 24 m up to but not including 36 m 36 m up to but not including 52 m 52 m up to but not including 60 m
A
800 m up to but not including 1,200 m
3
Wing span
C D E
Outer main gear wheel span Up to but not including 4.5 m 45 m up to but not including 6m 6 m up to but not including 9 m 9 m up to but not including 14 m 9 m up to but not including 14 m
Table 2 : Taxiway minimum separation distance Code letter
Distance between taxiway centre line and runway centre line (metres) Instrument runways
Non-instrument runway
Code number
Code number
1
1 2 3
2
3
4
(6) (7) (8) 37.5 47.5 42 52 93 - 101 -
Taxiway centre line to taxiway centre line (metres)
4 (9) 101 105
(10) 21 31.5 46.5 68.5 76.5
Taxiway other than aircraft stand taxi lane, centre line to object (metres) (11) 13.5 19.5 28.5 42.5 46.5
Aircraft stand taxilane centre line to object (metres)
(1) A B C D E
(2) (3) (4) (5) 82.5 82.5 87 87 168 176 176 - 180
(12) 12 16.5 24.5 36 40
4.
OBJECTS ON RUNWAY STRIPS
4.1
An object situated on a runway strip which may endanger aeroplanes should be regarded as an obstacle and should, as far as practicable, be removed.
4.2
No fixed object, other than visual aids required for air navigation purposes and satisfying the frangibility requirement shall be permitted on a runway strip: a)
Within 60 m of the runway centre line of a precision approach runway category I, II or III where the code letter is 3 or 4; or
b)
Within 45 m of the runway centre line of a precision approach runway strip during the use of the runway for landing or take-off.
Note :- No mobile object shall be permitted on this part of the runway strip during the use of the runway for landing or take-off.
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Unless its function requires it to be there for air navigational purpose, no equipment or installation shall be installed: a) b)
on a runway strip, a runway end safety area, a taxiway strip or within the distance specified in table 2, column 11, if it would endanger an aircraft; or on a clearway if it would endanger an aircraft in the air
5.
GRADING OF RUNWAY STRIPS
5.1
That portion of a strip of an instrument runway within a distance of at least: -
75 m where the code number is 3 or 4; and 40 m where the code number is 1 or 2;
from the centre line of the runway and its extended centre line should provide a graded area for aeroplanes which the runway is intended to serve in the event of an aeroplane running off the runway. 5.2
That portion of a strip of a non-instrument runway 75 m where the code number is 3 or 4; -
75 m where the code number is 2; and 30 m where the code number is 1;
from the centre line of the runway and its extended centre line should provide a graded area for aeroplanes which the runway is intended to serve in the event of an aeroplane running off the runway. 5.2.1
The surface of that portion of a strip that abuts a runway, shoulder or stopway shall flush with the surface of the runway, shoulder or stopway.
5.3
That portion of a strip to at least 30 m before a threshold should be prepared against blast erosion in order to protect landing aeroplanes from the danger of an exposed edge.
6.
RUNWAY END SAFETY AREAS
6.1
A runway end safety area should be provided at each end of a runway strip where: -
the code number is 3 or 4; and the code number is 1 or 2 and the runway is an instrument one.
6.2
Dimension of Runway End Safety Areas
6.2.1
A runway end safety area should extend from the end of a runway strip for as great a distance as practicable, but at least 90m.
6.2.2
The width of a runway end safety area should be at least twice that of the associated runway.
6.3
Objects on Runway End Safety Areas Note :- See ICAO Annex 14 for information regarding siting and construction of equipment and installations on runway end safety areas.
6.3.1
An object situated on a runway end safety area which may endanger aeroplanes should be regarded as an obstacle and should, as far as practicable, be removed..
6.4
Clearing and Grading of Runway End Safety Areas
6.4.1
A runway end safety area should provide a clear and graded area for aeroplanes, which the runway is intended to serve in the event of an aeroplane undershooting or overrunning the runway.
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CLEAR WAYS Note :- The inclusion of detailed specification for clearways in this section is not intended to imply that a clearway has to be provided.
7.1
Location of Clearways
7.1.2
The origin of a clearway should be at the end of the take-off run available.
7.2
Length of Clearway
7.2.1
The length of a clearway should not exceed half the length of the take-off run available.
7.3
Width of Clearway
7.3.1
A clearway should extend laterally to a distance of at least 75 m on each side of the extended line of the runway.
7.4
Object on Clearway An object situated on a clearway that may endanger aeroplanes in the air should be regarded as an obstacle and should be removed. Note :- See Annex 14 Para 8.6 for information regarding siting and construction of equipment and installation on clearway. 8.
MINIMUM DISTANCE FROM THE RUNWAY CENTRE LINE TO A HOLDING BAY OR TAXI-HOLDING POSITION Table – 3 Type of runway operation
Code number 2 3 4 Non-instrument 40m 75m 75m Non-precision approach 40m 75m 75m Precision approach Category I b a,b a,b 60m 90m 90m Precision approach Category II a,b a,b 90m 90m a) If holding bay or taxi-holding position is at a lower elevation as compared to the threshold the distance may be decreased 5 m for every meter the bay or holding position is lower than the threshold, contingent upon not infringing the inner transitional surface. 1 30m 40m 60m
b)
This distance may need to be increased to avoid interference with radio aids; for a precision approach runway category III the increase may be of the order of 50 m.
Note 1 :- The distance of 90 m for code number 3 or 4 is based on an aircraft with a tail height of 20 m, a distance from the nose to the highest part of the tail of 52.7 m and a nose height of 10m holding at an angle of 45° or more with respect to the runway centre line, being clear of the obstacle free zone and not accountable for the calculated of OCA/H. Note 2:-
The distance of 60 m for code number 2 is based on an aircraft with a tail height of 8 m, a distance from the nose to the higher part of the tail of 24.6 m and nose height of 5.2 m holding at an angle of 45° or more with respect to the runway centre line, being clear of the obstacle free zone.
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9.
OBSTACLE LIMITATIONS SURFACES
9.1
Outer Horizontal Surface Note :- Guidance on the need to provide an outer horizontal surface and its characteristics is contained in the Airport Services Manual, Para 6.
9.2
Conical Surface
9.2.1
Description : Conical surface. A surface slopping upwards and outwards from the periphery of the inner horizontal surface.
9.2.2
Characteristics: The limits of the conical surface shall comprise: a)
a lower edge coincident with the periphery of the inner horizontal surface; and
b)
an upper edge located at a specified height above the inner horizontal surface
9.2.3
The slope of the conical surface shall be measures in a vertical plane perpendicular to the periphery of the inner horizontal surface.
9.3
Inner Horizontal Surface
9.3.1
Description: Inner horizontal surface. A surface located in a horizontal plane above and aerodrome and its environs.
9.3.2
Characteristics; The radius or outer limits of the inner horizontal surface shall be measured from a reference point or point established for such purpose. Note: The shape of the inner horizontal surface need not necessarily be circular. Guidance or determining the extend of the inner horizontal surface is contained in the Airport Service Manual, Part6.
9.3.3
The height of the inner horizontal surface shall be measured above an elevation datum established for such purpose. Note: Guidance on determining the elevation datum is contained in the Airport Services Manual, Part 6.
9.4
Approach Surface
9.4.1
Description: threshold.
9.4.2
Characteristics: The limits of the approach surface shall comprise:
Approach surface. An inclined plane or combination of planes preceding the
a) an inner edge of specified length, horizontal and perpendicular to the extended centre line of the runway and located at a specified distance before the threshold; b) two sides originating at the ends of the inner edge and diverting uniformly at a specified rate from the extended centre line of the runway and . c) an outer edge parallel to the inner edge. 9.4.3
The elevation of the inner edge shall be equal to the elevation of the midpoint of the threshold.
9.4.4
The slope(s) of the approach surface shall be measured in the vertical plane containing the centre line of the runway.
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9.5
Inner Approach Surface
9.5.1
Description: Inner approach surface. A rectangular portion of the approach surface immediately preceding the threshold.
9.5.2
Characteristics: The limits of the inner approach surface shall comprise: a) an inner edge coincident with the location of the inner edge of the approach surface but of its own specified length; b) two sides originating at the ends of the inner edge and extending parallel to the vertical plane containing the centre line of the runway; and c) an outer edge parallel to the inner edge.
9.6
Transitional Surface
9.6.1
Description : Transition surface. A complex surface along the side of the strip and part of the side of the approach surface, that slopes upwards and outwards to the inner horizontal surface.
9.6.2 Characteristics :The limits of a transitional surface shall comprise:a) a lower edge beginning at the intersection of the side of the approach surface with the inner horizontal surface and extending down the side of the approach surface to the inner edge of the approach surface and from there along the length of the strip parallel to the runway centre line; and b) an upper edge located in the plane of the inner horizontal surface. 9.6.3
The elevation of appoint on the lower edge shall be:a)
along the side of the approach surface – equal to the elevation of the approach surface at that point; and
b)
along the strip – equal to the elevation of the nearest point on the centre line of the runway or its extension.
Note : As a result of (b) the transitional surface along the strip will be curved if the runway profile is a straight line. The intersection of the transitional surface with the inner horizontal surface will also be a curved or a straight line depending on the runway profile. 9.6.4.
The slope of the transitional surface shall be measured in a vertical plane at right angles to the centre line of the runway.
9.7
Inner Transitional Surface Note: - It is intended that the inner transitional surface be the controlling obstacle limitation surface for navigational aids, aircraft and other vehicles that must be near the runway and which is not to be penetrated except for frangibly mounted objects. The transitional surface described in para 9.6.1is intended to remain as the controlling obstacle limitation surface for buildings, etc.
9.7.1
Description: Inner transitional surface. A surface similar to the transitional surface but closer to the runway.
9.7.2
Characteristics: The limits of an inner transitional surface shall comprise: a)
a lower edge beginning at the end of the inner surface and extending down the side of the inner approach surface to the inner edge of that surface, from there along the strip parallel to the runway centre line to the inner edge of the balked landing surface and from there up the side of the balked landing surface and from there up the side of
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the balked landing surface to the point where the side intersects the inner horizontal surface; and b) 9.7.3
an upper edge located in the plane of the inner horizontal surface.
The elevation of a point on the lower edge shall be:a)
along the side of the inner approach surface and balked landing surface – equal to the elevation of the particular surface at that point; and
b)
along the strip – equal to the elevation of the nearest point on the centre line of the runway or its extension.
Note :- As a result (b) the inner transitional surface along the strip will be curved if the runway profile is curved or a plane if the runway profile is a straight line. The intersection of the inner transitional surface with the inner horizontal surface will also be a curved or straight line depending on the runway profile. 9.7.4
The slope of the inner horizontal surface shall be measured in a vertical plane at right angles to the centre line of the runway.
9.8
Balked Landing Surface
9.8.1
Description : Balked landing surface. An inclined plane located at a specified distance after the threshold, extending between the inner transitional surfaces.
9.8.2
Characteristics :The limits of the balked landing surface shall comprise:a) an inner edge horizontal and perpendicular to the centre line of the runway and located at a specified distance after the threshold; b) two sides originating at the ends of the inner edge and diverging uniformly at a specified rate form the vertical plane containing the centre line of the runway; and c) an outer edge parallel to the inner edge and located in the plane of the inner horizontal surface.
9.8.3
The elevation of the inner edge shall be equal to the elevation of the runway centre line at the location of the inner edge.
9.8.4
The slope of the balked landing surface shall be measured in the vertical plane containing the centre line of the runway.
9.9
Take-off Climb Surface
9.9.1
Description : clearway.
9.9.2
Characteristics :The limits of the balked landing surface shall comprise:-
An inclined plane or other specified surface beyond the end of a runway or
a) an inner edge horizontal and perpendicular to the centre line of the runway and located either at a specified distance beyond the end of the runway or at the end of the clearway when such is provided and its length exceeds the specified distance; b) two sides originating at the ends of the inner edge, diverging uniformly at a specified rate form the take-off track to a specified final width and continuing thereafter at that width for the reminder of the length of the take-off climb surface; and c) an outer edge parallel and perpendicular to the specified take-off track. 9.9.3
The elevation of the inner edge shall be equal to the highest point on the extended runway centre line between the end of the runway and the inner edge, except that when a clearway is provided the elevation shall be equal to the highest point on the ground on the centre line of the runway.
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9.9.4
In the case of straight take-off flight path, the slope of the take-off climb surface shall be measured in the vertical plane containing the centre line of the runway.
9.9.5
In the case of a take-off flight path involving a turn, the take-off climb surface shall be complex surface containing the horizontal normals to its centre line, and the slope of the centre line shall be the same as that for a straight take-off flight path.
10.
OBSTACLE LIMITATION REQUIREMENTS Note :- The requirements for obstacle limitation surfaces are specified on the basis of the intended use of a runway, i.e. take-off or landing and type of approach, and are intended to be applied when such use is made of the runway. In cases where operations are conducted to or from both directions of a runway then the function of certain surfaces may be nullified because of more stringent requirements of another lower surface.
10.1
Non-Instrument Runway
10.1.2 The following obstacle limitation surfaces shall be established for a non-instrument runway:-
conical surface; inner horizontal surface;
-
approach surface; and
-
transitional surfaces.
10.1.3 The height and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table-5. 10.1.4 New objects or extensions of existing objects shall not be permitted above an approach or transitional surface except when, in the opinion of the Appropriate Authority, the new object or extension would be shielded by an existing immovable object. 10.1.5 New objects or extension of existing or inner horizontal surface except when, in the opinion of the Appropriate Authority, the object would be shielded by an existing immovable object, or if after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regular operations of aeroplanes. 10.1.6 Existing objects above any of the surfaces required by 10.1.2 should as far as practicable be removed except when, in the opinion of the Appropriate Authority, the object is shielded by an existing immoveable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. Note :- Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or positions of the inner edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that strip be graded to conform with the inner edge of the approach surface, nor is it intended that terrain or objects which are above the approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may endanger aeroplanes. 10.1.7 In consideration proposed construction account should be taken of the possible future development of an instrument runway and consequent requirement for more stringent obstacle limitation surfaces.
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Non-precision Approach Runways
10.2.1 The following obstacle limitation surfaces shall be established for a non-precision approach runway:-
conical surface;
-
inner horizontal surface;
-
approach surface; and
-
transitional surfaces.
10.2.2 The height and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table 5, except in the case of horizontal section of the approach surface (see 10.2.3). 10.2.3 The approach surface shall be horizontal beyond the point at which the 2.5 percent slope intersects:a)
a horizontal plane 150 m above the threshold elevation; or
b)
the horizontal plane passing through the top of any object that governs the obstacle clearance limits;
10.2.4 New objects or extensions of existing objects shall not be permitted above an approach surface within 3000 m of the inner edge or above a transitional surface expect when, in the opinion of the Appropriate Authority, the new object or extension would be shielded by an existing immoveable object. Note :- Circumstances in which the shielding principle may reasonably be applied are described in the Airport Manual, Part 6. 10.2.5 New objects or extensions of existing objects should not be permitted above the approach surface beyond 3000 m from the inner edge, the conical surface or inner horizontal surface except when, in the opinion of the Appropriate Authority, the object would be shielded by an existing immoveable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. 10.2.6 Existing objects above any of the surface required by 10.2.1should as far practicable be removed except when, in the opinion of the Appropriate Authority, the object is shielded by an existing immoveable object, or if after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operation of aeroplanes. Note :- Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portion of the inner edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded to conform the inner edge of the approach surface, nor is it intended that terrain or objects which are above the approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may endanger aeroplanes.
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Precision Approach Runway Note 1 :-
see ICAO Annex 14 Para 8.6 for information regarding sitting and construction of equipment and installations on operational areas.
Note 2 :-
Guidance on obstacle limitation surface for precision approach runway is given in the Airport Service Manual, Part 6.
10.3.1 The following obstacle limitation surfaces shall be established for a precision approach runway category I :-
conical surface;
-
inner horizontal surface;
-
approach surface; and
-
transitional surfaces.
10.3.2 The following obstacle limitation surfaces should be established for a precision approach runway category I :-
Inner approach surface;
-
inner transitional surfaces; and
-
balked landing surface
10.3.3 The following obstacle limitation surfaces shall be established for a precision approach runway category II or III. -
conical surface;
-
inner horizontal surface;
-
approach surface and inner approach surface;
-
transitional surfaces;
-
inner transitional surfaces; and
-
balked landing surface.
10.3.4 The height and slope of the surfaces shall not be greater than, and their other dimension not less than, those specified in Table 5, except in the case of the horizontal section of the approach surface (see 10.3.5). 10.3.5 The approach surface shall be horizontal beyond the point at which the 2.5 percent slope intersects: a)
a horizontal plane 150 m above the threshold elevation; or
b)
a horizontal plane passing through the top of any object that governs the obstacle clearance limit;
whichever is higher. 10.3.6 Fixed objects shall not be permitted above the inner approach surface, the inner horizontal surface or the balked landing surface, except for frangibly mounted objects which because of their function must be located on the strip. Mobile objects shall not be permitted above these surfaces during the use of the runway for landing. ____________________________________________________________________________________________________
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TABLE 4. APPROACH RUNWAYS Runway classification Non-instrument
Non-precision approach Code Number
Precision approach category I, II or III Code Number Code Number
Code Number
Surface and dimensions
1
2
3
4
1,2
3
4
1,2
3,4
3,4
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
(11)
Slope
5%
5%
5%
5%
5%
5%
5%
5%
5%
5%
Height
35m
55m
75m
100m
60m
75m
100m
60m
100m
100m
Height
45m
45m
45m
45m
45m
45m
45m
45m
45m
45m
Radius
2000m
2500m
4000m
4000m
3500m
4000m
4000m
3500m
4000m
4000m
Width
-
-
-
-
-
-
-
90m
120m
120m
Distance from threshold
-
-
-
-
-
-
-
60m
60m
60m
Length
-
-
-
-
-
-
-
900m
900m
900m
Slope
-
-
-
-
-
-
-
2.5%
2%
2%
Length of inner edge
60m
80m
150m
150m
150m
300m
300m
150m
300m
300m
Distance from threshold
30m
60m
60m
60m
30m
60m
60m
60m
60m
60m
Divergence (each side)
10%
10%
10%
10%
15%
15%
15%
15%
15%
15%
Length
1600m
2500m
3000m
3000m
2500m
3000m
3000m
3000m
3000m
3000m
Slope
5%
4%
3.33%
2.5%
3.33%
2%
2%
2.5%
2%
2%
Length
-
-
-
-
-
36000mb
3600mb
12000m
3600mb
3600mb
Slope
-
-
-
-
-
2.5%
2.5%
3%
2.5%
2.5%
Length
-
-
-
-
-
8400mb
8400mb
-
8400mb
8400mb
Total length
-
-
-
-
-
15000m
15000m
15000m
1500m
15000m
20%
20%
14.3%
14.3%
20%
14.3%
14.3%
14.3%
14.3%
14.3%
Slope BALKED LANDING SURFACE
-
-
-
-
-
-
-
40%
33.3%
33.3%
Length of inner edge
-
-
-
-
-
-
-
90m
120m
120m
CONICAL
INNER HORIZONTAL
INNER APPROACH
APPROACH
First section
Second Section
Horizontal Section
TRANSITIONAL Slope INNER TRANSITIONAL
c
1800mc
Distance from threshold
-
-
-
-
-
-
-
d
1800m
Divergence (each side)
-
-
-
-
-
-
-
10%
10%
10%
-
-
-
4%
3.33%
3.33%
Slope a. All dimensions are measured horizontally unless specified otherwise. b. Variable length (see 10.2.3 or 10.3.6). c. Or end of runway whichever is less. d. Distance to the end of strip.
