Prof. Dr.G.

Prabhakaran 91553 Air Traffic Control

REMO INTERNATIONAL COLLEGE

91553 - AIR TRAFFIC CONTROL

LECTURE NOTES

DEPARTMENT OF AVIATION

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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
SYLLABUS
91553 AIR TRAFFIC CONTROL 5004

COURSE OBJECTIVE
To study the procedure of the formation of aerodrome and its design and air traffic control.

1. BASIC CONCEPTS 9
Basic Concept - Objectives of ATS – Parts of ATC Service – Scope and Provision of ATC‘s – VFR
& IFR Operations – Classification of ATS Air Spaces – Various kinds of separation
Meteorological Support - providing ATS – Division of Responsibility of Control

2. AIR TRAFFIC SERVICES 9

Air Traffic Services - Area Control Service, Assignment of Raising levels minimum Flight Altitude
- ATS routes & + Significant Points – RNAV and RNP – Vertical, Lateral and Longitudinal
Separations based on Time / Distance -ATC clearance – Flight plans- Position report

3. FLIGHT INFORMATION ALERTING SERVICES, COORDINATION,

EMERGENCY PROCEDURES AND RULES OF THE AIR 10
Flight Information Alerting Services, Coordination, Emergency Procedure and Rule of the Air -
Radar Service, Basic Radar Terminology, Identification Procedures using Primary/ Secondary
radar- Performance Checks – Use of Radar in Area and Approach Control Service.

4. AERODROME DATA, PHYSICAL CHARACTERISTICS AND OBSTACLE

RESTRICTION 9
Aerodrome Data, Physical Characteristics and Obstacles Restriction - Aerodrome Data: Basic
Terminology – Aerodrome Reference Code - Aerodrome Reference Point – Aerodrome Reference
Temperature Instrument Runway, Physical Characteristic; Length of Runway

5. VISUAL AIDS FOR NAVIGATION, VISUAL AIDS FOR DENOTING

OBSTACLES EMERGENCY AND OTHER SERVICES 8
Visual and for Navigation, Visual Aids for Denoting Obstacles Emergency and other Services –
Visual aids for Navigation; Wind Direction Indicator – Landing Direction Indicator Location and
Characteristics of Signal Area – Marking General Requirements – Various Markings.
TOTAL: 45 Periods
Outcomes:
Roles & Responsibilities of ATC
ATS services
Communication & Navigation Standard
Text Book:
1. Fundamentals of Air Traffic Control – Michael S. Nolan, Cengage Learning, 2012.
Reference Books:
1. Understanding Air Traffic Control – Dieudonne Ndayizera, Notion Press, 2016.
2. Air Traffic Control: Human Performance Factors – Anne R. Isaac, Bert Ruitenberg,
Routledge, 1999.
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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
AIR TRAFFIC CONTROL
UNIT I
BASIC CONCEPTS

BASIC CONCEPT OF ATC

Aerodrome
A defined area on land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and
surface movement of aircraft.

Preflight: This portion of the flight starts on the ground and includes flight
checks, push-back from the gate and taxi to the runway.
Takeoff: The pilot powers up the aircraft and speeds down the runway.
Departure: The plane lifts off the ground and climbs to a cruising altitude.
En route: The aircraft travels through one or more center airspaces and nears
the destination airport.
Descent: The pilot descends and maneuvers the aircraft to the destination
airport.
Approach: The pilot aligns the aircraft with the designated landing runway.

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Landing: The aircraft lands on the designated runway, taxis to the destination
gate and parks at the terminal.
Air Traffic Control, a generic term meaning variously, area control centre,
approach control unit or aerodrome control tower. Air Traffic Control (ATC) is a
service provided by ground based controllers who direct aircraft on the ground and in
the air.
Air traffic control (ATC) is a service provided by ground-based controllers
who direct aircraft on the ground and in the air. The main job of ATC is to separate
aircraft to prevent crashes and to make sure aircraft are running on time and as fast as
possible. The primary purpose of ATC worldwide is to prevent collision, organize
and expedite the flow of air traffic and provide information and other support for
pilots. In some countries ATC plays a security or defensive role, or is operated by the
military and commercial aircraft operating within its airspace.
Air traffic controllers monitor the location of aircraft in their assigned airspace
by radar and communicate with the pilots by radio. To prevent collision, ATC
enforces traffic separation rules, which ensure each aircraft maintains a minimum
amount of empty space around it all times.
Depending on the types of flight and the class of airspace, ATC may issue
instructions that pilots are required to obey, or advisories (known as flight
information in some countries), that pilots may at their discretion and disregard. The
pilot in command is the final authority for the safe operation of aircraft and may in an
emergency, deviate from ATC instructions to extent required to maintain safe
operation of their aircraft.
The primary purpose of ATC systems worldwide is:
To separate aircraft to prevent collisions
To organize and expedite the flow of traffic
To provide information and other support for pilots when able.

Role of Air traffic controller in ATC

Air traffic controllers are the people who operate the air traffic control systems
to expedite and maintain a safe and orderly flow of air traffic and help prevent
mid air collisions.

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Operating Positions in a Control Tower and their duties
Control towers were established to provide for a safe, orderly, and
expeditious flow of air traffic at an airport and in its vicinity. It is hard to miss the
Control Tower, the tall building with the glass-enclosed cab on top. Each airport’s
control tower is also known as Local Control.
There are four major controller classifications at control towers:
Flight Data Controller
Clearance Delivery Controller
Ground Controller
Local Controller
Controllers working in an airport’s control tower are rotated through each
position during one work shift. Each of these positions has specific duties.

Flight Data (FD) Controller

The Flight Data Controller:
Receives and relays IFR Departure clearances
Operates the Flight Data Processing Equipment
Relays weather and NOTAM Information
Previously, the FD Controller managed in-range flights using “flight progress
strips” of paper. Today, the paper strips have been effectively eliminated with
electronic flight data displays (the User Request Evaluation Tool - URET). The
Flight Data Controller is also responsible for the Automatic Terminal Information
Service (ATIS) equipment. ATIS recordings are made every hour or more often if the
weather changes.

Clearance Delivery Controller

The Clearance Delivery Controller is responsible for obtaining and relaying
departure clearances to pilots. These departure clearances include the following
information:
• Aircraft Identification
• Clearance limit
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• Departure Procedure
• Route of flight
• Altitude assigned
• Departure frequency
• Transponder code
The Clearance Delivery Controller checks to see that the route indicated for
the flight requested conforms to established preferential routes. If there are departure
restrictions that would supersede the requested clearance, then the clearance delivery
controller may temporarily amend the clearance.

Ground Controller
The Ground Controller is responsible for the ground movement of aircraft
taxiing or vehicles operating on taxiways or inactive runways. The ground controller
is responsible for and can issue clearances only to those aircraft and vehicles that can
be seen by this controller.
Runway Incursion prevention is a primary responsibility of the ground
controller. In the year 2000 there were more than 400 runway incursions recorded. A
runway incursion is the unauthorized entry of an aircraft or vehicle onto an active
runway without the permission of the local controller.
For a Ground Controller to issue a clearance for an aircraft or vehicle to cross
an active runway, the ground controller must first gain permission from the local
controller responsible for that runway.
Another major responsibility for the ground controller is protection of “critical
areas”. These protected zones include localizer, glide slope and precision approach
critical areas. The critical areas provide greater obstacle clearance during approaches.
As the weather conditions change the size of the zone increases. For example, if the
weather conditions give a ceiling of less than 800 feet with the landing aircraft
between the outer marker and the runway, then taxiing aircraft and other ground
vehicles must hold short of the designated critical areas until the aircraft has landed.
For approaches by “heavies” with the ceiling less than 200 feet or with the
Runway Visual Range (RVR) at 2,000 feet or less, the critical area expands to an
even greater distance from the runway. The airport is responsible for determining

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size of the critical area and designating the affected runways and/or taxiways in their
briefings.

Local Controller
The one major responsibility of the Local Controller is to provide separation
between arriving and departing aircraft. Another major responsibility of the Local
Controller is to safely sequence arrivals and departures. This controller also relays
IFR clearances and taxi instructions. The Local Controller also issues takeoff and
landing clearances and provides assistance to other flights flying through their local
area.
The FAA has clearly identified guidelines for keeping aircraft at a safe
distance from each other. This is known as safe separation distance. According to the
FARs, runway separation regulations describe the following 3 aircraft categories
Category light-weight single-engine propeller driven aircraft Category II light-
weight twin-engine aircraft weighing 12,500 pounds or less Category III everything
else including high performance single-engine propeller airplanes, large multi-engine
propeller aircraft and all turbine powered aircraft
The FAA separation regulations also specify that departing aircraft may not
take off from a runway unless:
A landing aircraft has taxied clear of the runway, or
A departing aircraft is airborne and is clear of the departure end of the runway
or
A departing aircraft has turned away from the departing runway But the
regulations also say that the following aircraft can depart:
If the takeoff separation is 3,000 feet and both aircraft are Category I
If a Category II aircraft departs before a Category I aircraft
If a Category II aircraft takes off after a Category I aircraft
If both aircraft are Category II aircraft and the separation distance is
4,500 feet If either aircraft is a Category III aircraft and the separation distance is
6,000 feet
In other words, during the Takeoff phase of flight a fast, large jetliner should
never take off behind a much smaller and slower 2-seater aircraft until it is out of the