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10.3.7 New objects or extensions of existing objects should not be permitted above the approach surface or a transitional surface except when, in the opinion of the Appropriate Authority the new object or extension would be shielded by an existing immoveable object. Note :- Circumstances in which the shielding principle may reasonably be applied are described in the Airport Service Manual, Part 6. 10.3.8 New objects or extensions of existing objects should not be permitted above the conical surface and the horizontal surface except when, in the opinion of the Appropriate Authority, an object would be shielded by an existing immoveable object, or if after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. 10.3.9 Existing objects above an approach surface, horizontal surface, the conical surface should as far as practicable be removed except when, in the opinion of the Appropriate Authority, an object is shielded by an existing immoveable object, or if after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. Note :- Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portion of the inner edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded to conform to the inner edge of the approach surface, nor is it intended that terrain or objects which are above the approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may endanger aeroplanes. 10.4
Take-off Runways
10.4.1 The following obstacle limitation surface shall be established for a take-off runway. 10.4.2 The dimension of the surface shall not be less than the dimensions specified in Table 3 except that a lesser length would be consistent with procedural measures adopted to govern the outward flight of aeroplanes.. 10.4.3 The operational characteristics of aeroplanes for which the runway is intended should be examined to see if it is desirable to reduce the slope specified in Table 3 when critical operating conditions are to be catered to. If the specified slope is reduced, corresponding adjustment in the length of the take-off climb surface should be made so as to provide protection to a height of 300m. TABLE-5:
Dimension and slopes of obstacle limitation surfaces
Surface and diameter TAKE OFF CLIMB Length of inner edge Distance from runway end Divergence (each side
1 (1)
Code number 2 (2)
60 m 30 m 10% 380 m
80 m 60 m 10% 580 m
3 or 4 (4)
180 m 60 m 125% 1200 m Final width 1800 m Slope 1600 m 2500 m 15000 m 5% 4% 2% a). All dimension are measured horizontally unless specified otherwise. b). The take-off climb surface starts at the end of the clearway if the clearway length exceeds the specified distance. c). 1800 m when the intended track includes changes of heading greater than 15° for operations conducted in IMC, VMC by night. d). See 10.4.3 and 10.4.5. ____________________________________________________________________________________________________
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Note :- when local conditions differ widely from sea level standard atmospheric conditions, it may be advisable for the slope specified in Table 3 to be reduced. The degree of this reduction depends on the divergence between local conditions and sea level standard atmospheric conditions, and on the performance characteristics and operational requirements of the aeroplanes for which the runway is intended. 10.4.4 New objects or extensions existing objects shall not be permitted above a take-off climb surface except when, in the opinion of the Appropriate Authority, the new object or extension would be shielded by an existing immovable object. Note :- Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services Manual, Part 6.
10.4.5 If no object reaches the 2 percent (1:50) take-off climb surface new objects should be limited to preserve the existing obstacle free surface or a surface down to a slope of 1.6 percent (1:62.5). 10.4.6 Existing objects that extend above a take-off climb surface should as far as practicable be removed except when, in the opinion of the Appropriate Authority, an object is shielded by an existing immovable object, or if after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of aeroplanes. Note :- Because of transverse slopes on a strip or clearway, in certain cases position of the inner edge of the take-off climb surface may be below the corresponding elevation of the strip of clearway. It is not intended that the strip or clearway be graded to conform with the inner edge of the take-off climb surface, nor it is intended that terrain or objects which are above the take-off climb surface beyond the end of the strip or clearway, but below the level of the strip or clearway, be removed unless it is considered that they may endanger aeroplanes. Similar considerations apply at the junction of a clearway and strip where differences in transverse slopes exist. 11.
CLEARANCE DISTANCES ON APRONS
11.1
An aircraft stand should provide the following minimum clearance between an aircraft using the stand and any adjacent, aircraft on another stand and other objects: Code letter A B C D E
Clearance 3m 3m 4.5 m 7.5 m 7.5 m
When special circumstances so warrant, these clearances may be reduced at a nose in aircraft stand, where the code letter is D or E: a)
between the terminal, including any fixed passenger bridge, and the nose of an aircraft; and
b)
over any portion of the stand provided with azimuth guidance by a visual guidance docking system.
Note :On aprons, consideration also has to be given to the provision of service roads and to manoeuvring and storage area for ground equipment. 11.2
Isolated Aircraft Parking Position
11.2.1 An isolated aircraft parking position shall be designed or the aerodrome control tower shall be advised of an area or areas suitable for the parking of an aircraft which is known or believed to be the subject of unlawful interference, or which for other reasons needs isolation from aerodrome activities.
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11.2.2 The isolated aircraft parking position should be located at the maximum distance practicable and in any case never less than 100 m from other parking positions, buildings or public areas, etc. Care should be taken to ensure that the position is not located over underground utilities such as gas and aviation fuel and, to the extend feasible, electrical or communication cables. 12.
ARRANGEMENT OUTSIDE THE OBSTACLE LIMITATION SURFACES
12.1.1 Arrangements should be made to enable the Appropriate Authority to be consulted concerning proposed construction beyond the limits of the obstacle limitation surfaces that extend above a height established by that Authority, in order to permit an aeronautical study of the effect of such construction on the operation of aeroplanes. 12.1.2 In areas beyond the limits of the obstacle limitation surfaces, at least those objects which extend to a height of 150 ft or more above ground elevation should be regarded as obstacles, unless a special aeronautical study indicates that they do not constitute a hazard to aeroplanes. Note :- This study may have regard to the nature of operation concerned and may distinguish between day and night operations. 13.
OTHER OBJECTS
13.1
Objects which do not project through the approach surface but which would nevertheless adversely affect the optimum siting or performance of visual or non-visual aids should, as far as practicable, be removed.
13.2
Anything which may, in the opinion of the Appropriate Authority after aeronautical study, endanger aeroplanes on the movement area or in the air within the limits of the inner horizontal and conical surfaces should be removed so far as practicable. Note :- In certain circumstances, objects that do not project above any of the surfaces enumerated in 9.2 may constitute a hazard to aeroplanes as, for example, where there are one or more isolated objects in the vicinity of an aerodrome .See table 5
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Annex-2 Page 1 of 15
ANNEX- 2
AERODROME MARKINGS 1.
INTRODUCTION
1.1
This chapter is an edited extract from ICAO Annex 14, provided for the guidance of controllers.
2.
GENERAL
2.1
Interruption of Runway Markings
2.1.1
At an intersection of two (or more) runways the markings of the more important runway, except for the runway side stripe marking, shall be displayed and the markings of the other runway(s) shall be interrupted. The runway side stripe marking of the more important runway may be either continued across the intersection or interrupted.
2.1.2
The order of importance of runways for the display of runway markings should be as follows:-
2.1.3
a)
precision approach runway;
b)
non- precision approach runway;
c)
non-instrument runway
At an intersection of a runway and taxiway the markings of the runway shall be displayed and the markings of the taxiway interrupted, except that runways side stripe markings may be interrupted. Note :- See 9.2.2. regarding the manner of connecting runway and taxiway centre line markings.
2.2
Colour
2.2.1
Runway marking shall be white. Note 1 :-
It has been found that, on runway surfaces of light colour, the conspicuity of white markings can be improved by outlining them in black.
Note 2:-
It is preferable that the risk of uneven braking action on markings be reduced in so far as practicable by the use of suitable kind of paint.
Note 3:-
Markings may consist of solid areas or a series of longitudinal stripes providing an effect equivalent to the solid areas.
2.2.2
Taxiway markings and aircraft stand markings shall be yellow.
2.2.3
Apron safety lines shall be of a conspicuous colour, which shall contrast with that use for aircraft stand markings.
2.3
Unpaved Taxiways
2.3.1
An unpaved taxiway should be provided, so far as practicable, with the markings prescribed for pave taxiways.
3.
RUNWAY DESIGNATION MARKINGS
3.1
Application
3.1.1
A runway designation marking shall be provided at the thresholds of a paved runway.
3.1.2
A runway designation marking should be provided, so far as practicable, at the threshold of an unpaved runway.
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3.2
Location
3.2.1
A runway designation marking shall be located at a threshold. as shown in figure 2(a) as appropriate. Note : If the runway threshold is displayed from the extremity of the runway, a sign showing the designation of the runway may be provided for aeroplanes taking off.
3.3
Characteristics
3.3.1
A runway designation marking shall consist of a two-digit number and on parallel runways shall be supplemented with a letter. On a single runway, dual parallel runways and triple parallel the two-digit number shall be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. When the above rule would give a single digit number, it shall be preceded by a zero.
3.3.2
In the case of parallel runways, each runway designation number shall be supplemented by a letter as follows, in the order shown from left to right when viewed from the direction of approach: -
for two parallel runways “L” “R”, for three parallel runways “L” “C” “R”, for four parallel runways “L” “R” ”L” “R”, for five parallel runways “L” ”C” “R” ”L” “R” or “L” “R” ”L” “C” “R”, for six parallel runways “L” “C” “R” “L” “C” “R”,
3.2.3
The numbers and letters shall be in the form and proportion shown in Figure 1. The dimensions shall be not less than those shown in Figure 1. But where the numbers are incorporated in the threshold marking, larger dimension shall be used in order to fill adequately the gap between the stripes of the threshold marking.
4.
RUNWAY CENTRE LINE MARKING
4.1
Application
4.1.1
A runway centre line marking shall be provided on a paved runway.
4.2
Location
4.2.1
A runway centre line marking shall be located along the centre line of the runway between the runway designation markings as shown in Figure 2 except when interrupted in compliance with Figure1.
4.3
Characteristics
4.3.1
A runway centre line marking shall consist of a line of uniformly spaced stripes and gaps. The length of a stripe plus a gap shall not be less than 50 m more than 75 m. the length of each stripe shall be at least equal to the length of the gap or 30 m, whichever is greater.
4.3.2
The width of the stripes shall be not less than: •
0.9 m on precision approach category II and III runways;
•
0.45 m on non-precision approach runways where the code number is 3 or 4, and precision approach runways category I; and
•
0.30 m on non-precision approach runways where the code number is 1 or 2, and on non-instrument runways;
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5.
THRESHOLD MARKING
5.1
A threshold marking shall be provided at the threshold of a paved instrument runway, and of a paved non-instrument runway where the code number is 3 or 4 and the runway is intended for use by international commercial air transport.
5.2
A threshold marking should be provided at the threshold of a paved instrument runway where the code number is 3 or 4 and the runway is intended by other than international commercial air transport.
5.3
A threshold marking should be provided, so far as practicable, at the threshold of an unpaved runway. Note :- The Aerodrome Design Manual, Part 4, shows a form of marking which has been found satisfactory for the marking of downward slopes immediately before the threshold.
5.4
Location
5.4.1
The stripes of the threshold marking shall commence 6 m from the threshold.
5.5
Characteristics
5.5.1
A runway threshold marking shall consist of a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centre line of a runway as shown in Figure 2(A) & (B) for a runway width of 45 m. The number of stripes shall be in accordance with the runway width as follows:Runway width 18 m 23 m 30 m 45 m 60 m
Number of stripes 4 6 8 12 16
Except that on non-precision approach and non-instrument runway 45 m or greater in width, they may be as shown in figure 2 (C). 5.5.2
The stripes shall extended laterally to within 3 m of the edge of a runway or to a distance of 27 m on either side of a runway centre line, whichever results in the smaller lateral distance. Where a runway designation marking is placed within a threshold marking there shall be a minimum of three stripes on each side of the centre line of the runway. Where a runway designation marking is placed above a threshold marking, the stripes shall be continued across the runway. The stripes shall be at least 30 m long and approximately 1.80 m wide with spacing of approximately 1.80 m between them except that, where the stripes are continued across a runway, a double spacing shall be used to separate the two stripes nearest the centre line of the runway, and in the case where the designation marking is included within the threshold marking this spacing shall be 22.5 m.
5.6
Transverse Stripe
5.6.1
Where a threshold is displaced from the extremity of a runway or where the extremity of the runway is not square with the runway centre line a transverse stripe as shown in Figure 3(B) should be added to the threshold marking.
5.6.2
A transverse stripe shall be not less than 1.80 m wide.
5.7
Arrows
5.7.1
Where a runway threshold is permanently displaced, arrows conforming to Figure 3(B) shall be provided on the portion of the runway before the displaced threshold.
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When a runway threshold is temporarily displaced from the normal position, it shall be marked as shown in Figure 3(A) or 3(b) and all markings prior to the displaced threshold shall be obscured except the runway centre line marking, which shall be converted to arrows. Note 1 :-
In the case where a threshold is temporarily displaced for only a short period of time, it has been found satisfactory to use markers in the form and colour of a displaced threshold marking rather than attempting to paint this marking on the runway.
Note 2:-
When the runway before a displaced threshold is unfit for the surface movement of aircraft, closed markings, in the form of a cross are to be provided.
6.
FIXED DISTANCE MARKINGS
6.1
A fixed distance marking shall be provided at both ends of a paved runway where the code number is 4.
6.2
Location
6.2.1
The beginning of a fixed distance marking shall commence 300 m from the threshold.
6.3
Characteristics
6.3.1
A fixed distance marking should consist of two conspicuous rectangular markings 45 m in length and 6 m to 10 m in width, symmetrically disposed on each side of the runway centre line as shown in Figure 4. The lateral spacing between the inner sides of the marking should be not less than 18 m nor more than 22.5 m, and preferably 18 m. Where a touchdown zone marking is provided, the lateral spacing between the markings should be the same as that of the touchdown zone marking.
7.
TOUCHDOWN ZONE MARKING
7.1
Application
7.1.1
A touchdown zone marking shall be provided in the touchdown zone of a precision approach runway except where the Appropriate Authority considers such marking unnecessary, taking into account the nature of the weather and the air traffic using the aerodrome. Note : A touchdown zone marking may be useful on a non-precision approach or noninstrument runway. However, the location and characteristics detailed in 7.2.1 are not appropriate to runways 23m or less in width.
7.2
Location and Characteristics
7.2.1
A touchdown zone marking shall consist of pairs of rectangular markings symmetrically disposed about the runway centre line with the number of such pairs related to the runway length as follows:Runway length
Pair(s) of markings
Less than 90 m
1
900 m up to but not including 1,200 m
2
1,200 m up to but not including 1,500 m
3
1,500 m up to but not including 2,100 m
4
2,100 m or more
6
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7.2.2 For the pattern shown in Figure 4(A) the markings shall be not less than 22.5 m long and 3 m wide. For the pattern shown in Figure 4(B), each stripe of each marking shall be not less than 22.5 m long and 1.8m wide with a spacing of 1.5 m between adjacent stripes. The lateral spacing between the inner sides of the rectangles shall be not less than 18 m nor more than 22.5 m, and preferably 18 m. The lateral spacing shall be equal to that of the touchdown zone lights where provided. The pairs of markings shall be provided at longitudinal spacing of 150 m beginning from the threshold. 8.
RUNWAY SIDE STRIPE MARKING
8.1
Application
8.1.1
A runway side stripe marking shall be provided between the threshold of a paved runway where there is a lack of contrast between the runway edges and the shoulders or the surrounding terrain.
8.1.2
A runway side stripe marking should be provided on a precision approach runway irrespective of the contrast between the runway edge and the shoulders or the surrounding terrain.
8.2
Location
8.2.1
A runway side stripes marking should consist of two stripes, on placed along each edge of the runway with the outer edge of each stripe approximately on the edge of the runway, except that, where the runway is greater than 60 m in width, the stripe should be located 30 m from the runway centre line.
8.3
Characteristics
8.3.1
A runway side stripe should have an overall width of at least 0.9 m on runway 30 m or more in width an at least 0.45 m on narrow runways.
9.
TAXIWAY CENTRE LINE MARKING
9.1
Application
9.1.1
Taxiway centre line marking shall be provided on a paved taxiway where the code number is 3 or 4 in such a way as to provide guidance from the runway centre line to the point on the apron where aircraft stand markings commence.
9.1.2
Taxiway centre line marking should be provided on a paved taxiway where the code number is 1 or 2 in such a way as to provide guidance from the runway centre line to the point on the apron where aircraft stand markings commence.
9.2
Location
9.2.1
On a straight section of a taxiway centre line marking should be located along the taxiway centre line. On a taxiway curve the marking should continue form the straight portion of the taxiway at a constant distance from the outside edge of the curve.
9.2.2
At an intersection of a taxiway with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking should be curved into the runway centre line marking shown in Figure 5. The taxiway centre line marking should be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2.
9.3
Characteristics
9.3.1
A taxiway centre line marking shall be at least 15 cm in width and continuous in length except where it intersects a taxi-holding position marking as shown in Figure 5.
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TAXI-HOLDING POSITION MARKING
10.1
Application and Location
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10.1.1 A taxi holding position marking shall be displaced along a taxi-holding position. 10.1.2 A taxi-holding position marking shall be as shown in Figure 5 as appropriate to the type of holding position. Note :- Fig 5(C) shows the pattern for precision approach category II or III taxi-holding position. Figure 5(A) and (B) shows pattern for other taxi-holding positions. For a non-precision or precision approach category I taxi-holding position, the pattern in Figure 5 (A) may be preferable to that in Figure 5(B). 10.1.3 Where the category II or III holding position marking is located on an area where it would exceed 60 m in length, the term “CAT II” or “CAT III” as appropriate should be marked on the surface at the ends of the taxi-holding position marking and at equal intervals of 45 m maximum between successive marks. The letters should not less than 1.8 m high and should be placed not more than 0.9 m beyond the holding position marking. 11.
TAXIWAY INTERSECTION MARKING
11.1
A taxiway intersection marking should be displayed at an intersection of two paved taxiways where it is desired to designate a specific holding limit.
11.2
Location
11.2.1 A taxiway intersection marking should be located across a taxiway at sufficient distance from the near edge of an intersecting taxiway to ensure safe clearance between taxing aircraft. It should be coincident with a stop bar or clearance bar, where provided. 11.3
Characteristics
11.3.1 A taxiway intersection marking shall consist of a single broken line as shown in Figure 5(D). 12.
VOR AERODROME CHECK-POINT MARKING
12.1
Application
12.1.1 When a VOR aerodrome check-point is established, it shall be indicated by a VOR aerodrome check-point marking and sign. 12.2
Location
12.2.1 A VOR aerodrome check-point marking shall be centered on the spot at which an aircraft is to be parked to receive the correct VOR signal. 12.3
Characteristics
12.3.1 A VOR aerodrome check-point marking shall consist of a circle 6 m in diameter and a line width of 15 cm. 12.3.2 When it is preferable for an aircraft to be aligned in a specific direction, a line should be provided that passes through the centre of the circle on the desired azimuth. The line should extend 6 m outside the circle in the desired direction of heading and terminate in an arrowhead. The width of the line should be 15 cm (see Figure 6(B). 12.3.3 A VOR aerodrome check-point marking should preferably be white in colour but should differ from the colour used for the taxiway markings. Note :- To provide contrast, markings may be bordered with black. ____________________________________________________________________________________________________
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MATS – Pakistan 13.
AIRCRAFT STAND MARKING
13.1
Application
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13.1.1 Aircraft stand markings should be provide for designated parking positions on a paved apron. 13.2
Location
13.2.1 Aircraft stand marking should be located so as to provide the clearances in accordance with ICAO recommendations when the nose wheel follows the stand marking. 13.3
Characteristics
13.3.1 Aircraft stand marking should include such elements as stand identification, lead-in line, turn bar, turning line, alignment bar, stop line and lead-out line, as are required by the parking configuration and to complement other parking aids. 13.3.2 An aircraft stand identification (letter and/or number) should be included in the lead-in line a short distance after the beginning of the lead-in line. The height of the identification should be adequate to be readable form the cockpit of aircraft using the stand. 13.3.3 Where two sets of aircraft stand markings are superimposed on each other in order to permit more flexible use of the apron, and it is difficult to identify which stand marking should be followed, or safety would be impaired if wrong marking was followed, then identification of the aircraft for which each set of marking is intended should be added to the stand identification. 13.3.4 Leading-in, turning and lead-out lines should normally be continuous in length and have a width of not less than 15 cm. Where one or more sets of stand markings are superimposed on a stand marking, the line should be continuous for the most demanding aircraft and broken for other aircraft. 13.3.5 The curved portions of lead-in, turning and lead-out lines should have radii appropriate to the most demanding aircraft type for which the markings are intended. 13.3.6 Where it is intended that an aircraft proceed in one direction only, arrow pointing in the direction to be followed should be added as part of the lead-in and lead-out lines. 13.3.7 A turn bar should be located at right angles to the lead-in, abeam the left pilot position at the point of initiation of any intended turn. It should have a length and width of not less than 6 m and 15 cm, respectively, and include an arrowhead to indicate the direction of turn. Note :- The distances to be maintained between the turn bar and the lead-in may vary according to different aircraft types, taking into account the pilot’s field of view. 13.3.8 An alignment bar should be placed so as to be coincident with the extended centre line of the aircraft in the specified parking position and visible to the pilot during the final part of the parking manoeuvres. It should have a width of not less than 15 cm. 13.3.9 A stop line should be located at right angles to the alignment bar, abeam the left pilot position of stop. It should have a length and width of not less than 6 m and 15 cm respectively. Note :- The distances to be maintained between the stop line and the lead-in line may vary according to different aircraft types, taking into account the pilot’s field of view.
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14.
Annex-2 Page 8 of 15
APRON SAFETY LINES Note :- Guidance on apron safety lines is contained in the aerodrome Design Manual, Part 4.
14.1
Application
14.1.1 Apron safety lines should be provided on a paved apron as required by the parking configurations and ground facilities. 14.2
Location
14.2.1 Apron safety lines shall be located so as to define the areas intended for use by ground vehicles and other aircraft servicing equipment, etc., to provide safe separation from aircraft. 14.3
Characteristics
14.3.1 Apron safety lines should include such elements as wing tip clearance lines and service road boundary lines as required by the parking configurations and ground facilities. 14.3.2 An apron safety line should be continuous in length and at least 10 cm in width. 15.
SIGNAL PANELS AND SIGNAL AREA
15.1
Location
15.1
The signal area should be located so as to be visible for all angles of azimuth above and angle of 10° above the horizontal when viewed from a height of 300 m.
15.2
Characteristics of Single Area
15.2.1 The signal area shall be an even horizontal surface at least 9 m square. 15.2.2 The colour of the signal area should be chosen to contrast with the colours of the signal panels use, and it should be surrounded by a white border not less than 0.3 m wide. 15.2.3 The signals to be displayed are given in section 2 Chapter 3.
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Fig. 5
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ANNEX-3 VISUAL AIDS FOR DENOTING OBSTACLES 1.
OBJECTS TO BE MARKED AND/OR LIGHTED Note: - The markings and/or lighting of obstacles is intended to reduced hazard to aircraft by indicating the presence of the obstacles. It does not necessarily reduce operating limitations which may be imposed by an obstacle.
1.1
A fixed obstacle that extends above a take-off climb surface within 2 000m of the inner edge should be marked and, if the runway is used at night, lighted, except that : a)
such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle; and
b)
the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day.
1.2
A fixed object, other than an obstacle, adjacent to take-off climb surface should be marked and, if the runway is used at night, lighted if such marking and lighting is considered necessary to ensure its avoidance, except that the marking may be omitted when the object is lighted by high-intensity obstacle lights by day.
1.3
A fixed obstacle that extends above an approach or transitional surface within 3 000m of the inner edge of the approach surface shall be marked and, if the runway is used at night, lighted, except that :
1.4
a)
such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle; and
b)
the marking and lighting may be omitted when the obstacle is lighted by high-intensity obstacle lights by day.
A fixed obstacle above a horizontal surface should be marked and, if the aerodrome is used at night, lighted except that : a)
such marking and lighting may be omitted when: i) ii)
iii) b)
the obstacle is shielded by another fixed obstacle; or for a circuit extensively obstructed by immovable objects or terrain, procedures have been established to ensure safe vertical clearance below prescribed flight paths; or an aeronautical study shows the obstacle not to be of operational significance;
the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day..
1.5
Vehicles and other mobile objects, excluding aircraft, on the movement area of aerodrome are obstacles and shall be marked and, if the vehicles and aerodrome are used at night or in conditions of low visibility, lighted, except that aircraft servicing equipment and vehicles used only on aprons may be exempted.
1.6
Elevated aeronautical ground lights within the movement area shall be marked so as to be conspicuous by day.
1.7
All elevated objects within the distance specified in the Table Below, column 11 or 12 from the centre line of a taxiway, an apron taxiway or aircraft stand taxilane shall be marked and, if the taxiway, apron taxiway or aircraft stand taxilane is used at night, lighted.
1.8
Obstacles in accordance with Annex 1 Chapter 1 para 13 should be marked and, if the aerodrome is used at night, lighted, except that the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day.
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1.9
Overhead wires, cables, etc., crossing a river, valley or highway should be marked and their supporting towers marked and lighted if an aeronautical study indicates that the wires or cables could constitute a hazard to aircraft, except that the marking of the supporting tower may be omitted when they are lighted by high-intensity obstacle lights by day.
1.10
When it has been determined that an overhead wire, cable etc;, need to be marked but it is not practicable to install markers on the wire, cable etc;, then high intensity obstacle lights should be provided on their supporting towers.
2.
MARKING OF OBJECTS
2.1
All fixed objects to be marked shall, whenever practicable, be coloured, but if this is not practicable, markers or flags shall be displayed on or above them, except that objects that are sufficiently conspicuous by their shape, size or colour need not be otherwise marked.
2.2
Use of Colours
2.2.1
An object should be coloured to show a chequred pattern if it has essentially unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5m in both dimensions. The pattern should consist of rectangle of the darker colour. The colours of the pattern should contrast each with and other and with the background against which they will be seen. Orange and white or alternatively red and white should be used. Except where such colours merge with the background.
2.2.2
An object should be coloured to show alternating contrasting bands if : a)
it has essentially unbroken surface and has one dimension, horizontal or vertical, greater than 1.5m, and the other dimension, horizontal or vertical, less than 4.5m; or
b)
it is skeletal type with either a vertical or a horizontal dimension greater than 1.5 m.
The bands should be perpendicular to the longest dimension and have a width approximately 1/7 of the longest dimension or 30m, whichever is less. The colours of the bands should contrast with the background against which they will be seen. Orange and white should be use, except where such colours are not conspicuous when viewed against the background. The bands on the extremities of the object should be of the darker colour. Note :- Table-1 shows a formula for determining bands width and for having and odd number of bands, this permitting both the top and bottom bands to be of the darker colour. 2.2.3
An object should be coloured in a single conspicuous colour if its projection on any vertical planes has both dimensions less than 1.5 m. Orange or red should be used, except where such colours merge with the background. Note :- Against some background it may be found necessary to use a different colour from orange or red to obtain sufficient contrast.
2.2.4 When mobile objects are marked by colour, a single conspicuous colour, preferably yellow for service vehicles and red for emergency vehicles should be used. Table 1 : Longest dimension Greater than Not Exceeding 1.5 m 210 m 210 m 270 m 270 m 330 m 330 m 390 m 390 m 450 m 450 m 510 m 510 m 570 m 570 m 630 m
Marking band widths Band width 1/7 of longest dimension 1/9 of longest dimension 1/11of longest dimension 1/13of longest dimension 1/15of longest dimension 1/17 of longest dimension 1/19 of longest dimension 1/21of longest dimension
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2.3
Use of Markers
2.3.1
Markers displayed on or adjacent to objects shall be located in conspicuous position so as to retain the general definition of the object, and shall be recognized in clear weather from a distance of at least 1000 m for an object to be viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to approach the object. The shape of markers shall be distinctive to the extent necessary to ensure that they are not mistaken for markers employed to convey other information, and they shall be such that the hazard presented by the object they mark is not increased.
2.3.2
Markers displayed on over-head wires should be placed not more than 40 m apart, with the top of each marker not below the level of the highest wire at the point marked.
2.3.3
The colours of markers should contrast with the background against which they will be seen. Orange and white or alternatively red and white should be used, except where such colours merge with the background.
2.4
Use of Flag
2.4.1
Flags used to mark objects shall be displayed around, on top of, or around the highest edge of, the object. When flags are used to mark extensive objects or groups closely spaced objects, they shall be displayed at least every 15 m. Flags shall not increase the hazard presented by the object they mark.
2.4.2
Flags used to mark fixed objects shall not be less than 0.6 m square and flags used to mark mobile objects, not less than 0.9 m squire.
2.4.3
Flags used to mark fixed objects should be orange in colour or a combination of two triangular sections, one orange and the other white, or one red and the other white, except that where such colours merge with the background, other conspicuous colours should be use.
2.4.4 Flags used to mark mobile objects shall consist of a chequred pattern, each square having sides of not less than 0.3 m. The colour of the pattern shall contrast each with the other and with the background against which they will be seen. Orange and while or alternatively red and white shall be used, except where such colours merge with the background. 3.
LIGHTING OF OBJECTS
3.1
Use of Obstacle Lights
3.1.1
The presence of objects which must be lighted shall be indicated by low, medium or highintensity obstacle lights, or a combination of such lights. Note :- High-intensity obstacle lights are intended for day as well as night use. Care should be taken to ensure that these lights do not create disconcerting dazzle.
3.1.2
Where the use of low-intensity obstacle lights would be inadequate or an early special warning is required, then medium or high-intensity obstacle lights should be used.
3.1.3
Medium-intensity obstacle lights should be used, either alone or in combination with lowintensity obstacle lights, where the object is an extensive one or its height is greater than 45 m. Note :- A group of trees or building is regarded as an extensive object.
3.1.4
High-intensity obstacle lights should be used to indicate the presence of:a)
an object if its height exceeds 150 m; or
b)
a tower supporting overhead wires, cables, etc where:
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an aeronautical study indicates such lights to be essential for recognition of the presence of wires, cables, etc., by day; or c)
it has not been found practicable to install markers on the wires, cables, etc.
3.2
Location of Obstacle Lights
3.2.1
One or more obstacle lights shall be located the top of the object except in the case of a chimney or other structure of like function. Where the top of an object is more than 45 m above the level of the surrounding ground, additional lights shall be provided at intermediate levels. These additional intermediate lights shall be spaced as equally as practicable between the top light and ground level. Where low- or medium-intensity lights are used, the spacing between the lights shall not exceed 45 m.
3.2.2
Where high-intensity obstacle lights are used an object other than a tower supporting overhead wires or cables, the spacing between the lights shall not exceed 105 m. Where high-intensity obstacle lights are used on a tower supporting overhead wires or cables they shall be located at three levels:a)
at the top of the tower;
b)
at the lowest level of the catenary of the wires or cables; and
c)
at approximately midway between these two levels.
Note :- In some cases this may required locating the bottom and middle lights off the tower. 3.2.3
The number and arrangement of lights at each level to be marked shall be such that the object is indicated from every angle in azimuth. Where a light is shielded in any direction by an adjacent object, additional lights shall be provided on that object in such a way as to retain the general definition of the object to be lighted, the shielded light being omitted if it does not contribute to the definition of the object to be lighted.
3.2.4
The top lights shall be so arranged as to at least, indicate the points or edges of the object highest in relation to the obstacle limitation surface. In the case of chimney or other structures of like function, the top lights shall be placed between 1.5 m and 3 m below the top (See Figure 2 and 3). In case of a guyed tower or antenna where it is not possible to locate a highintensity obstacle light on the top, such a light shall be located at the highest practicable point and a medium-intensity obstacle light showing white mounted on the top.
3.2.5
In the case of an extensive object or of a group of closely spaced objects, top lights shall be displayed at least on the points or edged of the objects highest in relation to the obstacle limitation surface, so as to indicate the general definition and extent of the objects. If two or more edges are of the same height, the edge nearest the landing area shall be marked. Where low-intensity lights are use, they shall be spaced at intervals not to exceed 45 m. where medium-intensity lights are used, they shall be spaced at intervals not to exceed 900 m.
3.2.6
When the obstacle limitation surface concerned is sloping and the highest point above the obstacle limitation surface is not the highest point of the object, additional obstacle lights should be placed on the highest part of the object..
3.3
Low-intensity Obstacle Light – Characteristics
3.3.1
Low-intensity obstacle lights on fixed objects shall be fixed red lights having an intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general level of illumination against which they would normally be viewed. In no case shall the intensity be less than 10 cd of red light..
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Low-intensity obstacle lights on mobile objects shall be flashing lights, either red or, preferably, yellow. The flash frequency shall be between 60 and 90 per minute. The effective intensity of the flash shall be not less than 40 cd of red or yellow light. Note :- It is an advantage to be able to distinguish between fixed and mobile objects, and this can be done by using fixed flight for fixed objects and flashing lights for mobile objects. It is also an advantage to be able to distinguish between aircraft and other mobile objects. Care is to be taken to avoid an intensity which would be dazzling.
3.4
Medium-intensity Obstacle Light – Characteristics.
3.4.1
Medium-intensity obstacle lights shall be flashing red lights, except that when used in conjunction with high-intensity obstacle lights they shall be flashing white lights. The flash frequency shall be between 20 and 60 per minute. The effective intensity of the flash shall be not less than 1 600 cd or red lights.
3.5
High-intensity Obstacle Light – Characteristics
3.5.1
High-intensity obstacle lights should be flashing white lights.
3.5.2
The effective intensity of high-intensity obstacle light located on an object other than a tower supporting overhead wires or cables should be variable and dependent on the background luminance as follows:-
3.5.3
Background luminance
Effective intensity
Above 500 cd/m2
200 000 cd minimum
50 to 500 cd/m2
20 000 ± 25% cd
less than 50 cd/m2
4 000 ± 25% cd
The effective intensity of a high-intensity obstacle light located on a tower supporting overhead wires, cables, etc., should be variable and dependent on the background luminance as follow:Background luminance
Effective intensity
Above 500 cd/m2
200 000 cd minimum
50 to 500 cd/m2
20 000 ± 25% cd
less than 50 cd/m2
4 000 ± 25% cd
3.5.4
High-intensity obstacle lights located on an object other than a tower supporting overhead wires, cables, etc., should flash simultaneously at a rate between 40 and 60 per minute.
3.5.5
High-intensity obstacle lights located on a tower supporting overhead wires, cables, etc., should flash sequentially; first the middle light, then the top light and in the end, the bottom light. The intervals between flashes of the lights should approximate the following ratios:-. Flash intervals between
Ratio of cycle time
Middle and top light top and top light
1/3 2/13
bottom and middle light
10/13
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The cycle frequency should be 60 per minute.
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ANNEX-4 WIND SOCKS AT CIVIL AIRPORTS 1.
INTRODUCTION
1.1
The Civil Aviation Authority has laid down standard and specification regarding the erection of windsocks at Civil Airports. These standards are given in the following paragraphs.
2.
WIND SOCK POLE BASE
2.1
To be marked with a circular band on the ground, 50 feet in diameter and 4 feet wide. The band should be centered about the wind sock pole, and should be painted white.
3.
WIND SOCK POLE
3.1
The wind sock pole should be rigid enough to stand stresses, created by the wind sock, at the highest wind speed likely to be experience at the station. Guy wires or supports, if provided should not exceed a height of 7 feet above ground level. The overall height of the pole shall be 25 feet measured from the top of the ring to which the wind sock is fixed. The swivel gear provided shall have means of illumination at all aerodromes likely to be used for night operations. This requirement is not mandatory for Airport not likely to be used for night operations.