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way. A local controller can allow an aircraft in line for takeoff to "taxi in position
and hold" on the runway while another aircraft is on its takeoff roll.
For arriving aircraft similar separation standards apply. IFR flights use a
standard instrument approach when arriving at an airport. VFR pilots follow a
standard traffic pattern. The VFR traffic pattern is an established, standardized flight
pattern.
The separation regulations for arriving aircraft are similar to the departure
regulations with added complications. Arriving aircraft have different speeds with
higher speed aircraft overtaking other slower aircraft. Many aircraft have stall speeds
higher than many other aircraft top speeds. The controllers must sequence and space
all arriving aircraft in a dynamic system.
A further complication is all aircraft produce wingtip vortices. Vortices are
caused by the generation of lift from the wings. The vortices generated by a small
aircraft are not nearly as troublesome as the vortices generated by a “heavy”. “Heavy
aircraft” (aircraft weighing 255,000 pounds or more) and Boeing 757 aircraft,
generate vortices with a strength of small tornadoes. Wingtip vortices generated by a
large jetliner can cause tremendous turbulence for a much smaller aircraft if it is
following too close behind. There has to be a greater separation in distance and time
when a “heavy” is in the traffic mix. Wingtip vortices can cause problems no matter
the size of any of the aircraft if safe separation is not maintained.
It is the local controller who determines the spacing and separation of both
departing and landing aircraft. Wingtip vortices and safe separation are extremely
important to the pilots of these aircraft and the local controller assisting them.

Objective of ATS.
The objectives of the Air Traffic Services shall be to:
a) Prevent collisions between aircraft.
b) Prevent collisions between aircraft on the maneuvering area and
obstructions on that area.
c) Expedite and maintain an orderly flow of air traffic.
d) Provide advice and information useful for the safe and efficient
conduct of flights.

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e) Notify appropriate organizations regarding aircraft in need of search
and rescue aid, and assist such organizations as required.

Prevent Collision Between Aircraft:

Odd and even refer to the altitude. A commercial aircraft on a so-called IFR
flight, i.e. all passenger planes, will cruise eastbound at so-called "odd" flight
levels. These flight rules are followed to prevent collision between aircraft

a) For Safety
b) During Descend or climb their aircraft
c) Giving information to the Pilots – ATC (check the radar, flight
altitude, aircraft speed)
d) When No aircraft- ATC provide permission
e) More aircraft in same route or altitude – ATC permit to change
altitude.
f) Busy route- change flight speed and direction. After they help to make
sure aircraft destination route.
g) conversation- alert about aircraft speed altitude and their routes.

FOR UNDERSTANDING:
Flight levels are described by a number, which is the nominal altitude,
or pressure altitude, in hundreds of feet, while being a multiple of 500 ft, therefore
always ending in 0 or 5. Therefore, a pressure altitude of 32,000 ft (9,800 m) is
referred to as "flight level 320".
"East is Odd, West is Even Odder" is a pilots mnemonic to remember what
altitudes to fly at under visual and instrument flight rules. First, east and west are
defined by the magnetic headings of zero to 179 degrees (East) and 180-359 degrees
(West.)
Odd and even refer to the altitude. A commercial aircraft on a so-called IFR
flight, i.e. all passenger planes, will cruise eastbound at so-called "odd" flight levels.
That means for example at 33,000 feet (which pilots and air traffic control will refer
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to as FL330) or 35,000 feet (FL350) in increments of 2,000 feet. A westbound flight
will cruise at even numbered flight levels—say 32,000 feet (FL320) or 34,000 feet
(FL340)—again in increments of 2,000 feet. This means that an aircraft passing
under another aircraft will be separated vertically. Modern systems allow planes to
pass as little as 1,000 feet above or below each other.