4.
THE WIND SOCK
4.1
The wind sock shall be 15 feet long and orange in colour, with internal circumference of 120 inches (Internal diameter 38.18 inches), at the larger end and tapering to an internal circumference of 75 inches (Internal diameter 23.86 inches) at the smaller end. 3/8 inch eyelets for lacing the wind sock to the wind sock ring at the larger end, shall be affixed 6 inches apart, measured centre to centre.
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ANNEX-5 MARSHALLING SIGNALS 1.
INTRODUCTION
1.1
The ground marshalling of aircraft by Civil Aviation Authority personnel will be in accordance with the marshalling signals given in this chapter.
1.2
The personnel who marshal aircraft must have completed the approved Civil Aviation Authority course at the Civil Aviation Training Institute and met the certification criteria.
2.
MARSHALLING SIGNALS
2.1
From a marshaller to an aircraft
Note 1:These signals are designed for use by the signalman, with his hands illuminated as necessary to facilitate observation by the pilot, and facing the aircraft in a position. a)
for fixed-wing aircraft, on left side of aircraft, where best seen by the pilot and
b)
for helicopters, where the signalman can best be seen by the pilot.
Note 2:
The meaning of the relevant signals remain the same if bats, illuminated wands or torchlight are held.
Note3:
The aircraft engines are numbered for the signalman facing the aircraft, from right to left (i.e. engine 1 being the port outer engine)
Note4:
Signals marked with an asterisk are designed for use to hovering helicopters.
Note5:
References to wands may be also read to refer to daylight fluorescentcoloured table-tennis bats or gloves (daytime only) The marshalling bat will be used during daylight hours. The bat dimension will be as follows: Bat diameter - 14 inches Handle – Minimum 6 inches in length Colour – Aviation yellow The bat (disc) will be perforated with holes to reduce drag.
Note6: 2.2
Reference to the signalman may also be read to refer to marshaller.
Prior to using the following signals, the marshaller shall ascertain that the area within which the aircraft is to be guided is clear of objects. Note :-
The design of many aircraft is such that the path of the wing tips, engines and other extremities cannot always be monitored visually from the flight deck while the aircraft is being maneuvered on the ground.
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3.
3.1
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SIGNALS FROM A PILOT TO A MARSHALLER Note 1:-
These signals are designed for use by a pilot in the cockpit with hands plainly visible to the marshaller, and illuminated as necessary to facilitate observation by the marshaller.
Note 2:-
The aircraft engines are numbered in relation to the marshaller facing the aircraft, from his right to his left (i.e. No. 1 engine being the port outer engine).
Brakes Note :-
The movement when the fist is clenched or the fingers are extended indicates, respectively, the movement of brake engagement or release. 搠搠搠搠⁴搠搠搠搠搠搠搠搠搠搠搠搠搠搠 ⁴ t搠搠搠搠搠搠搠搠搠搠搠⁴搠搠搠搠搠搠搠搠 ⁴ 0123456789ABCDEF0 Brakes engaged: raise arm and hand with fingers extended, horizontally in front of face, the clenched fist. 搠搠搠搠⁴搠搠搠搠搠搠搠搠搠搠搠搠搠搠 ⁴ t搠搠搠搠搠搠搠搠搠搠搠⁴搠搠搠搠搠搠搠搠 ⁴ 0123456789ABCDEF1 Brakes released : raise arm, with fist clenched, horizontally in front of face, then extend fingers.
3.2
Chocks a)
Insert chocks : front of face.
arms extended, palms outwards, move hands inwards to cross in
搠搠搠搠⁴搠搠搠搠搠搠搠搠搠搠搠搠搠搠 ⁴ t搠搠搠搠搠搠搠搠搠搠搠⁴搠搠搠搠搠搠搠搠 ⁴ 0123456789ABCDEF2 Remove chocks : hand crossed in front of face palms outwards, move arms outwards. 3.3
Ready to Start Engine(s) Raise the appropriate number of fingers on one hand indicating the number of the engine to be started.
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ANNEX-6 NATIONAL AIRFIELD CLEARANCE POLICY FOR CIVIL AIRPORTS/HELIPORTS 1.
INTRODUCTION
1.1
The National Airfield Clearance Policy to allow adequate safety margin to the aircraft is detailed below.
2.
FLYING GAP
2.1
over-run (stopway)
2.1.1
The length of the over-run area is to be 900 feet with a width of 750 feet on either side of the runway axis. This area will invariably be acquired. A width equal to that of the runway for the full length of over-run is to be constructed to flexible pavements to a bearing strength equal to 1/3 that of the runway.
2.2
Over-run Extension
2.2.1
The length of the extension to the over-run area is to be 3000 feet. It is to be acquired and cleared of all obstructions including canals and ditches.
2.3
Funnel
2.3.1
The funnel area will start 900 feet from the end of the runway in line with the runway clearance line(see 3.1.1 below), spreading out to a maximum width of 2000 feet on either side of runway axis at a distance of 12100 feet from end of the prepared over-run.
2.3.2
The elevation clearance of the funnel is to be 1:50 commencing 3,900 feet from the end of the runway and rising to a maximum of 182 feet at a distance of 13,000 feet from the end of the runway. The maximum height of 182 feet is to be maintained for a further distance of 15,000 feet with a width of 2,000 feet on either side of the runway axis.
2.3.3
To facilitate the maintenance of the funnel, the funnel area is to be demarcated by boundary pillars along the two outer sides upto a distance of 2,000 feet from end of extension to overrun. The approximate distance between the pillars should be 200 feet and the height about 2 feet. The transition area within the inner horizontal surface is to be similarly demarcated.
3.
CLEARANCE
3.1
Runway Clearance
3.1.1 A side clearance of 750 feet on either side of the runway is to be maintained free of all obstructions for the full length of the runway including over-run. The outer margin of the side clearance will be known as the runway clearance line. 3.2
Clearance for Taxi-tracks
3.2.1
No taxi-track will normally be built within the runway clearance area i.e. 750 feet from centre line of the runway.
3.2.2
Clearance for taxi-tracks will normally be 225 feet measured from centre line of the taxi tracks on either side.
3.2.3
Width of taxi track will normally be 75 feet. 50 feet of shoulders on either side from edge of the taxi track will be provided. The surface of shoulder adjacent to taxi track will bituminized and remaining portion to be compacted. The width of bituminized portion will be from 5 feet to 25 feet depending upon the type of aircraft using the airport.
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3.2.4
All curves on taxiway are to be bituminized for a width of 25 feet of outer side and an equal width compacted.
3.3
Runway strips
3.3.1
General
3.3.1.1 A runway and any associated stopways shall be included in a strip. 3.3.2
Length of runway strips
3.3.2.1 A strip shall extend before the threshold and beyond the end of the runway or stopway for a distance of at least: - 60 m where the code number is 2, 3 or 4; - 60 m where the code number is 1 and the runway is an instrument one; and - 30 m where the code number is 1 and the runway is a non-instrument one. 3.3.3
Width of runway strips
3.3.3.1 A strip including a precision approach runway shall, wherever practicable, extend laterally to a distance of at least: - 150 m where the code number is 3 or 4; and - 75 m where the code number is 1 or 2; On each side of the centre line of the runway and its extended centre line throughout the length of the strip. 3.3.4
Dimension of STRIP
3.3.4.1 Dimension of runway strip should be As per ANNEX 14 (Length of runway +length of stop way +120M) (300M) As per NAFC policy (Length of runway +length of stop way +450feet) (2000feet) 3.3.5 Objects on runway strips i) An object situated on a runway strip which may endanger aero planes should be regarded as an obstacle and should, as far as practicable, be removed. ii) No fixed object, other than visual aids required for air navigation purposes and satisfying the relevant frangibility shall be permitted on a runway strip: a) Within 77.5 m of the runway centre line of a precision approach runway category I, II or III where the code number is 4 and the code letter is F; or b) within 60 m of the runway centre line of a precision approach runway category I, II or III where the code number is 3 or 4; or c) within 45 m of the runway centre line of a precision approach runway category I where the code number is 1 or 2. iii)
No mobile object shall be permitted on this part of the runway strip during the use of the runway for landing or take-off.
3.4
Fair Weather Strips
3.4.1
The width of the fair weather strips will be 225 feet from the sides of the runway. This will be maintained for the full length of the runway including the prepared over-run. This area is to be leveled and compacted.
3.4.2
Runway shoulders:The width of the runway shoulders should be 25 feet bituminized on either side from the edge of the runway so that the over all width of runway and its shoulders is not less than 200 feet.
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3.5
Secondary Runway
3.5.1
Airfield clearance policy is also applied to secondary runway. However, no expenditure is to be incurred on removal of existing obstructions, they are to be allowed within the flying gap areas..
3.6
Apron
3.6.1
A horizontal clearance of 125 feet from the edges of the Apron is to be maintained around such Aprons. The first 25 feet from the edges are to be bituminized and equal width to be compacted.
3.7
Transition Area
3.7.1
Transition surface with a slope of 1:7 measures outward and upward is to be provided all along the runway including over-run, over-run axis except at the ends where it will be measured parallel to it.
3.8
Reference Point
3.8.1
Reference points for measuring inner horizontal surface. Inner conical surface, outer horizontal surface etc. are to be as follows:a)
in case of single runway the mid point of the runway axis is to be taken as reference point;
b)
in case of two runways, it is to be the point where the perpendicular bisecting lines intersect;
c)
in case of three runways it is to be a point equi-distant from the centres of each runway;
d)
all height are to be measured with reference to the ground level of the reference point
4.
SURFACES
4.1
Transition Surface
4.1.1
Airspace clearance joining two adjacent surfaces with a slope of 1:7 measured outward and upward all along sides of runway clearance line funnel area and Area of Restricted height, the slope being measured at right angle to the runway.
4.2
Inner Horizontal Surface
4.2.1
It will be a circle of radius 13,000 feet measured from the reference point. Within this area, obstructions are to be limited to a height of 150 feet above level of the reference point.
4.3
Inner Conical Surface
4.3.1
From the circumference of the inner horizontal surface, an outward slope in 1:20 is to be maintained from the reference point until reaching a maximum height of 500 feet.
4.4
Outer Horizontal Surface
4.4.1
From the outer circumference of the inner horizontal surface, a height of 500 feet above the level of the reference point, is to be maintained for a distance of 50,000 feet from reference point.
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4.5
Land Acquisition
4.5.1
All land within 50 feet of the runway, taxiway and apron clearance lines and upto 100 feet beyond the end of the extension of over-run, is to be acquired to facilitate construction of roads or erection of fences.
4.6
Heliports
4.6.1
Heliports criteria shall be as under:a)
800 feet length of bricked paved with 100 feet diameter pad of concrete;
b)
width of heliports 200 feet;
c)
obstacle clearance to be 1:8.
4.7
Exemption
4.7.1
The clearance criteria as specified above lays down to provide the clearance required under ideal conditions. In certain cases, however, it may not be possible to provide the clearance required under this policy. Each such case is to be submitted to the Director General of Civil Aviation for consideration on its merit either for granting necessary exception or ordering removal of the obstruction. This condition will also apply to the radio navigational and other operational facilities, which may of necessity, have to be situated within the clearance specified.
4.8
General
4.8.1
Aircraft of higher A.U.W. than 42,000 lbs. shall conform to ICAO criteria for width of taxi tracks and taxiway clearance area i.e. 75 feet and 225 feet from the centre line of the taxi track on either side. For aircraft below 42,000 lbs taxi tracks and taxiway clearance area shall be 50 feet and 225 feet from the centre line of the taxi track on either side.
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CIVIL AVIATION AUTHORITY
SUPPLEMENTARY INSTRUCTIONS
MANUAL OF AIR TRAFFIC SERVICES -PAKISTAN
--------/-------(SNo.) (Year)
1.Paragraph No and Title 2.Background 3.Change Old
New
4.Operational Change
Signature:………… General Manager (ATS) Date:……………
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CONTROLLER-PILOT DATA LINK COMMUNICATIONS (CPDLC) 1
GENERAL
1.1
The CPDLC application provides a means of communication between the controller and pilot, using data link for ATC communication.
1.2
This application includes a set of clearance/ information/request message elements which correspond to the phraseologies used in the radiotelephony environment.
1.3
The controller shall be provided with the capability to respond to messages, including emergencies, to issue clearances, instructions and advisories, and to request and provide information, as appropriate.
1.4
The pilot shall be provided with the capability to respond to messages, to request clearances and information, to report information, and to declare or cancel an emergency.
1.5
The pilot and the controller shall be provided with the capability to exchange messages which do not conform to defined formats (i.e. free text messages).
1.6
Ground and airborne systems shall allow for messages to be appropriately displayed, printed when required and stored in a manner that permits timely and convenient retrieval should such action be necessary.
1.7
Whenever textual presentation is required, the English language shall be displayed as a minimum.
1.8 Where applicable, the communication procedures for the provision of CPDLC shall be in accordance with ICAO procedures given in Annex 10, Volume III, Part I, Chapter 3. Message element intent and text and associated procedures are consistent with Phraseologies. 1.9 It is recognized that the CPDLC message set and the associated procedures differ somewhat from the voice equivalent used because of the differences between the two media; one being direct-speech and the other an exchange of data, the latter of which can be displayed and/or printed. 2
ESTABLISHMENT OF CPDLC
2.1
CPDLC shall be established in sufficient time to ensure that the aircraft is communicating with the appropriate ATC unit. Information concerning when and, where applicable, where, the air or ground systems should establish CPDLC, shall be published in Aeronautical Information Publications.
2.2
Airborne-initiated CPDLC
2.2.1
When an ATC unit receives an unexpected request for CPDLC from an aircraft, the circumstances leading to the request shall be obtained from the aircraft to determine further action.
2.2.2
When the ATC unit rejects a request for CPDLC, it shall provide the pilot with the reason for the rejection using an appropriate CPDLC message.
2.3
ATC unit-initiated CPDLC
2.3.1
An ATC unit shall only establish CPDLC with an aircraft if the aircraft has no CPDLC link established, or when authorized by the ATC unit currently having CPDLC established with the aircraft.
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2.3.2
When a request for CPDLC is rejected by an aircraft, the reason for the rejection shall be provided using CPDLC downlink message element NOT CURRENT DATA AUTHORITY or message element NOT AUTHORIZED NEXT DATA AUTHORITY, as appropriate. Local procedures shall dictate whether the reason for rejection is presented to the controller. No other reasons for airborne rejection of ATC unit-initiation of CPDLC shall be permitted.
3
EXCHANGE OF OPERATIONAL CPDLC MESSAGES
3.1
The controller or pilot shall construct CPDLC messages using the defined message set, a free text message or a combination of both.
3.1.1
The use of long messages or messages with multiple clearance elements or messages with a combination of clearances and information should be avoided where possible.
3.1.2
When CPDLC is being used, and the intent of the message is included in the CPDLC message set the associated message shall be used.
3.1.3
When a controller or pilot communicates via CPDLC, the response should be via CPDLC. When a controller or pilot communicates via voice, the response should be via voice.
3.1.4
If a CPDLC message that requires an operational response is subsequently negotiated via voice, an appropriate CPDLC message closure response shall be sent, to ensure proper synchronization of the CPDLC dialogue.
3.1.5
Message attributes dictate certain message handling requirements for the CPDLC user receiving a message. Each CPDLC message has three attributes: Urgency, Alert and Response.
3.1.6
URGENCY The urgency attribute delineates the queuing requirements for received messages that are displayed to the end-user. Urgency types are presented in Table -1.
ALERT
RESPONSE The response attribute delineates valid responses for a given message element. Response types are presented in Table 3 for uplink messages and Table 4 for downlink messages.
The alert attribute delineates the type of alerting required upon message receipt. Alert types are presented in Table 2.
When a multi-element message requires a response, and the response is in the form of a single message element, the response shall apply to all message elements. For example, given a multi-element message containing CLIMB TO FL310 MAINTAIN MACH .84, a WILCO response applies to, and indicates compliance with, both elements of the message.
3.1.7
When a single message element clearance or any part of a multi-element clearance message cannot be complied with, the pilot shall send an UNABLE response for the whole message.
3.1.8
The controller shall respond with an UNABLE message that applies to all elements of the request when no element(s) of a single or multi-element clearance request can be approved. The current clearance(s) shall not be restated.
3.1.9
When all elements of a single or multi-element clearance request can be accommodated, the controller shall respond with clearances corresponding to each element of the request. This response should be a single uplink message.
3.1.10 When a controller can only partially accommodate multi-element clearance requests, the requests shall be responded to with clearances corresponding to the parts that can be
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accommodated, and for the parts that cannot be accommodated the current clearance shall be restated or an alternative clearance shall be given. 3.1.11 When a CPDLC message contains more than one message element and the response attribute for the message is Y, when utilized, the single response message shall contain the corresponding number of replies and in the same order. 3.2
Transfer of CPDLC
3.2.1
When CPDLC is transferred, the transfer of voice communications and CPDLC shall commence concurrently.
3.2.2
When an aircraft is transferred from an ATC unit where CPDLC is available to an ATC unit where CPDLC is not available, CPDLC termination shall commence concurrent with the transfer of voice communications.
3.2.3
When a transfer of CPDLC results in a change of data authority, and there are still messages for which the closure response has not been received (i.e. messages outstanding), the controller transferring the CPDLC shall be informed.
3.2.4
If the controller needs to transfer the aircraft without replying to any downlink message(s) outstanding, the system shall have the capability to automatically send the appropriate closure response message(s). In such cases, the contents of any automatically sent closure response message(s) shall be promulgated in local instructions.
3.2.5
When the controller decides to transfer the aircraft without receiving pilot responses to any uplink message(s) outstanding, the controller should revert to voice communications to clarify any ambiguity associated with the message(s) outstanding.
3.2.6
The use of free text messages by controllers or pilots, other than pre-formatted free text messages, should be avoided.
3.3
Emergencies, hazards and equipment failure procedures
3.3.1
When a CPDLC emergency message is received, the controller shall acknowledge receipt of the message by the most efficient means available.
3.3.2
When responding via CPDLC to a report indicating unlawful interference, uplink message ROGER 7500 shall be used.
3.3.3
When responding via CPDLC to all other emergency or urgency messages, uplink message ROGER shall be used.
3.3.4
When a CPDLC message requires a logical acknowledgment and/or an operational response, and such a response is not received, the pilot or controller, as appropriate shall be alerted.