Prevent Collision Between Aircraft On The Maneuvering Area And

Obstructions On That Area:
Apron:-
“flight number and can we push back and start the engine”
ATC unit give the permission to push back and start the engines.
Any aircraft – ATC delays permission to avoid collision.

Before the take-off:-

Pilots should get permission from ATC (flow of orders, taxiway and runway
checking's).
Permission to take-off and maintain flight altitude.
Guarantee for the safety of the aircraft.
Stops collision between aircraft and vehicles.

Landing:-
ATC will clear the runway for landing by absorbing aircrafts and vehicles in
the runway.
ATC will provide wind directions and glide path.
Any aircrafts on runway- ATC delay the permission and manage both aircrafts
routes.
Poor Visibility:
Under poor visibility ATC delay aircrafts landing and take-off . After they
manage and help to reach their destinations.
ATC check every nock and corner inside the airport and prevent collision
between aircraft and obstructions on that area.
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Expedite and Maintain an Orderly Flow of Air Traffic:
Before take-off ATC check and manage aircraft departure times. ATC will
manage all aircrafts to take-off on time.
Busy periods or busy airports – ATC clear the runway, taxiway and apron.
They will manage airport aerospace traffic because it will be a reason for air
collision.

PROVISION of ATC.
The following are the responsibility for the provision of ATC:
Area Control Service:
The provision of air traffic control service for controlled flights, except for
those parts of such flights which are under the jurisdiction of Approach Control or
Aerodrome Control to accomplish following objectives:
a) Prevent collisions between aircraft
b) Expedite and maintain an orderly flow of air traffic

Approach control service:

The provision of air traffic control service for those parts of controlled flights
associated with arrival or departure.

Aerodrome control service:

The provision of air traffic control service for aerodrome traffic, except for
those parts of flights which are under the jurisdiction of Approach Control.

DIVISION OR PARTS OF AIR TTRAFFIC SERVICES.

The air traffic services comprise of three services identified as follows:
1. Air traffic control service
- Area control service
- Approach control service
- Aerodrome control service
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2. Flight information service
3. Alerting service

Area Control Service:

The provision of air traffic control service for controlled flights, except for
those parts of such flights which are under the jurisdiction of Approach
Control or Aerodrome Control to accomplish following objectives:
a) Prevent collisions between aircraft
b) Expedite and maintain an orderly flow of air traffic
Approach Control Service:
The provision of air traffic control service for those parts of controlled Flights
associated with arrival or departure.

Aerodrome control service:

The provision of air traffic control service for aerodrome traffic, except for
those parts of flights which are under the jurisdiction Approach Control.

Flight information service:

Provide advice and information useful for the safe and efficient conduct of
flights.

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Alerting service:
Notify appropriate organizations regarding aircraft in need of search and
rescue aid and assist such organizations as required.
Control Areas and Controlled Aerodrome
The areas where the Air Traffic Control Services will be provided to IFR
flights called control areas.
The areas where the Air Traffic Control Services will be provided to
aerodrome traffic is called controlled Aerodromes.

ATC AIDS.
The following are the various ATC aids:
1. Radio and Navigation Aids
2. Airport Lighting Aids (ALS)
3. Airport Visual Aids
4. Air Navigation and Obstruction Lighting Aids
5. Airport Marking Aids and Signs
6. Fitness for Flight
7. Flight Safety
8. Emergency services

Types of Airspace
Controlled Airspace
Uncontrolled Airspace

Controlled Air Space: an air space of defined dimensions within which air traffic
control service is provided to aerodrome traffic with airspace classification.
Controlled air space which covers ATS airspaces classes A, B, C, D and E.

Un-Controlled Air Space: an airspace where an Air Traffic Control (ATC) service
is not deemed necessary or cannot be provided for practical reasons. According to the
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airspace classes set by ICAO both class F and class G airspace are uncontrolled. It is
the opposite of controlled airspace.
ATC does not exercise any executive authority in uncontrolled airspace, but
may provide basic information services to aircraft in radio contact. Flight in
uncontrolled airspace will typically be under VFR. Aircraft operating under IFR
should not expect separation from other traffic: however in certain uncontrolled
airspace this might be provided on an 'as far as is practical' advisory basis.