3.4
Failure of CPDLC
3.4.1
The controller and pilot shall be alerted to the failure of CPDLC as soon as the failure has been detected.
3.4.2
When a controller or pilot is alerted that CPDLC has failed, and the controller or pilot needs to communicate prior to CPDLC being restored, the controller or pilot should revert to voice, if possible, and preface the information with the phrase: “CPDLC FAILURE”.
3.4.3
Controllers having a requirement to transmit information concerning a complete CPDLC ground system failure to all stations likely to intercept, should preface such transmission by the general call ALL STATIONS CPDLC FAILURE, followed by the identification of the calling station.
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CIVIL AVIATION AUTHORITY
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3.4.4
When CPDLC fails and communications revert to voice, all CPDLC messages outstanding should be considered not delivered and the entire dialogue involving the messages outstanding should be recommenced by voice.
3.4.5
When CPDLC fails but is restored prior to a need to revert to voice communications, all messages out-standing should be considered not delivered and the entire dialogue involving the messages outstanding should be recommenced via CPDLC.
3.5
Intentional shutdown of CPDLC
3.5.1
When a system shutdown of the communications network or the CPDLC ground system is planned, a NOTAM shall be published to inform all affected parties of the shutdown period and, if necessary, the details of the voice communication frequencies to be used.
3.5.2
Aircraft currently in communication with the ATC unit shall be informed by voice or CPDLC of any imminent loss of CPDLC service.
3.5.3
The controller and pilot shall be provided with the capability to abort CPDLC.
3.5.4
Where the testing of CPDLC with an aircraft could affect the air traffic services being provided to the aircraft, coordination shall be effected prior to such testing. Table 1. Urgency attribute (uplink and downlink) Table 2. Alert attribute (uplink and downlink)
Type
Description
D U N L
Distress Urgent Normal Low
Precedenc e 1 2 3 4
Type
Description
Precedence
H M L N
High Medium Low No alerting required
1 2 3 4
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Table 3. Type
Response required
W/U
Yes
A/N
Yes
R
Yes
Y
Yes
N
No, unless logical acknowledgement Required
Table 4. Type
Response required
Y
Yes
N
No, unless logical acknowledgement required
Response attribute (uplink)
Valid responses WILCO, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required), ERROR AFFIRM, NEGATIVE, STANDBY, NOT CURRENT DATA AUTHORITY,NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required), ERROR ROGER, UNABLE, STANDBY, NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, LOGICAL ACKNOWLEDGMENT (only if required), ERROR Any CPDLC downlink message, LOGICAL ACKNOWLEDGEMENT (only if required) LOGICAL ACKNOWLEDGMENT (only if required), NOT CURRENT DATA AUTHORITY, NOT AUTHORIZED NEXT DATA AUTHORITY, ERROR
Precedenc e 1
2
3
4
5
Response attribute (downlink) Valid responses Any CPDLC uplink message, LOGICAL ACKNOWLEDGEMENT (only if required) LOGICAL ACKNOWLEDGMENT (only if required), SERVICE UNAVAILABLE, FLIGHT PLAN NOT HELD, ERROR
Precedenc e 1
2
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CIVIL AVIATION AUTHORITY
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MATS – Pakistan
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AUTOMATIC DEPENDENT SURVEILLANCE SERVICES 1
The provision of air traffic services to aircraft, based on information received from aircraft via ADS, is generally referred to as the provision of ADS services.
1
ADS GROUND SYSTEM CAPABILITIES
2.1
ADS ground systems used in the provision of air traffic services shall have a very high level of reliability, availability and integrity. The possibility of system failures or significant system degradations which may cause complete or partial interruptions of service shall be very remote. Back-up facilities shall be provided.
2.2
An ADS ground system will consist of a number of integrated elements, including communication interfaces, a data processing system and one or more controller interfaces.
2.3
ADS ground systems should be capable of integration with other automated systems used in the provision of ATS, and should provide for a appropriate level of automation with the objectives of improving the accuracy and timeliness of data displayed to the controller and reducing controller workload and the need for verbal coordination between adjacent control positions and ATC units.
2.4
Several significant functional requirements are necessary to permit the effective implementation of an ADS service in a CNS/ATM environment. Ground systems shall provide for: a)
b)
2.5
the transmitting receiving, processing and displaying of ADS messages related to flights equipped for and operating within environments where ADS services are being provided; the display of safety related alerts and warnings;
c)
position monitoring (the aircraft’s current position as derived from ADS reports is displayed to the controller for air traffic situation monitoring);
d)
conformance monitoring (the ADS reported current position or projected profile is compared to the expected aircraft position which is based on the current flight plan. Along track, lateral and vertical deviations which exceed a pre-defined tolerance limit will permit an out-of-conformance alert to be issued to the controller);
e)
flight plan update (e.g. longitudinal variations which exceed pre-defined tolerance limits will be used to adjust expected arrival times at subsequent fixes);
f)
intent validation (intent data contained in ADS reports such as extended projected profile, etc., are compared with the current clearance and discrepancies are identified);
g)
conflict detection (the ADS data can be used by the ADS ground system automation to identify violation of separation minima);
h)
conflict prediction (the ADS position data can be used by the ADS ground system automation to identify potential violations of separation minima);
i)
tracking (the tracking function is intended to extrapolate the current position of the aircraft base on ADS reports);
j)
wind estimation (ADS reports containing wind data may be used to update wind forecasts and hence expected arrival times at waypoints); and
k)
flight management (ADS reports may assist automation in generating optimum conflict free clearances to support possible fuel-saving techniques, such as cruise climbs, requested by the operators).
The sharing of ADS information should be facilitated to the extent possible, in order to extend and improve surveillance in adjacent control areas, thereby reducing the need for additional ADS contracts to be supported by a given aircraft.
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2.6
Automated exchange of coordination data relevant to aircraft being provided with an ADS service, and the establishment of automated coordination procedures shall be provided for on the basis of regional air navigation agreement.
2.7
Air traffic control facilities providing an ADS service shall be capable of storing and disseminating specific flight information relating to flights equipped for and operating within environments where and ADS service is provided.
2.8
Effective human-machine interfaces shall exist for the controller to permit appropriate utilization of the ADS derived information and associated automated features.
3
ADS RELATED AERONAUTICAL INFORMATION
3.1
Adequate information on the operating practices having a direct effect on the operations of air traffic services, shall be published in aeronautical information publications. This shall include a brief description concerning the area of responsibility, requirements and conditions under which the ADS service is available, equipment limitations, ADS failure procedures, if required, and the initial address(es) for each ATC unit.
4
USE OF ADS IN THE PROVISION OF AIR TRAFFIC CONTROL SERVICE
4.1
ADS may be used in the provision of an air traffic control service, provided identification of the aircraft is unambiguously established.
4.2
Flight data processing of ADS data may be used in the provision of an air traffic control service, provided the correlation between the ADS data downlinked by that aircraft and the flight plan details held for the aircraft has been accomplished.
4.3
A combination of information received from the aircraft may be necessary to ensure unambiguous correlation, e.g. departure aerodrome, EOBT, and destination aerodrome might be used.
4.4
Human factors principles shall be observed. In particular, the controller shall be provided with enough information to: a) b)
maintain situational awareness; and in the event of system malfunction, be capable of assuming the minimum tasks normally performed by the automation for the provision of an air traffic control service.
4.5
Automated systems, while designed to provide high operational integrity, remain susceptible to error and failure. Human participation is integral to the safety of the air traffic system.
4.6
Information provided by the ground system may be used by the controller to perform the following functions in the provision of air traffic control services: a)
enhance safety;
b)
maintain an accurate awareness of the air traffic situation;
c)
apply separation minima;
d)
take appropriate action regarding any significant deviation by aircraft, from the terms of their respective air traffic control clearances, including their cleared routes, levels and speed when appropriate;
e)
provide updated position information regarding aircraft to other controllers when required; and
f)
improved airspace utilization, reduce delays, as well as provide for direct routings and more optimum flight profiles.
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5
PRESENTATION OF ADS DATA
5.1
Appropriate ADS data shall e presented to the controller in a manner suitable to achieve the control functions in 13.4.4. Display systems shall incorporate a situation (plan view) display, textual information display, aural and visual alerts in such combinations as deemed appropriate.
5.2 Display systems may display actual ADS report information only or a combination of actual ADS report information and data derived from ADS reports. Additionally, display systems may incorporate surveillance information from a number of other sources, including data derived from radar, the FDPS and/or voice position reports. 5.3
Where surveillance information is derived from different sources the type of surveillance shall be readily apparent to the controller.
5.4 ADS information available to the controller on a situation display shall, as a minimum, include ADS position indications and map information. 5.5 When applicable, distinct symbols should be used for presentation of such items as: a)
ADS position;
b)
combined ADS/SSR position;
c)
combined ADS/PSR position;
d)
combined ADS/SSR/PSR position;
e)
predicted positions for a non-updated track.
5.6 Labels used to provide ADS-derived information and any other information that may be available shall, as a minimum, be displayed in alphanumeric form. 5.7 Labels information shall, as a minimum, include aircraft identification and level information. All label information shall be presented in a clear and concise manner. Labels shall be associated with their ADS position indications in a manner precluding erroneous identification. 5.8 When ADS reports are queued, the controller shall be given an indication that more urgent reports are available based on the following order of priority: a)
emergency and/or urgency mode ADS reports;
b)
event or demand ADS reports; and then
c)
periodic ADS reports.
5.9
If more than one ADS report is queued in any one of (a), (b), or (c) above, they shall be handled in the order received.
5.10
Safety related alerts and warnings, including emergency/urgent reports, shall be presented in a clear and distinct manner. Provisions shall be made for alerting the controller when expected ADS reports are not received within an appropriate time
6
Provision of ADS services
6.1
General
6.1.1
The number of aircraft simultaneously provided with ADS services shall not exceed that which can safely be handled under the prevailing circumstances, taking into account:
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Supplementary Information Page 19 of 24
the complexity of the traffic situation and associated workload, within the sector or area of responsibility of the controller;
b)
the level of automation of the ADS ground system;
c)
the overall technical performance of the ADS systems and communication systems, including possible degradations that would require use of back-up facilities;
d)
the overall performance of the back-up surveillance and communications systems; and
e)
the effect of loss of controller-pilot communications.
6.2 Coordination and transfer of control of ADS aircraft 6.2.1
Appropriate arrangements shall be made in and between any ATC units using ADS to ensure the coordination of ADS and non-ADS traffic, and to ensure the provision of adequate separation between the ADS aircraft and all other aircraft.
6.2.2
Transfer of control shall be effected so as to facilitate uninterrupted provision of ADS services, where ADS is available in adjacent ATC units.
6.2.3
The accepting ATC unit shall establish a contract with the affected aircraft prior to reaching the transfer of control point. Should the accepting ATC unit be unable to establish a contract, the transferring ATC unit shall be notified in order to provide ground forwarding of ADS data to permit an uninterrupted ADS service.
6.2.4
When an aircraft is in an emergency/urgency mode, or is the subject of safety alerts or warnings, this information shall be provided to the accepting ATC unit, and the ADS contract shall not be terminated y the transferring ATC unit until appropriate coordination has been effected.
6.2.5
Transfer of control of aircraft between adjacent control positions or between adjacent ATC units may be effected as follows: a)
6.2.6
appropriate ADS transfer protocols are observed by: 1)
designation of the ADS position indication by automated means; or
2)
direct designation of the ADS position indication, if two display systems are adjacent, or if a common (conference) type of display is used; or
3)
designation of the ADS position indication by reference to a position accurately indicated on both display systems;
b)
updated flight plan information on the aircraft about to be transferred is provided to the accepting controller prior to transfer;
c)
when controllers are not physically adjacent, direct communications facilities are available between them at all times;
d)
the transfer point or points and all other conditions of application, have been made the subject of specific instructions or a specific letter of agreement; and
e)
the accepting controller is kept current of all control instructions (e.g. level or speed instructions) given to the aircraft prior to its transfer, and which modify its anticipated flight progress.
The minimum agreed separation between aircraft about to be transferred shall be as specified in letters of agreement or local instructions, as appropriate.
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7
Communications
7.1 8
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Controller-pilot communications shall be such that the possibility of communications failure or significant degradations is very remote adequate backup facilities shall be provided. General ADS procedures
8.1
ADS Contract management
8.1.1
Only appropriate ATC units shall initiate ADS contracts wit a given aircraft. Procedures shall ensure tat non-current contracts are terminated in a timely manner.
8.1.2
The ADS ground system shall be able to identify the ADS capability of the aircraft and establish appropriate ADS contracts with ADS equipped aircraft.
8.1.3
ADS contracts necessary for the control of the aircraft will be established with each aircraft by the relevant ADS ground system, at least for the portions of the aircraft flight over which that ATC unit provides air traffic services.
8.1.4
The contract may include the provision of basic ADS reports at a periodic interval defined by the ADS ground system with, optionally, additional data containing specific information, which may or may not be sent with each periodic report. The agreement may also provide for ADS reports at geographically defined points such as waypoints, in addition to other specific event-driven reports.
8.1.5
The aircraft must be capable of supporting ADS agreements with at least four ATC unit ADS ground systems simultaneously.
8.2
When an ADS ground system attempts to establish an ADS agreement with an aircraft, and is unable to do so due to the aircraft’s inability to support an additional ADS contract, the aircraft should reply with the ICAO location indicators or 8-letter facility indicators of the ground systems with which it currently has contracts, in order for the ATC unit to negotiate a contract release. In the event that this information cannot be provided to the ground system, the ground system shall nevertheless alert the controller that an ADS agreement cannot be established. Coordination between the appropriate ATC units shall then be effected for the purpose of establishing priority for ADS connections with the aircraft.
8.3
An ATC unit shall be capable of replacing or terminating its own ADS contract(s) as required. An existing contract shall remain in place until any new contract of the same type is accepted by the aircraft, or until the contract type is terminated.
9
ADS termination
9.1
ADS contracts may be terminated manually, or automatically be the ADS ground system, based on agreements between ATS authorities for aircraft crossing FIR boundaries.
9.2
ATS authorities shall establish procedures to ensure that ADS contracts are re-established as required when unplanned ADS termination occurs.
10 ADS agreements 10.1
Initial ADS agreements shall be determined by the ATS authority. Subsequent modifications to individual contracts may be made at the discretion of the controller based on the prevailing traffic conditions and airspace complexity.
10.2
When the application of specified separation minima is dependent on the reporting interval of periodic position reports, the ATC unit shall not establish periodic contracts with a reporting interval greater than the required report interval.
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CIVIL AVIATION AUTHORITY
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10.3
Where an expected position report is not received within a prescribed time parameter, action shall be taken as appropriate, to ascertain the position of the aircraft. This may be achieved by the use of an ADS demand contract, CPDLC or voice communications, or receipt of a subsequent periodic report.
10.4
An ADS aircraft observed to deviate significantly from its cleared flight profile shall be advised accordingly. Appropriate action shall also be taken if, in the opinion of the controller, such deviation is likely to affect the air traffic service being provided.
11 Performance checks 11.1
An ATC unit providing an ADS service to an aircraft, shall check the ADS 3-dimensional position information received from that aircraft through pilot reports and/or flight plan conformance.
11.2
The pilot of the aircraft whose ADS derived position information is within the approved tolerance value need not be advised of such verification.
11.3
If the displayed position information is not within the approved tolerance value, or when a discrepancy in excess of the approved tolerance value is detected subsequent to verification, the pilot shall be advised accordingly and requested to check the aircraft’s navigation system.
11.4
The controller shall adjust the display(s) and carry out adequate checks on the accuracy thereof, in accordance with instructions prescribed by the appropriate authority responsible for the ADS display or integrated display system concerned.
11.5
The controller shall be satisfied that the functional capabilities of the ADS display system, or integrated display system, as well as the information displayed, is adequate for the functions to be performed.
11.6
The controller shall report, in accordance with local procedures, any fault in the equipment, or any incident requiring investigation, or any circumstances which make it difficult or impractical o provide services on the basis of displayed ADS positions.
11.7
Emergency and/or urgency reports
11.7.1 To indicate that it is in a state of emergency, an aircraft equipped with ADS might operate the emergency and/or urgency mode as follows: )
emergency;
)
no communications;
)
unlawful interference;
)
minimum fuel; and/or
)
medical.
11.8
When an ADS emergency and/or urgency report is received, the controller with responsibility for the flight must acknowledge receipt of the information by the most appropriate means of communication.
11.9
Both the aircraft and the ADS ground system shall be capable of supporting an emergency and/or urgency mode of ADS operation to assist ATC alerting procedures and to assist search and rescue operations. In the event of an aircraft in, or appearing to be in, any form of emergency, all possible assistance shall be provided by the controller.
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11.10 The ADS airborne system will provide for a pilot-initiated emergency and/or urgencymode. It may also permit the aircraft to automatically establish the emergency and/or urgency mode. 11.11
The ADS ground system shall recognize the initiation, modification, and termination of an emergency and/or urgency mode and alert the controller. The ADS ground system shall be able to modify the emergency and/or urgency reporting rate if necessary. The ADS ground system shall be able to suppress an emergency/urgency indication.
12
Failure of equipment
12.1
It is not expected that the pilot will be made aware of any failure of ADS by means of onboard monitoring equipment.
12.2 ADS airborne system failure 12.2.1 On receipt of an airborne failure notification, the controller will: a)
advise the pilot of the failure;
b)
advise the pilot of the requirement for position reports via voice or CPDLC; and
c)
take necessary action to establish alternative separation, if required.
12.2.1 When an aircraft experiencing ADS failure after departure is operating or expected to operate in an area where the carriage of functional ADS with specified capabilities is mandatory, the ATC units concerned should endeavour to provide for continuation of the flight to the aerodrome of first intended landing in accordance with the flight plan. However, under some circumstances, continuation of the flight may not be possible due to traffic or airspace configuration. The aircraft may then be required to return to the departure aerodrome or to land at the nearest suitable aerodrome acceptable to the operator concerned. 12.2.2 In case of a ADS failure which is detected before departure from an aerodrome where it is not practicable to effect a repair, the aircraft concerned should be permitted to proceed, as directly as possible, to the nearest suitable aerodrome where repair can be made. When granting clearance to such aircraft, the air traffic control unit should take into consideration the existing or anticipated traffic situation and may have to modify the time of departure, flight level or route of the intended flight. Subsequent adjustments may become necessary during the course of the flight. 12.3 ADS ground system shutdown 12.3.1 When a planned shutdown of the ADS ground system occurs: a)
a NOTAM shall be published to inform all affected parties of the shutdown period;
b)
position reports via voice or CPDLC shall be stipulated; and
c)
alternative separation shall be established, if required.
12.3.2 In the event of an unplanned ADS ground system shutdown, the relevant ATS provider shall: a)
inform all affected aircraft, and advise them of the requirement for position reports via voice or CPDLC;
b)
take necessary action to establish alternative separation, if required;
c)
inform the adjacent ATS units(s) by direct coordination; and
d)
inform all other relevant parties, via the publication of a NOTAM, if appropriate.
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13
SELECTION OF ADS IN THE APPLICATION OF SEPARATION MINIMA
13.1
In an ADS based air traffic control (ATC) system, the accuracy of the appositional information displayed to the controller is dependent upon the aircraft on-board navigation or positioning system. Therefore, any aircraft system degradation, which affects the aircraft’s navigational capabilities, will also affect the accuracy of the positional data displayed to the controller.
13.2 The procedures and minima in this section are applicable when ADS is used in the provision of air traffic control services. 13.3 The use of ADS position reports to ensure separation shall only be applied when there is a reasonable assurance that the provision of ADS reports will not be interrupted. 14 Determination of level occupancy 14.1
The tolerance value which shall be used to determine that the ADS level information displayed to the controller is accurate shall be ±60m (± 200 ft) in RVSM airspace. In other airspace, it shall be ± 90m (± 300 ft), except that appropriate ATS authorities may specify a smaller criterion, but not less than ± 60 m (± 200 ft), if this is found to be more practical.
14.2 If the ADS level information is not within the approved tolerance value, the information must be validated by voice or CPDLC. Where it has been established that the ADS level information is incorrect, the appropriate ATS authority shall determine the action to be taken regarding the display and use of this information. 14.3 An aircraft cleared to leave a level is considered to have commenced its manoeuvre and vacated the previously occupied level when the ADS level information indicates a change of more than 90 m (300 ft) in the anticipated direction from its previously assigned level, or verification has been made by receipt of a CPDLC or voice report from the pilot. 14.4 An aircraft that is climbing or descending is considered to have crossed a level when the ADS level information indicates that it has passed this level in the required direction by more than 90 m (300ft) or that verification has been made by receipt of a CPDLC or voice report from the pilot. 14.5 An aircraft that is climbing or descending is considered to have reached the level to which it has been cleared when verification has been made by receipt of the assigned level by CPDLC or a voice report from the pilot. The aircraft may then be considered to be maintaining this level for as long as the ADS level information remains within the appropriate tolerance values as specified in 13.5.2.1. 14.6
A level range deviation event contract may be used to monitor the continued compliance of the aircraft with the appropriate level tolerance values.
14.7
When CPDLC is to be used to verify that the aircraft has reached the level to which it has been cleared, the uplink message No. 129, REPORT MAINTAINING (level) or uplink message No. 200, REPORT REACHING should be use.
14.8
Uplink message No. 175, REPORT REACHING (level) does not provide the same assurance that the aircraft has maintained the assigned level. On those occasions where the flight management system has been loaded by the pilot to reply automatically to this message, the reply may be sent when the aircraft reaches the assigned level, irrespective of whether the aircraft maintains the assigned level.
14.9 Where it is intended to provide vertical separation below a transition level using ADS level information, the appropriate authority shall ensure that such information is corrected to the appropriate barometric altitude. 15
Application of horizontal separation using ADS position information
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15.1
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Factors which the ADS controller must take into account in determining the spacing to be applied in particular circumstances in order to ensure that the separation minimum is not infringed include aircraft relative headings and speeds, ADS technical limitations, controller workload and any difficulties caused by communication congestion.
15.2 ATS authorities shall ensure that contingency procedures are available to the followed in the event of degradation of ADS information due to a loss of the required navigation performance accuracy.
15.3
Distance based separation minima for use with ADS may be applied between ADS derived aircraft positions, or between ADS derived positions and radar 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.
15.4 Displayed ADS 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. 15.5 ADS based separation shall not be applied between aircraft holding over the same holding point. Application of horizontal separation between holding aircraft and other flights shall be subject to requirements and procedures prescribed by the appropriate ATS authority.
15.6
Information derived from an ADS display system shall not be used to vector an aircraft . Vectoring using ADS may be possible in the future in cases where the surveillance and communication performance are comparable to the performance of radar systems and direct voice communications using VHF.
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Supplementary Instructions –1 Page 1 of 2
MATS – Pakistan
CHAPTER-1 ATS OFFICERS 1
INTRODUCTION
1.1 In the following paragraphs there are short descriptions of the post and responsibilities of officers posted in Ops Directorate Headquarters CAA and unit management for guidance and ease of reference.
1.
OPERATIONS DIRECTORATE
2.1
Director Operations Director Operations is responsible to DGCAA for the operational efficiency of the Air Traffic Services System (Civil Traffic) in Pakistan.
2.2
General Manager Air Traffic Services (Air traffic Management) He is responsible to Director Operations for efficient operation of Air Traffic Services; Airspace Management; Safety Management System; Emergency services; ATS Units Training; Evaluation of ATS personnel.
3.
AIR TRAFFIC SERVICES PERSONNEL AT LOCATIONS
3.1
Chief operation Officer (COO) The COO/SATCO is responsible to airport management for the overall efficiency of air traffic services, apron management services and emergency services provided by his units and also for the administration of ATC and emergency services personnel employed at his station.
3.2
3.2
Radar facility Chief and Facility Operation Officer The RFC and FOO are responsible to Chief Operation Officer for the efficiency of air traffic services provided by ATS Officers and staff and also responsible for administration of ATS personnel under them. Shift manager The shift manager is responsible for the overall supervision for the air traffic services personnel in execution of their duties during the period of his watch. In the absence of COO, RFC or FOO he assumes full operational responsibility for the ATS units. Officers and staff of following ATS Units are responsible to shift manager while discharging their duties
Aerodrome and ground movement Controller Approach Controller (radar and non radar) Area radar Controller Area Controller (non radar) Pre-Flight Information officer Air Traffic control Assistants Flight data assistants.
3.3
Aerodrome Controller
3.3.1
The aerodrome controller controls the movement of traffic flying with visual reference to the surface in the traffic circuit and operating on the manoeuvring area, and provides flight information and alerting service when required. At certain aerodrome his duties may be
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Supplementary Instructions –1 Page 2 of 2
divided into air control and ground movement control and may be performed by two or more controllers.. 4.1
Approach Controllers
4.1.1
The approach controller, in collaboration with aerodrome controller, approach radar controller and the parent area control centre controls the movement of aircraft arriving, departing and flying in the vicinity of the aerodrome and provides alerting service to these aircraft.
4.1.2
Approach Radar Controller
4.1.2.1 Approach radar controller provides radar service to arriving, departing and transit aircraft as appropriate within the coverage of radar equipment. He also provides alerting service as appropriate to these aircraft. 5.1
Area Controller
5.1.1
The area controller is responsible for the control of aircraft operating in the controlled and advisory airspace within the area of responsibility and for providing alerting service to these aircraft.
6.1
Area Radar Controller
6.1.1
The Area Radar Controller maintains radar surveillance over en-route and terminal area traffic and provides up to date position information to the area controller, taking control of aircraft to expedite the flow of traffic by the application of radar separation standards. He also provides alerting service as appropriate to these aircraft.
7.1
Air Traffic Control Assistants
7.1.1
In general an air traffic control assistant acts as an assistant to a controller fulfilling a particular function, assistants may also be employed on any additional duty by Shift Manager.
8.1
Pre-flight information Office (PFIO)
8.1.1
Pre-flight information officer is responsible for the recording and dissemination of aeronautical information to all concerned, including the preparation and filing of NOTAM summaries. He is also responsible for receipt and dispatch of all flight plans submitted to the Pre-Flight Information Unit (PFIU)
9.1
Flight Data Assistants
9.1.1
An air traffic control assistant is responsible for passing air traffic control data to and receiving the air traffic control data from adjacent ATCCs/FIRs, ATSUs and other sectors. Although his duties includes acting as a communication link for the controllers, matters requiring executive decision must be referred to the appropriate controller. Other duties include the preparation, progressing and updating of flight progress strips, and proper dispatch of flight data strips.
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Supplementary Instructions –2 Page 1 of 2
MATS – Pakistan
Appendix - A
EMERGENCY FLARE PATHS 1.
INTRODUCTION
1.1
It is not anticipated that requirement for emergency flare path will exist at a major International airport where contingency planning and equipment covers a major malfunction of the lighting system. The following is aimed for the guidance of those at small airports where a major malfunction of equipment can occur.
1.2 2.
REQUIREMENTS
2.1
In the event of failure of the runway lighting or where snow has obscured runway lights it may be necessary to display an emergency flare path.
2.2
This is normally undertaken by the Competent Authority for runway lighting. However, at some aerodrome it may be necessary for Air Traffic Control to supervise the display of “gooseneck flares”.
3.
POSITIONING OF FLARES
3.1
Runway
3.1.1
The paraffin gooseneck flares are to be positioned with the wicks pointing down wind to prevent them from flaring or being extinguished. The placing and spacing is as follows : a)
RWY threshold : RWY mid point RWY end
indicated by 5 flare positioned horizontally either side of the runway at right angles to the runway direction, the first flare being displaced 15 ft. away from the runway edge.
b)
Turn off points :
Marked by a double flare on the inside of the commencement of the turn and displaced 15 ft. away from the runway edge.
c)
The rest of the runway will be marked by two rows of flares corresponding to alternate runway flights and displaced 15 ft. away from the runway edge.
3.2
Taxiway and Apron
3.2.1
Emergency taxiways will be clearly delineated by glim lamps or marker lights showing blue on both sides of the taxiway displaced by 5 feet away from the edge of the taxiway.
3.2.2
The extremities of the apron will be similarly marked as for the taxiway.
3.2.3
Obstructions will be adequately marked by red glim or marker lights spaced 10 ft. apart around the obstruction at a sufficient distance from the obstruction in order that a taxiway or towing aircraft will not be endangered.
3.3
Natural Surface Aerodrome without Runway Lights a)
Runway threshold Runway mid point Runway end
‘ ‘ As in 3.1.1(a) ‘
b)
Turn off point as in 3.1.1(b)
c)
The runway will be delineated by two lines of flares paralleled to the runway direction each flare being spaced 400 ft. apart and displaced 15 ft. from the runway edge.
3.3.1
Taxiway will be delineated by two lines of flares parallel to the taxiway route and displaced 15 ft. away from the edge of the taxiway.
3.3.2
Apron : under no circumstances will flare be used to delineate the extremities of an apron.
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Supplementary Instructions –2 Page 2 of 2
3.4
Storage and Transportation
3.4.1
Because the high fire risk gooseneck flares should be stored in a secure place away from other buildings and aircraft so that in the event of fire it can be contained within the storage area. A portable fire extinguisher will be placed in a convenient position.
3.4.1
The vehicle used to transport the flares should be open and not canvas covered, it should be driven carefully to keep fuel spillage to a minimum. Lighted flares will not be carried on a vehicle under any circumstances.
3.5
Readiness and caution
3.5.1
The gooseneck flares will be checked each day to ensure that they are filled, serviceable and available at short notice. Leaking flares are to be replaced.
3.5.2
When the gooseneck flare path is in operation it will be checked every 3 hours to ensure that all flares are still burning. Flares not burning will be replaced.
3.5.3
Extreme caution should be exercised when laying flares to ensure that there is no dry scrub/grass/vegetation near the flares because of high fire risk.
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Supplementary Instructions –3 Page 1 of 2
MATS – Pakistan
PYROTECHNICS 1.
INTRODUCTION It is the responsibility of each aerodrome operator to produce operating instructions and to train and supervise staff to ensure that signal pistols, pyrotechnics and bird scaring cartridges are used safely, correctly and effectively.
1.1
Pyrotechnics, because of their explosive nature, can be extremely dangerous to people and property.
1.2
It they are handled properly and safely they will present no danger, thus in the interest of safety it is important that all who use pyrotechnics should be aware of the correct handling procedures and all the accepted precautions that should be taken.
1.3
COO/SATO must ensure that all staff who will need to use pyrotechnics are competent in this respect and if necessary adequate training in their handling is given.
1.4
Periodic checks should be undertaken to ensure that safety precautions in handling and storage are being observed.
2.
TYPES
2.1
The pyrotechnics used within the CAA ATS are signal cartridges which have a burning time of 6-8 seconds
3.
STORAGE
3.1
Signal cartridges should be stored in safe and secure place (e.g. pyrotechnic warehouse adjacent to the fire unit), the control tower or in runway vehicle. They should be kept dry and away form direct sunlight thus avoiding excessive heat.
3.2
The Control Tower
3.2.1
Sufficient stocks of signal cartridges should be held in the Control Tower for day to day use. Generally there will be a rack or box provided to hold sufficient amount for this purpose. However a further supply (upto 1 month at COO/FOO discretion) may be held in a steel cabinet which is firmly attached to the wall or floor.
3.3
The Runway Vehicle
3.3.1
The stock of signal cartridges carried in the vehicle should not exceed the amount needed for the task in hand. Individual unit requirements will vary and the COO/FOO will decide in the interest of safety the amount to be carried to fulfill the current need.
4.
GENERAL PRECAUTIONS
4.1
Signal pistols should not be loaded until immediately before firing. They should not be kept in racks or stores in a loaded condition even with the breech open and the safety catch on.
4.2
Never point a signal pistol at anyone even if unloaded.
4.3
Always fire the pistol from outside a building or vehicle never from inside.
4.4
If a signal pistol becomes faulty it should immediately be withdrawn from use, and the ATCO on duty should carryout a daily serviceability check. Cartridges must be handled carefully and before firing ensures that they are undamaged otherwise they may not fire when needed.
4.5 4.6
Storage cabinets should always be kept closed except when withdrawing or replacing stocks.
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Supplementary Instructions –3 Page 2 of 2
5.
FIRING
5.1
Before firing the person handling the pistol should ensure the pistol is properly closed, if should then be held at arms length pointing in a direction, which will ensure no damage to persons or property, allowance being made for wind effect.
5.2
Immediately before firing the face should be turned away and care taken to ensure the pistol remains pointing in the correct direction. The trigger should then be squeezed unit the pistol fires.
6.
MISFIRES
6.1
A misfired cartridge is normally safe to handle except it is pierced and the contents exposed. In this case the cartridge should be immersed in a bucket of water for disposal. The inflammable contents must not come in contact with any means of ignition.
7.
DISPOSAL OF MISFIRES
7.1
The aerodrome fire service will undertake the disposal of any misfires and should be advised when they occur in order to arrange collection and disposal.
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14 AUG 2005
Supplementary Instructions –4 Page 1 of 6
MATS – Pakistan
VDF HOMING AND QGH PROCEDURES 1.
INTRODUCTION
1.1
The following QGH procedures shall be followed at civil airports/aerodrome equipped with VHF and/or UHF/DF facilities, when a PAF aircraft requests a controlled descent through clouds. This should only be approved when the PAF aircraft is not equipped to carry out the standard holding and approach to land procedures and is unable to make a visual approach. Standard IFR separation shall be maintained between such aircraft and other IFR t5raffic if any. However, when traffic conditions permit, (a) on request from the Pilot QGH may be authorized in bad weather even if the aircraft is appropriately equipped for a standard instrument procedures, (b) on request from the Pilot a practice QGH may be authorized in VMC, which will enable Civil Controllers to practice the procedure.
2.
LOW LEVEL QGH
2.1
Phases of the Procedure
2.1.1
a)
Initial homing
b)
Overhead turn
c)
Outbound descend
d)
Level turn
e)
Final approach to break-off altitude
Initial Homing During the initial homing the aircraft may be given descend clearance to the initial approach altitude, which shall be the same as the initial approach altitude, laid down by NDB approach to land procedure at the airfield concerned.
2.1.2
Overhead Turn When the aircraft has completed the initial homing and is in the area of no bearing above the D/F station, the aircraft shall be instructed to turn a long way around, left or the outbound heading.
2.1.1
On completion of the overhead turn, the QDR shall be checked and then the descent clearance to a given turning altitude shall be issued.
2.1.2
When the turning altitude is reached the aircraft shall execute a rate one level turn on to the inbound heading of the safety lane.
2.1.3
Aircraft will continue to descend on this heading until it breaks cloud or reaches the break-off altitude.
3.
HIGH LEVEL QGH – JET AIRCRAFT
3.1
Phases of the procedure. a)
initial homing;
b)
overhead turn;
c)
outbound descent;
d)
descending turn;
e)
inbound descent;
f)
i)
before check altitude,
ii)
after check altitude
final approach to break-off altitude.
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Supplementary Instructions –4 Page 2 of 6
Initial Homing During the initial homing the aircraft may be given descend clearance to the initial approach flight level, which shall not be more than FL200. However, higher levels may be approved on request form pilot when traffic conditions permit.
3.1.2
When the aircraft has completed the initial homing and is in the area of no bearing above the D/F equipment, the aircraft is instructed to turn the short way around, left or right, on to the outbound heading. However, to achieve time separation when applicable, aircraft may be instructed to turn the long way around.
3.1.3
On completion of the overhead turn, the QDR shall be checked and then the descent clearance to a given turning altitude shall be issued. During the outbound leg the aircraft is to descend at a rapid rate as laid own for the type of aircraft. When the turning altitude is calculated from the initial approach altitude of the aircraft, being the overhead altitude plus 2000 feet.
3.1.4
During the rate one turn on to the inbound heading, the rapid descent is to be maintained and the aircraft is to advise the ATCO when steady on the inbound heading.
3.1.5
The rapid descent rate is maintained on the inbound until check altitude is reached. At this point the use of dive brakes is discontinued and by lowering under-carriage and flap and reducing airspeed, a slow descent rate (as laid down for the type of aircraft) is maintained until the aircraft breaks cloud or reaches the break-off altitude.
4.