Categories of Airports
1. International Airport
2. Domestic Air Carrier Airports
3. Commuter Airports
4. Reliever Airports
Or the following type also the answer can be given
1. Commercial Service Airports
a. Non-primary Commercial Service Airports
b. Primary Airports
2. Cargo Service Airports
3. Reliever Airports

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ATS Airspace is Classified and Designated in Accordance with the Following:
Since the number of aircraft flying is relatively high, with the number of
aircraft flying over the worldwide today, proper airspace usage is critical for flight
safety and efficient service to pilots and the flying public. To assist in this goal, the
airspace is divided into five classifications.
Class A: Instrument flight rule (IFR) flights only permitted all flights are
provided with air traffic control service.
Class A Airspace is the airspace from FL 180 or 18,000 feet to FL 600 or
60,000. All pilots flying in Class A airspace shall file an Instrument Flight Rules
(IFR) flight plan and receive an appropriate air traffic control (ATC) clearance.
When climbing through 18,000 feet, the pilot will change the altimeter setting from
the local altimeter (30.01 for example) to 29.92. This ensures all aircraft flying in
class A airspace have the same altimeter setting and will have proper altitude
separation.
Class B: Both Instrument flight rules (IFR) and Visual flight rules (VFR)
flights are permitted. All flights are provided with air traffic control service.
Class B Airspace is generally the airspace from the surface to 10,000 feet.
Class B airspace is individually designed to meet the needs of the particular airport
and consists of a surface area and two more layers. Most Class B airspace resembles
an upside down wedding cake. Pilots must contact air traffic control to receive an air
traffic control clearance to enter Class B airspace. Once a pilot receives an air traffic
control clearance, they receive separation services from other aircraft within the
airspace.
Class C: Instrument flight rules (IFR) and Visual flight rules (VFR) flights are
permitted. All flights are provided with air traffic control service and IFR flights are
separated from other IFR flights and receive traffic information in respect of other
VFR flights.
Class C Airspace is the airspace from the surface to 4,000 feet above the
airport elevation. Class C airspace will only be found at airports that have an
operational control tower, are serviced by a radar approach control, and that have a
certain number of IFR operations. Although Class C airspace is individually tailored
to meet the needs of the airport, the airspace usually consists of a surface area with a
5 nautical mile (NM) radius, an outer circle with a 10 NM radius that extends from
1,200 feet to 4,000 feet above the airport elevation and an outer area. Pilots must
establish and maintain two way radio communications with the ATC facility
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providing air traffic control services prior to entering airspace. Pilots of visual flight
rules (VFR) aircraft are separated from pilots of instrument flight rules (IFR) aircraft
only.
Class D Airspace
The fourth airspace is Class D Airspace which is generally that airspace from
the surface to 2,500 feet above the airport elevation. Class D airspace only surrounds
airports that have an operational control tower. Class D airspace is also tailored to
meet the needs of the airport. Pilots are required to establish and maintain two way
radio communications with the ATC facility providing air traffic control services
prior to entering the airspace. No separation services will be provided to pilots of
VFR (Visual Flight Rules) aircraft. Pilots operating under VFR must still use
"see and avoid" for aircraft separation. Airports without operating control towers
are uncontrolled airfields. Here pilots are responsible for their own separation and
takeoff and landings. Uncontrolled airports use a "UNICOM" frequency that pilots
will transmit their intentions to other aircraft using the airport.
Class E Airspace
The fifth airspace to discuss is Class E Airspace which is generally that
airspace that is not Class A, B, C, or D. Class E airspace extends upward from either
the surface or a designated altitude to the overlying or adjacent controlled airspace. If
an aircraft is flying on a Federal airway below 18,000 feet, it is in Class E airspace.
Class E airspace is also the airspace used by aircraft transiting to and from the
terminal or en route environment normally beginning at 14,500 feet to 18,000 feet.
Class E airspace ensures IFR aircraft remain in controlled airspace when approaching
aircraft without Class D airspace.
Class F: IFR and VFR flights are permitted. All IFR flights receive an air
traffic advisory service and all flights receive flight information service, if requested.
Airspaces in designated ATS route segments outside terminal areas, control
areas and control zones, where air traffic advisory service is provided, have been
classified and designated as class F airspace.
Class G Airspace
Class G Airspace is uncontrolled airspace. IFR aircraft will not operate in
Class G airspace. VFR aircraft can operate in Class G airspace.