EMERGENCY PROCEDURES
4.1
Un-serviceability Magnetic Compass
4.1.1 The method (90° turn method) by which an aircraft with an unserviceable magnetic compass may be homed and assisted to descend through cloud is described as follows: The controller requests the pilot to maintain a steady heading, constant altitude and speed and transmit for homing, the bearing taken this transmission is noted and this procedures is repeated as often as required and then proceed as follows:
a)
If the bearing taken on these transmission change appreciably in a clockwise direction, request the pilot to turn 90°to the right and then make any corrections to bring the aircraft on to a steady heading (see Fig.3).
b)
If the bearing change appreciably in an anticlockwise direction request the pilot to turn 90°to the left and then any correction to bring the aircraft on a steady for the D/F station, and the pilot resets his directional gyro on this heading.
c)
If the bearing do not alter appreciably, the aircraft must be flying either directly towards or away from the D/F satiation. In this event the pilot is to be instructed to make a 90° turn to the left. If the bearing then change clockwise he is to be instructed to turn 90° to the right, on to his original heading and reset his direction gyro on the original heading. If the bearing change anti-clockwise the pilot is instructed to turn a further 90° to the left on to the reciprocal of his original bearing, and reset his directional gyro on the original bearing. (See Fig.4). Normal homing and controlled descent procedure should follow.
4.2
Unserviceable Magnetic Compass and Directional Gyro.
4.2.1
An aircraft requesting a homing or controlled descent, reports that both the aircraft’s magnetic compass and directional gyro indicator are unserviceable, the controller is to take the following action : a)
Instruct the pilot to fly straight and level (on basic instruments).
b)
Find the track of the aircraft by using the procedure outlined in 4.1.1 above
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Supplementary Instructions –4 Page 3 of 6
MATS – Pakistan c)
Note the difference in degrees between the track of the aircraft and its bearing, and instruct the pilot to make a Rate 1 turn, left or right as applicable, through that number of degrees by time, as follows : 360° 180° 90° 45° 30° 15° 3°
= = = = = = =
2 minutes 1 minutes 30 seconds 15 seconds 10 seconds 5 seconds 1 second
Whenever possible the controller should tell the pilot when to start and stop the turn. d)
Continue with the normal homing or controller descent procedure, the pilot flying on basis instruments, all turns being made on a time basis.
4.3
Microphone Unserviceable
4.3.1
The failure of a pilot’s microphone des not prevent carrying out a normal QGH pattern. When an R/T transmitter button is pressed a carried wave is broadcast, even though the pilot is unable to transmit speech. The transmitted carrier wave can be seen on the D/F bearing indicator.
4.3.2
If a pilot is above cloud and uncertain of position, but can receive a ground station, a normal QGH is to be carried out using the carrier wave to transmit the following code.
4.3.2.1 Procedure by the pilot a)
The pilot is to press his transmitter button four times. This will appear on the CR D/F screen as four short transmissions representing the Morse Code for the letter “H” for “Homing”.
b)
During all subsequent procedure the pilot is to make strict use of the following code :
c)
i)
one click means “Yes” (or acknowledgement)
i)
two clicks means “No”.
iii)
three clicks means “Say Again”.
In addition, a two-second transmission is to be made by the pilot to indicate that he is at the following vital stages of the QGH pattern : i)
overhead turn complete;
ii)
steady on inbound heading;
iii)
steady at “Check Altitude”;
ii)
steady at “Break-off Altitude”;
iii)
aerodrome in sight.
4.3.2.2 Acton by approach control a)
On setting the Morse letter “H” on his D/F on his D/F equipment the controller is to call immediately on R/T giving the aircraft the standard call sign for this procedure, that is “Speech-less Aircraft”. This is to be followed by the first heading to steer. The pilot is to acknowledge using the code, i.e. one click.
b)
The controller is then to interrogate the pilot being careful to ask only questions which permit of “YES” or “NO” answers, and find out the following information : i)
is the aircraft is distress? (The type of distress can be determined by elimination);
ii)
type of aircraft, i.e., jet piston;
iii)
fuel state;
iv)
other vital information, e.g., in flight conditions.
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Supplementary Instructions –4 Page 4 of 6
MATS – Pakistan
Using the “Speech-less Aircraft” call sign, the aircraft is to be homed to overhead and a normal controlled descent is to be carried out. 5.
EXPLANATION OF TERMS
5.1
Minimum approach altitude
5.1.1
In all QGH procedures the pilot is to be given a minimum approach altitude (MAA). The MAA is the approach equipment minimum (AEM) plus the elevation of the highest obstacles in the aerodrome sector rounded up to the next 100 feet. It is based on QNH.
5.1.2
The approach equipment minim (AEM) is the figure laid down for each type of approach equipment to allow for the inherent inaccuracy of the equipment. The AEM for VDF is 300 feet.
5.2
Break-off altitude
5.2.1
Break-off altitude is based on QNH and is the altitude below which a pilot is not permitted to bring his aircraft during the QGH unless he is in visual contact with the ground, or, in emergency.
5.2.2
The calculation of a break-off altitude is the responsibility of the pilot. It is based on the MAA and on the pilot’s instrument rating. The following table shows the calculation of break-off altitude, given the MAA and the pilot’s instrument rating:
MAA …….Feet …….Feet …….Feet
Pilot’s Instrument MASTER GREEN GREEN WHITE
Instrument Rating Allowance
BOA (Above QNH)
Nil Plus 100 ft. Plus 200 ft.
Break-off at MAA ……………. Feet ……………. Feet or 500 feet above airfield elevation whichever is higher
5.2.3
During the early stages of QGH procedures, the controller is to pass the pilot the “Minimum Approach Altitude …….feet” for the VDF aids. The pilot is to read back the minimum approach altitude and mentally convert it to the break-off altitude appropriate to his instrument rating. The controller is not normally to be informed of the resultant figure, nor is he to request it. This principle may be departed from in an emergency on the initiative of the pilot or the approach controller.
5.2.4
On the start of the final approach when given a QGH the controller is to remind the pilot of the “Minimum Approach Altitude…..feet”. No reference to conversion to break-off altitude is to be made at this time. The pilot is to read back the MAA over the R/T and is responsible for breaking off the approach at the correct altitude, should it be necessary. Note : The necessary approach charts for both low level and high level QGH, laying down the safety lanes, check altitudes and minimum approach altitudes for each individual civil airport/aerodrome equipped with VDF/UDF facilities shall be supplied by the PAF authorities. Note : The R/T Phraseology to be used while giving a QGH to PAF aircraft is contained in Section 6 .
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Supplementary Instructions –4 Page 5 of 6
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Supplementary Instructions –4 Page 6 of 6
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Supplementary Instructions –5 Page 1 of 3
WIND SHEAR HAZARD IN THE VICINITY OF AERODROMES 1.
INTRODUCTION
1.1
Wind shear is a sustained change in the wind velocity along the aircraft flight path, which occurs significantly faster than the aircraft can accelerate or decelerate.
1.2
Wind shear can occur at any level but LOW LEVEL WIND SHEAR which can be experienced from the surface to a height of approximately 1500 feet can cause problems of sufficient magnitude and can seriously affect the control of an aircraft in the final approach or departure phases of a flight.
2.
CONDITIONS PRODUCING WIND SHEAR EFFECT
2.1
Controllers should be aware of the possibility of wind shear in the following conditions : i)
The presence of frontal/squall/thunderstorm /dust storm activity in the vicinity of an aerodrome;
ii)
The presence of low level inversions where the surface wind will be significantly different from that at only a hundred feet above ground;
iii)
Local terrain or buildings considered in relation to wind speed and directions, such large obstructions can cause wind shear as well as the normal turbulence and gusts.
3.
EFFECTS OF WIND SHEAR
3.1
A combination of factors can make the analysis of wind shear very complex, but three simple examples of the hazards of low level wind shear are shown below.
3.1.1
As the aircraft flies from A to B and traverses the wind shear line, the inertia of the aircraft maintains the ground speed of 170 Kts and the change of wind vector causes a sudden fall in airspeed. This can result in reduced lift until the inertia of the aircraft has been overcome and the original airspeed regained. Clearly this may be hazardous at critical climb out speeds.
3.1.2
If an aircraft on final approach passes through a windshear line which causes a sudden loss of airspeed and a consequent increase in the rate of descent, a rapid application of power will be required if the aircraft is not to sink dangerously low .
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3.1.3
Supplementary Instructions –5 Page 2 of 3
If the aircraft passes through a windshear line from tailwind to a headwind component the inertia of the aircraft results initially in an increased airspeed and a deviation above the glidepath. The pilot’s instinctive power reduction can result in the aircraft being short of power with a high rate of descent as the glidepath is approached and the effect of the inertia is lost. A rapid increase of power is now required if the aircraft is not to sink below the glidepath .
Due to the need to maintain both a safe margin above the stalling speed and a clearly defined flight profile, particularly during the climb-out and approach phases of flight, sudden changes in airspeed must be countered very rapidly. In order to assist pilot in these circumstances, controllers will take the following action. a).
AIRCRAFT REPORTS
Several airborne systems, such as inertial and Doppler navigation system provide ground speed read out which enable the pilot to derive the actual wind direction and speed at any time during flight. Hence, the pilot is to assess wind shear conditions by comparing the wind experienced with the surface wind reported by the ATS Unit. Aircraft equipped with these navigation systems and experiencing wind shear conditions are expected to report the wind direction and speed, the height at which they are encountered. Aircraft not equipped with such system can report the loss/gain of airspeed and the height encountered. Aircraft which are not able to report wind shear in terms of loss/gain of airspeed may report the height at which wind shear was experienced, and if appropriate the effect on the aircraft and action taken by the pilot.
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Supplementary Instructions –5 Page 3 of 3
ACTION BY AIR TRAFFIC CONTROLLER
Air Traffic Controllers should transmit wind shear information received from arriving and departing aircraft using the same sequence and terminology used by the pilot. They should also add the time the report was made, type of aircraft and any pertinent data concerning approach/departure and runway used. The details of wind shear reports shall be passed to the concerned meteorological office. c)
ATC Action
Whenever a pilot reports windshear conditions to ATC, the information shall be relayed to subsequent inbound and outbound aircraft until confirmation is received that the condition no longer exists.
4
•
Reports from pilots should contain the following information:
•
A warning of the presence of windshear;
•
The height or height band where the shear was encountered;
•
The time at which it was encountered;
•
Details of the effect of the windshear on the aircraft, e.g. speed gain or loss, vertical speed tendency, change in drift.
ATIS BROADCASTS At airfields where ATIS is available windshear information may be included in the broadcasts. Controllers should amplify the information for individual aircraft if necessary.
5
EXAMPLES OF PHRASEOLOGY
5.1
The following are some typical example of wind shear information to be passed by a controller to an aircraft : a)
B 777 DEPARTING RUNWAY 07L AT 0940 REPORTED WIND SHEAR BETWEEN 200 AND 800 FEET;
b)
B-777 ON APPROACH RUNWAY 25R AT 0915 REPORTED ABRUPT WIND SHEAR AT 700 FEET, MAXIMUM THRUST REQUIRED;
c)
B-747 ON APPROACH RUNWAY 30 AT 0900 REPORTED WIND SHEAR ON FINAL WIND 320 DEGREES 25 KNOTS AT 500 FEET BECOMING 290 DEGREES 10 KNOTS AT 300 FEET;
d)
B-777 DEPARTING RUNWAY 18 AT 0915 REPORTED SIGNIFICANT LOSS OF AIRSPEED AT 200 FEET.
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Supplementary Instructions –6 Page 1 of 1
MATS – Pakistan
FLYING CLUBS FIRST SOLO FLIGHTS 1.
INTRODUCTION
1.1
The Civil Aviation Authority has introduced procedures in the aspects of safety to be followed when trainee pilots undertake their first solo flights.
2.
PROCEDURES
2.1
A first solo flight will only be authorized at a controlled aerodrome in VMC conditions and when there is no likelihood of confliction with any other flight.
2.2
The details of the proposed flights shall be passed by the Flying Instructor to the aerodrome controller well in advance of the flight taking place.
2.3
The aircraft shall be equipped with a serviceable two-way radio having the appropriate aerodrome frequencies.
2.4
The Flying Instructor shall be present in the control tower during the flight in order to render any assistance or guidance required by the trainee on the RTF.
2.5
Local instructions and procedures shall detail the specific procedure to be followed at individual units.
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Supplementary Instructions –7 Page 1 of 3
MATS – Pakistan
GLIDER FLYING 1.
INTRODUCTION
1.1
The Director General of the Civil Aviation Authority can, in accordance with rule 89 of the Civil Aviation Rules 1994 authorize Glider Flying at Civil Airports.
2.
PROCEDURES
2.1
When Glider Flying is permitted the Airport Managers, COO/Aerodrome Controller shall ensure that: a)
The person responsible for the Gliding Operation has been adequately briefed upon the local airfield traffic weather and appropriate flight information. Close liaison will be maintained during the Glider Operation;
b)
Daylight and VMC will prevail;
c)
No other expected aircraft movements are anticipated for 15 mts. after Gliding terminates;
d)
Should any other aircraft movement take place it will be separated from the Gliding Operation;
e)
The Gliding operation equipment and personnel are kept clear of the runways and taxiways;
f)
When Glider Flying is taking place no other traffic is allowed to cross the runway.
g)
The gliding operation will be controlled by the use of light signals from the control tower. The additional signal to the airborne glider and ground crew to terminate the Gliding operation consisting of alternate green and red flashes, will be used.
h)
The persons who are in charge of the Gliding operation are aware that they will be held responsible for any accident that may occur involving their aircraft equipment or personnel.
Note:
Unit instructions where Gliding is authorized will enhance the above procedures taking into consideration local requirements, conditions and terrain.
3.
MODEL AIRCRAFT
3.1
Means are Pilot has aircraft it means a gross marks of 500 grams- 25 Kgs which include; a) b) c)
Control Line Model aircraft. Free Flight Model aircraft. Radio controlled Model aircraft.
3.2
Operation Limitations – Model Aircraft
3.2.1
Mass Limitation The restrictions in ANO 90.0010 are not applicable to Model Aircraft with a gross mass of less than 500 grams special CAA authorization shall be obtained to assemble and operate model aircraft of a mass greater than 25 Kgs.
3.2.2
Control Line Model Aircraft No Person shall operate a control line model line aircraft with a single or multiple wire system longer than 30meters
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CIVIL AVIATION AUTHORITY
14 AUG 2005
Supplementary Instructions –7 Page 2 of 3
MATS – Pakistan 3.2.3
Radio Control Model Aircraft A person shall not operate a radio control model aircraft unless the aircraft is constructed and operated under the authority of model aircraft association approved by the CAA.
4.
AERODROMES With the acceptation of a control line model aircraft no person shall operate a model aircraft on or with in 4 km.
4.1
An un-control aerodrome unless: a)
It is undertaken in accordance with an agreement with the aerodrome operator
b)
In case of a free flight model aircraft it is launched down wind of an active runway
c)
In case of a radio controlled model aircraft it is operated at a height not exceeding 400 feet AGL and each Pilot has an observer in attendance while the model aircraft is active in the air.
4.2
A control aerodrome, unless it is operated in accordance with an authorization from ATC and
4.3
Any aerodrome unless;
4.4
5.
a)
the person is the holder of, or is under the direct supervision of the holder of a pilot qualification issued by a model aircraft association approved by the CAA or
b)
the person is under the direct supervision of a person appointed to give instruction in the operation of radio controlled model aircraft by a model aircraft association approved by the CAA.
A person shall not operate a model aircraft; a)
on or over any active aircraft movement area of an aerodrome
b)
on or over any active runway strip area.
AIRSPACE Each person operating a radio controlled model air craft more than 4 km from an aerodrome boundary an above 400 feet AGL shall ensured that the operation remains clear of controlled airspace and shall ; a)
operate in a designated areas designate for that purpose by ATC
b)
provide the following information to the ATS NOTAM office at least 24 hrs before the operation. • • • • •
Their name, address and telephone numbers The location of the purposed operation The date and time and duration of the proposed operation. The type and number of aircraft. The maximum height AGL proposed for aircraft operation.
6.
METEOROLOGICAL LIMITATIONS
6.1
Person shall not operate a model aircraft:
6.1.1
In any area where the ground visibility is less than 3 km; or
6.1.2
In any area where the cloud base is at a level where a model aircraft is unable to be operated; • •
In sight of the operator; and Beneath the cloud base at all times.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan 7.
Supplementary Instructions –7 Page 3 of 3
NIGHT OPERATIONS With the exception of control line model aircraft, a person shall not operate a model aircraft at night unless the operation is: • •
8.
Indoors; or A shielded operation.
RIGHT OF WAY Each person operating a model aircraft shall ensure it gives way to, and remains clear of, all manned aircraft on the ground and in flights.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
Supplementary Instructions –8 Page 1 of 1
OPERATION OF CIVIL AIRCRAFT AT UNMANNED/MILITARY AIRFIELD 1.
INTRODUCTION
1.1
Civil aircraft are not generally permitted to land/take off at/from any aerodrome not listed in AIP Pakistan except where special permission has been granted by DG CAA.
1.2
In case any civil aircraft wishes to operate at any unlisted licensed/unmanned/military airfield, it must adhere to the following conditions : a)
operation will be only during day and in VMC;
b)
prior permission must be obtained from the agency concerned (owner of the airfield);
c)
in case of a VVIP flight the operator must inform the concerned Zonal Manger in advance who will provide ATC/Fire Fighting facilities at the airfield;
d)
take off/landing at unmanned aerodromes will be at operator’s own risk;
e)
irrespective of the above facts, Flight plan must be filed with the ACC concerned for Search/rescue and air defense identification purpose.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
Supplementary Instructions –9 Page 1 of 3
MATS – Pakistan
CALIBRATION FLIGHT 1.
FLIGHT CHECKING OF RADIO NAVIGATION AND RADAR AIDS
1.1
Types of Flight Check The flight checking of Radio Navigation and Radar Aids can be divided into four basic types as follows : a)
initial flight checks to determine the state of a facility before it is brought into operational service;
b)
routine flight check at specific intervals to check that faculties are operating within tolerances;
c)
supplementary flight checks in addition to routine flight checks whenever the performance of a facility is suspected to be faulty and airborne measurement is required. Supplementary checks may be concerned with all or part of the facility.
d)
Accident/incident flight checks to determine the performance of all the equipment, used or considered to have been used by the aircraft concerned, which could have contributed to the accident or incident. Both these flight checks may be concerned with all or only part of the facility.
2.
CONDITIONS FOR AFFORDING PRIORITY TO AIRCRAFT ENGAGED IN FLIGHT CHECKS
2.1.1
In order that he can appreciate the degree of urgency attached to a flight check, the controller will whenever possible, discuss a request for clearance to carry out a flight check with the Authority responsible for the serviceability of the aids. It may be necessary to give priority to the aircraft engaged in flight checks aircraft so as to avoid an aid remaining or becoming unserviceable. If a request to carry out a flight check is refused, the controller will inform the person responsible for serviceability of the aids immediately. Every effort will be made to allow aircraft engaged in flight checks categories (a) and (b) into the normal traffic pattern.
2.1.2
The circumstances in which a controller will afford priority to aircraft engaged in flight checks should be decided at the time, taking into account actual weather conditions, forecast weather conditions, traffic density, alternative aids available and time available for flight checking before dusk. It is important that the latter factor be taken into consideration, since if ATC clearance is withheld in the afternoon there may be insufficient time for the aircraft to complete the flight check before dusk with the result that the aid has to remain unserviceable throughout the night, and in some cases even for several days, due to subsequent bad weather. Priority ATC clearances and possible short delays to scheduled aircraft in the afternoon, permitting a one hour flight check, may often avoid an aid being serviceable overnight.
2.1.3
It is emphasized that on no account should ATC refuse permission for flight checking aircraft to proceed to the aerodrome, arrangements being made for clearance in the normal way. When weather conditions are below the minimum required for flight checks, the actual weather and forecast should be passed to the flight checking unit, together with the traffic situation. ATC should not express an opinion; it is to be left to the discretion of the captain concerned whether or not he should proceed to the aerodrome. Every endeavor should be made to adjust flight-checking aircraft into the traffic pattern whilst completing the checks and during supplementary flight checks priority should be afforded to these aircraft. This may result in short delay to other aircraft, but may prove to be more economical than subsequent diversions because an aid remained unserviceable for several days. For example, if a routine ILS flight check is required, on discussion with the Authority responsibility of the aid it is learned that only a few days of the flight check periodicity tolerance remains and an extension is unlikely to be granted. In this case every endeavor should be made to arrange the flight check for a time when it will cause the least interference to other traffic. The checking aircraft should then be given priority and other aircraft delayed if necessary whilst phases of the flight check are in progress.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
Supplementary Instructions –9 Page 2 of 3
3.
FLIGHT INSPECTION CERTIFICATES
3.1
After the pilot of the flight checking aircraft has checked an aid and found that it is within the prescribed tolerance he may pass the message by RTF and is not necessarily required to land. A controller receiving such a message is required to enter it in the watch log and pass details to the person responsible for the serviceability of the aids.
3.2
If an aid is found to be outside the prescribed tolerance the pilot may be required to land and discuss with the person responsible for the serviceability of the aid and any further action to be taken. Should adjustment be possible and a further flight check required, then again the controller must consider the circumstances and, if necessary, afford priority to the flight check.
3.3
The responsibility for the deciding the state of serviceability rests with the Authority responsible for the serviceability of the aids, in consultation with the Chief Technical Officer or aerodrome authority as appropriate.
4.
PROCEDURES FOR AIR TRAFFIC CONTROL
4.1
Aircraft normally operate in VMC when engaged in flight checks. However, owing to the specialized nature of these duties, the position of aircraft operating within a control area or a control zone when engaged in flight checks, even though reported as in VMC, is to be passed to concerned IFR traffic.
4.2
In order to permit ATC to give adequate information to IFR traffic, flight checking aircraft will be in communication on the appropriate frequency with the ATS Unit serving the airspace in which the aircraft is flying. The pilot of the aircraft will advise ATC of his altitude and his area of operation normally as between two designated reporting points. He will also advise ATC of any changes in position or altitude. ATC is to instruct the aircraft to change frequency when a change in altitude or position makes it necessary.
4.3
If a flight checking aircraft, although reporting VMC, is flying on reciprocal or converging courses, in relation to traffic on an IFR plan and standard separation is likely to be infringed, then the position of the flight check aircraft is to be passed to the other aircraft concerned.
5.
PROCEDURES FOR FLIGHT CHECK AIRCRAFT
5.1
A knowledge of the flight paths followed by aircraft when flight checking radio navigation and radar aids will assist in the planning the integration of these aircraft with normal traffic. An outline of the procedure is detailed below. Every effort is to be made by the flight-checking unit to arrange flights to suit the particular circumstances and whenever possible aircrew will contact ATC before the flight checks commence. It should be appreciated that during the course of some flight checks, particularly ILS, the workload on the flight check crew is considerable and controllers should bear this in mind.
5.2
The flight check procedures may be repeated a number of times depending upon the type of flight check. The procedure normally consist of the following :
5.2.1
ILS Installation
5.2.1.1 Localizer i)
Clearance and width : The aircraft shall be established at a height of 1000 ft. (QFE) about 45° from the centre line and makes a semi left hand orbit in front of the localizer (LLZ) antenna.
ii)
Centre line : The aircraft shall be established at a distance at least 10 km from threshold and least 1 km beyond outer marker (OM). The aircraft will fly inbound and after passing threshold will make a left turn .
iii)
Width only : The aircraft flies inbound ±75µ a from the centre line, 1 km beyond outer marker (OM) to 1 km after outer marker at a height of 1000 ft.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
Supplementary Instructions –9 Page 3 of 3
MATS – Pakistan 5.2.1.2 Glide Path i)
Width and Angle :
The aircraft shall be established at a distance of at least 10km from the threshold and fly inbound at a height of 1000 ft.(QFE)
ii)
Structure, Angle and :
The aircraft will fly inbound from beyond the Clearance outer marker on glide angle, above the angle and below the angle.
iii) Width Only :
The aircraft will fly 75µ above and below the glide angle from 2 km beyond OM to 2 km after OM
5.2.1.3 Annually for categorization renewal purposes and during initial and accident/ILS Flight Inspections, full course structure checks will be carried out on the ILS Localizer aircraft to be tracked from the ground by a theodolite operated by a ground crew. These checks entail the following : i)
a minimum of six approaches from 8 miles for each element;
ii)
when tracking ILS glide path approaches the theodolite will be positioned near the runway 60 feet in frond of the glide path antenna;
iii)
when tracking localizer approaches the equipment and operator will be situated 600 feet in front of the localizer antenna.
5.2.1.4 It will be appreciated that postponed flight checks caused by aborted runs may well affect the status of an ILS temporarily, in addition to causing expensive re-programming of the theodolite equipment and crew. Close liaison should therefore be maintained with the theodolite crew and every effort made to facilitate their special requirements. 5.2.2.
Radar Equipment Procedure for the flight inspection of surveillance radar equipment are published in unit instructions/SATIs.
5.2.3
VOR 1)
Depending upon visibility conditions 5-10 miles anticlockwise orbits around the VOR station are flown to determine the errors on different radials.
2)
Selected Radials : selected radials are flown to determine the extract errors on radials which are normally flown by commercial aircraft. The above exercise are made at a level of 1500
5.2.4
VDF & DME 20-30 miles orbit is made at different altitudes around VDF and DME installation.
6.
WEATHER MINIMA FOR FLIGHT CHECKING OPERATIONS
6.1
Civil Aviation Authority Calibration flight captains are, so far as the unit is concerned, responsible for determination of the suitability of weather conditions for particular flight checks and no minima are applied in cases where local landing and take-off is not required.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
Supplementary Instructions – 10 Page 1 of 5
MATS – Pakistan
RUNWAY VISUAL RANGE 1.
INTRODUCTION
1.1
The Runway Visual Range (RVR) system has been evolved to make available to pilots a more localized assessment of the visual range on a particular runway when meteorological reports indicate present visibility less than that described in unit instructions. The RVR indicates the range over which the pilot of an aircraft on the centreline of a runway can expect to see the runway surface marking or lights delineating the runway or its centre line.
1.2
Unit instructions /SATIs will contain a comprehensive description of the methods and procedures for obtaining RVR values at their particular airports together with any limitations to the procedure in use.
1.3
At airports where RVR is available, the current value of RVR is a governing criterion used by the pilots for instrument approach and departure visibility minima. At other airports, the official current horizontal visibility is used instead of RVR.
2.
ASSESSMENT OF RVR Occasionally pilots of aircraft may report, or observations from the control tower may indicate, that the visibility conditions on the runway are significantly different to those being reported. Under no circumstances is a controller to pass pilot information, which suggests that the visibility is better than the RVR reported, whether assessed by IRVR or a human observer. However, when a pilot’s report or an observation from the control tower indicates a worse condition on the runway, this information is to be passed with subsequent RVR reports for as long as the condition is considered to exist. There are two methods for assessing RVR at suitably equipped airports: a)
use of electronic instrument which gives an Instrumented Runway Visual Range (IRVR).
b)
human observation;
2.1
Intensity Setting
2.1.1
All RVR observations, including those for transmission in meteorological reports, are to be made with the runway edge lights set at the intensity appropriate to the prevailing conditions.
2.1.2
However with IRVR equipment, because of the design of the system, transmmiso meters readings will only be displayed when the runway lights are set a an intensity of 10% or more. Settings less than 10% will result in all three readings being replaced by zeros. If, during RVR conditions, a pilot requests a runway edge light setting of less than 10%, he is to be advised that an RVR reading will not be available at this setting.
2.1.3
RVR human observer assessments are not to be made with the lights set at an intensity for which there is no conversion table. If a pilot should request that the lights be reduced in intensity, and this results in a setting for which there is no conversion table, the pilot is to be advised that RVR is not available at this requested setting.
3.
RVR LOG
3.1
A log of human observer RVR and MET/VIS values to be maintained in daily Aerodrome Log book.
4.
AERODROME OPERATING MINIMA
4.1
A controller is not responsible for ensuring that pilots observe their aerodrome operating minima and is not to query the right of a pilot to attempt a landing or take off.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
Supplementary Instructions – 10 Page 2 of 5
MATS – Pakistan 5.
RUNWAY VISUAL RANGE REPORT
5.1
RVR will be reported as follows :
0-400 meters 400- 800 meters 800-1500 meters
in 25 meter steps in 50 meter steps in 100 meter steps
5.2
RVR values which do not fit the reporting scale will be rounded down to the next lower step in the scale i.e. a value of 630 meters will be rounded down to 600 meters while using 50 meter steps
5.3
When RVR is above the maximum value which can be determined by the system in use, it should be reported as” RVR above one five zero zero meters” (1500 meters). This form of reporting should only be used where the RVR value is between 1500 meters and 2000 meters.
5.4
When RVR, is below the minimum value that can be measured by the system being used, it may be reported in that form e.g. RVR below one five zero meters.
5.1
If the RVR is observed from one position along the runway about 300 meters from the threshold it should be reported without any indication of the position.
5.2
However, if the RVR is observed from more than one positions along a runway, the value for the touchdown should be given first followed by the values for the successive positions wherever one of these values is less than the touchdown position and less than 800 meters, the respective observation position shall be identified according to the method whereby the positions are notified in the AIP e.g. “RVR Runway 25R position alpha six zero zero meters, position Bravo five zero zero meters position Charlie four zero zero meters”.
5.7
When more than one runway is in use the available values for each runway should be reported. e.g. “Runway Two Five Right( 25R) RVR five zero zero meters, runway Two Five Left(25L) RVR seven zero zero meters” should only one RVR value be available for one runway it should be reported as “Runway Two Five Right( 25R) RVR five zero zero meters”.
6.
INSTRUMENT RUNWAY VISUAL RANGE (IRVR)
6.1
This method gives an automatic and continuous display of RVR values to air traffic control. Transmmisso meters are used to measure atmospheric opacity from fixed points alongside a runway, and the system consists of three separate units linked by an associated data transfer system to a central processor. The processor computes the RVR for the position and displays it in digital form to air traffic control. The three transmmissometers are located one at each end of the runway adjacent to the touchdown zone and the third near the runway mid-point area. For R/T transmission purposes, the locations will be known as “Touchdown” Mid-point” “Stop End” and RVR values will relate to these positions dependent upon installation.
6.1
The system automatically allows for runway edge light intensity settings but the ECR section is to be informed if a controller has reasons to believe that the runway lighting is not operating at the selected level. Additionally the ECR section is to be informed if a pilot reports actual conditions which are significantly different from those being indicated by IRVR methods.
6.3
The operational range of the equipment extends from zero to 2000 meters in the following incremental steps: -
30 to 210 meters in 30 meters steps 210 to 800 meters in 60 meters steps 800 to 2000 meters in 100 meters steps
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
Supplementary Instructions – 10 Page 3 of 5
6.4
Frequency of Observations
6.4.1
At an aerodrome where traffic is continuous, RVR values are to be taken every 30 minutes or whenever a significant change in the RVR occurs.
6.4.2
When traffic is light or intermittent RVR value is to be taken before an aircraft departs and 15 minutes before ETA of an arriving aircraft. Thereafter reports of significant changes are to be made until the aircraft has landed. A significant change is defined as a change in value of one step or more.
6.5
Transmission to Aircraft
6.5.1
RVR values and subsequent significant changes thereof are to be transmitted to aircraft as follows: a)
to inbound aircraft before commencement of Approach until the aircraft has landed;
b)
to a departing aircraft until the commencement of the take-off.
Such broadcasts must be given a high degree of priority to ensure that current RVR information is passed to pilots without delay. 6.6
System Availability
6.6.1
IRVR systems are operational at all times unless notified to the contrary by the CTO Telecommunications Officer.
6.7
Duration of Assessment
6.7.1
IRVR reporting to aircraft is started: a)
whenever the Aerodrome meteorological report shows the visibility to be less than 1500 meters;
b)
whenever the IRVR display is indicating an RVR value equal to or less than the maximum for that system;
c)
whenever shallow fog is reported, and during a period for which it is forecast.
6.8
IRVR Indications
6.8.1
The processors in some systems are programmed to automatically reduce in intensity, or suppress, the display of the mid-point and/or stop-end readings when the values are not operationally significant.
6.8.2
Unless a suppressed value is specifically requested by a pilot, the RVR reports transmitted are to contain only those values that are displayed at full intensity. The value of the Touchdown position is always displayed at full intensity and if no other values are at full intensity this is the only value which needs to be passed.
6.8.3
A description of the equipment, its use and any other associated liaison with the ECR section shall be included in unit instructions.
6.9
Transmission to Aircraft
6.9.1
IRVR values are to be passed to aircraft at the beginning of each approach for landing and, thereafter, whenever there is a significant change in the RVR until the aircraft have landed. A significant change is defined as a change in value of one increment or more. The current RVR value is also to be passed to aircraft before take-off.
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CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
Supplementary Instructions – 10 Page 4 of 5
6.9.2
Even though a pilot may have received an IRVR value from the ATIS broadcast, controllers must ensure that they pass the current value as specified above.
6.9.3
When all three positions are to be reported to the pilot, they are to be passed as three numbers relating to Touchdown, Mid Point and Stop End respectively, e.g. 'RVR 650 — 500 — 550'
6.9.4
If only two values are to be passed, they are to be individually identified, e.g. 'Touchdown 650 — Stop End 550'
6.9.5
A high degree of priority should be given to such broadcasts to ensure that current RVR information is provided to pilots with the minimum delay.
6.10
Transmmissometers Unserviceability
6.10.1 If the Touchdown transmmissometers fails, the IRVR system may still be serviceable provided that confirmation is received from the Duty Telecommunication Officer to this effect. In such circumstances the Mid Point value is to be used to determine the ATC procedure and is to be passed to the pilot together with the Stop End value, if this is available. It is imperative that the pilot should be informed that the Touchdown transmmissometers has failed, e.g. 'Touchdown RVR missing — Mid Point 600 — Stop End 400' 6.10.2 If two transmmissometers become unserviceable the RVR value for the remaining instrument provided that it is not the Stop End value, may be used. If the RVR value for the Stop End is the only one available, the system is to be regarded as unserviceable for that runway. By changing the direction of use of the runway it may become serviceable again with the single available value representing the Touchdown reading. 6.10.3 When the IRVR system is unserviceable, controllers should revert to Human Observer RVR where provided, or to the reported meteorological visibility to determine ATC procedures. In the latter case, pilots should be passed the reported meteorological visibility and advised that the IRVR system has failed. 7.
HUMAN OBSERVER METHOD
7.1
This method utilizes human observation of the number of marker boards and runway edge lights which can be seen from a position called a Runway Observation Position (ROP), sited to one side of a runway adjacent to the touchdown zone. Under no circumstances shall be assessed from position on the runway.
7.2
Exceptionally, where the CAA permits the assessment of RVR by human observers for CAT II operations, observations are also to be made from a second point which is representative of RVR at the Mid Pint in distance along the runway. The number of runway edge lights visible is to be applied to a conversion table to obtain the RVR value.
7.3
Duration of Assessment
7.3.1
The assessment of RVR by human observer and the reporting to aircraft are to commence whenever the official meteorological visibility is reported as less than 1500 meters and are to continue until both the official meteorological visibility is 1500 meters or more and the RVR is in excess of the maximum reportable value.
7.3.2
In the event that an RVR measurement cannot be made, the pilot should be passed the meteorological visibility and advised that RVR is not available.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005
MATS – Pakistan
Supplementary Instructions – 10 Page 5 of 5
7.4
Frequency of Assessment
7.4.1
At aerodromes where traffic is continuous, assessments are to be made at half-hourly intervals or whenever significant changes of RVR occur. At aerodromes where traffic is intermittent or light an assessment is to be made before an aircraft departs and 15 minutes before the ETA of an arriving aircraft. Thereafter reports of significant changes are to be made until the aircraft has landed. A significant change is defined as a change in value of one increment or more.
7.4.1
RVR reports are not to be used or passed after the observer has been stood down, except when that report is quoted as part of a full meteorological report including a time or origin.
7.5
Transmission to Aircraft
7.5.1
RVR values and subsequent significant changes are to be passed:a)
to inbound aircraft, before the commencement of approach until the aircraft has landed;
b)
to departing aircraft, until the commencement of take-off.
7.5.2
A high degree of priority should be given to such broadcasts to ensure that current RVR information is provided to pilots with the minimum of delay.
7.6
Limitations
7.6.1
Only RVR incremental values upto the maximum reportable value are to be passed to aircraft.
76.2
If the assessed value is more than the maximum reportable value, controllers are to state ”RVR is greater than ……………… meters”.
7.6.3
If no lights are visible, controllers are to state ‘RVR’ less than …………. metres', inserting the value corresponding to one light.
__________________________________________________________________________________________
CIVIL AVIATION AUTHORITY
14 AUG 2005