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(Airspace Classification followed in India.
ATS airspaces in India are classified and designated in accordance with the
following.)
Class D: IFR and VFR flights are permitted and all flights are provided with
Air Traffic Control service, IFR flights are separated from other IFR flights and
receive traffic information in respect of VFR flights.
Class E: IFR and VFR flights are permitted; IFR flights are provided with Air
Traffic Control service and are separated from other IFR flights. IFR flights receive
traffic information in respect of VFR flights;
Class F: IFR and VFR flights are permitted. All IFR flights receive an air
traffic advisory service and all flights receive flight information service, if requested.
Class G: IFR and VFR flights are permitted and receive flight information
service if requested. Airspaces other than those in Class D, E and F have been
classified and designated as class G airspace.
[Explanation for understanding:
Class D:
IFR and VFR flights are permitted and all flights are provided with Air Traffic
Control service, IFR flights are separated from other IFR flights and receive traffic
information in respect of VFR flights. VFR flights receive traffic information in
respect of all other flights. Airspaces in terminal areas, control areas, control zones
and aerodrome traffic zones have been classified and designated as class D airspace.
Class E:
IFR and VFR flights are permitted; IFR flights are provided with Air Traffic
Control service and are separated from other IFR flights. IFR flights receive traffic
information in respect of VFR flights; VFR flights receive traffic information in
respect of all other flights, as far as is practical. Class E is not be used for control
zones. Airspaces in designated ATS routes outside terminal areas, control areas and
control zones, where air traffic control service is provided, have been classified and
designated as class E airspace.
Class F:
IFR and VFR flights are permitted. All IFR flights receive an air traffic
advisory service and all flights receive flight information service, if requested.
Airspaces in designated ATS route segments outside terminal areas, control areas and

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control zones, where air traffic advisory service is provided, have been classified and
designated as class F airspace.
Class G:
IFR and VFR flights are permitted and receive flight information service if
requested. Airspaces other than those in Class D, E and F have been classified and
designated as class G airspace.]

BASIC TYPES OF FLIGHT RULES.

Generally, two sets of rules are followed to fly any aircraft: VFR and IFR.
Pilot may decide to go on one set of rule based on the weather condition.
Instrument flight rules (IFR) are regulations and procedures for flying
aircraft by referring only to the aircraft instrument panel for navigation.
Visual flight rules (VFR) are a set of regulations which allow a pilot to
operate an aircraft in weather conditions generally clear enough to allow the pilot to
see where the aircraft is going.

IFR Flight
IFR flight: a flight conducted in accordance with the instrument flight rules.
Instrument flight rules (IFR) are regulations and procedures for flying
aircraft by referring only to the aircraft instrument panel for navigation. Even if
nothing can be seen outside the cockpit windows, an IFR rated pilot can fly while
looking only at the instrument panel. An IFR rated pilot can also be authorized to
fly through clouds, using Air Traffic Control procedures designed to maintain
separation from other aircraft. Training is normally done in simulated IFR conditions
with training aids such as block all’s to help a pilot concentrate only on the
instrument panel. Most scheduled airline flights operate under IFR.
All aircraft shall be equipped with suitable instruments and navigation
equipment appropriate to the route to be flown.
Except when necessary for take off or landing or when specifically
authorized by the appropriate authority, an IFR slight shall be flown at a level that is
not below the established minimum flight altitude or where no such minimum flight
altitude had been established

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• Over high terrain or in mountainous areas, at a level which is at least
600M above the highest obstacle located within 8KM of the estimated position of the
aircraft.
• Elsewhere at a level at least 300M above.
An aircraft electing to change the conduct of flight from IFR to VFR shall
notify the app. Air traffic services unit specifically that the IFR flight is cancelled and
communicate the changes to be made to its current flight plan.
When an a/c operating under IFR is flown in or encounters visual
meteorological conditions, it shall not cancel its IFR flight rules unless it is
anticipated and intended that the flight will be continued for a reasonable period of
time in interrupted visual meteorological conditions

VFR Flight
VFR flight: a flight conducted in accordance with visual flight rules.
Visual flight rules (VFR) are a set of regulations which allow a pilot to
operate an aircraft in weather conditions generally clear enough to allow the pilot to
see where the aircraft is going.
- Specifically, the weather must be better than Basic VFR Weather Minimums,
as specified in the rules of the relevant aviation authority.
- If the weather is worse than VFR minimums, pilots are required to use
Instrument Flight Rules.
- Meteorological conditions that meet the minimum requirements for VFR
flight are termed visual meteorological conditions (VMC).
- If they are not met, the conditions are considered instrument meteorological
conditions (IMC), and a flight may only operate under IFR.
- VFR rules require a pilot to be able to see outside the cockpit, to control the
aircraft's attitude, navigate, and avoid obstacles and other aircraft.
- A VFR flight is "conducted in accordance with the visual flight rules
- An aircraft operated in accordance with the visual flight rules which wishes
to change t g o compliance with the instrument flight rules shall communicate the
necessary changes to be effected to its current flight plan or

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Submit a flight plan to the appropriate air traffic services unit and obtain a
clearance prior to proceeding IFR when in controlled airspace.
Except when operating as special VFR flight, 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 visual meteorological conditions visibility and
distance from cloud minima given below:

Airspace Class D & E Class F & G

Class

At and below 900 M

Above 900 M AMSL
AMSL (3000 ft AMSL)
Minimum (3000 ft AMSL) Or
Or
Altitude / Above 900 M AMSL
Height Above 900 M AMSL
(1000 ft AGL) whichever
(1000 ft AGL)
is higher
whichever is higher

Distance from 1500 M horizontally and 300 M (1000 ft Clear of cloud and in
cloud AMSL) sight of the surface

8 KM – at and above 3050M AMSL

Flight (10000 ft AMSL)
5 KM**
visibility 5 KM - below 3050M AMSL (10000 ft
AMSL)

* When the height of the transition altitude is lower than 3050M AMSL
(10000 ft AMSL) FL 100 should be used in lieu of 10000 ft.
** Helicopters may be permitted to operate in 1500M flight visibility, or
higher, if maneuvered at a speed that will give adequate opportunity to observe other
traffic or any obstacle in time to avoid collision.
- Except when a clearance is obtained from an air traffic control unit, 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 450M (1550 Ft) or
When the ground visibility is less than 5KM.

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VFR flights shall not be operated between sunset and sunrise,
except when exempted by air traffic control for local flights and such training flights
of flying club aircraft as may be cleared by air traffic control.
VFR flights cannot be operated
Above FL50
At transonic and supersonic speeds
More than 100 NM seaward from the shoreline within
controlled airspace.
Expect when necessary for take off or landing or except by
permission from appropriate authority, a VFR flight shall not be flown Over
congested area of city, town or settlements or over an open air assembly of persons
at a height less than 300M above the highest obstacle within a radius of 600M from
the aircraft.
Special VFR
Special VFR conditions - meteorological conditions that are less than those
required for basic VFR flight in Class B, C, D, or E surface areas and in which some
aircraft are permitted flight under visual flight rules.
Special VFR operations - aircraft operating in accordance with clearances
within Class B, C, D, and E surface areas in weather conditions less than the basic
VFR weather minima. Such operations must be requested by the pilot and approved
by ATC.
Special VFR occurs when basic VFR cannot be maintained, and the pilot
requests an SVFR departure or arrival.
SVFR operations in weather conditions less than basic VFR minima are
authorized:
1. At any location not prohibited by 14 CFR Part 91, Appendix D. 14
CFR Part 91 does not prohibit SVFR helicopter operations, however, so those can be
authorized anywhere.
2. Only within the lateral boundaries of Class B, Class C, Class D, or
Class E surface areas, below 10,000 feet MSL.
3. Only when requested by the pilot. A controller must never initiate a
SVFR operation himself.

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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
4. On the basis of weather conditions reported at the airport of intended
landing/departure.
5. When weather conditions are not reported at the airport of intended
landing/departure and the pilot advises that VFR cannot be maintained and requests
SVFR.

Difference between VFR & IFR operation

S. S.
VFR Operation IFR Operation
No No

Pilot navigates and flies by looking Pilot navigates using instruments in

1 1
out the window the cockpit

He uses the view out the window to

It is not necessary for him to look
keep the aircraft straight and level,
out the window, and in fact a pilot
and he navigates from place to
2 2 flying IFR can fly to his destination
place by looking at things on the
even if the windows are covered by
ground (roads, rivers, buildings,
cardboard
etc.)

IFR flights work in conjunction

with air traffic controllers, who use
Pilots also must keep their eyes
radar to advise IFR flights of other
3 open for other airplanes nearby so 3
aircraft in the area, thereby
that they don't hit anyone
maintaining a safe distance between
them.

VFR operation is not safer than

IFR is safer than VFR, because it
IFR, because it cannot be carried
4 4 can be carried out in any type of
out in any type of weather, by
weather, regardless of visibility.
looking out window.

Flying IFR is much more

5 Flying IFR is not complicated. 5 complicated than VFR, and requires
much more training and practice.

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Components or Parts of ATC network
ATC system consists of 20 ARTCC (AIR ROUTE TRFFIC COTROL
CENTRE) which has further divided into two types of control, one is approach
control and other one is non approach control. An approach control tower with its
associated TRACON provides separation and instrument landing services for IFR
traffic and is also responsible for integrating VFR traffic into the approach pattern.
Terminal Radar Approach Control - TRACON handles departing and
approaching aircraft within its space.
Air Route Traffic Control Centers (ARTCC) - There is one ARTCC for
each center. Each ARTCC manages traffic within all sectors of its center except for
TRACON airspace and local-airport airspace.

VARIOUS KINDS OF SEPARATION:

Separation of aircraft operating within controlled airspace is applied in
accordance with the
Minima specified in ICAO PANS RAC Doc 4444.
Separation between aircraft operating in the vicinity of an aerodrome may be
reduced by ATS units under the following circumstances:
a) The controller has the aircraft concerned in sight and can ensure adequate
separation; or
b) Aircraft concerned are continuously visible to the pilots concerned and the
pilots report that they can maintain their own separation; or
c) the pilot of a following aircraft reports that he/she can keep the preceding
aircraft continuously in sight and can maintain his/her own separation with the
preceding aircraft.
The pilot has the ultimate responsibility for ensuring appropriate separations
and positioning of the aircraft in the terminal area to avoid the wake turbulence
created by a preceding aircraft
There are three sets of flight rules under which an aircraft can be flown:
Visual Flight Rules (VFR)
Special Visual Flight Rules (SVFR)
Instrument Flight Rules (IFR)
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Public transport flights are almost exclusively operated under IFR, as this set
of rules allows flight in regions of low visibility (e.g. cloud). On the other hand a
large amount of private flying in light aircraft is done under VFR since this requires a
lower level of flying skill on the part of the pilot, and meteorological conditions in
which a pilot can see and avoid other aircraft. As its name suggests, SVFR is a
special infrequently used set of rules. For the purposes of separation, controllers
consider SVFR to be the same as IFR.
Airspace exists in seven classes, A to G, in decreasing order of air traffic
control regulation. Classes A to E are controlled airspace and classes F and G are
uncontrolled airspace. At one end of the scale in classes A and B airspace, all aircraft
must be separated from each other. At the other end of the scale in class G airspace
there is no requirement for any aircraft to be separated from each other. In the
intermediate classes some aircraft are separated from each other depending on the
flight rules under which the aircraft are operating. For example in class D airspace,
IFR aircraft are separated from other IFR aircraft, but not from VFR aircraft, nor are
VFR aircraft separated from each other.

Vertical separation
Between the surface and an altitude of 29,000 feet (8,800 m), no aircraft
should come closer vertically than 300 metres or 1,000 feet (in those countries that
express altitude in feet), unless some form of horizontal separation is provided.
Above 29,000 feet (8,800 m) no aircraft shall come closer than 600 m (or 2,000 feet),
except in airspace where Reduced Vertical Separation Minima (RVSM) can be
applied.

Horizontal separation
If any two aircraft are separated by less than the vertical separation minimum,
then some form of horizontal separation must exist.

Procedural separation
Procedural separation is separation based upon the position of the aircraft,
based upon reports made by the pilots over the radio. It therefore does not necessarily
require the use of radar to provide air traffic control using procedural separation
minima. In procedural control, any period during which two aircraft are not vertically
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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
separated is said to be "level change". In some cases, procedural separation minima
are provided for use with radar assistance, however it is important not to get this
mixed up with radar separation as in the former case the radar need not necessarily be
certified for use for radar separation purposes, the separation is still procedural.

Lateral separation
Lateral separation minima are usually based upon the position of the aircraft as
derived visually, from dead reckoning or internal navigation sources, or from radio
navigation aids ('beacons').In the case of beacons, to be separated, the aircraft must
be a certain distance from the beacon (measured by time or by DME) and their tracks
to or from the beacon must diverge by a minimum angle. Other lateral separation
may be defined by the geography of pre determined routes, for example the North
Atlantic Track system.

Longitudinal separation
If two aircraft are not laterally separated, and are following tracks within 45
degrees of each other (or the reciprocal), then they are said to be following the same
route and some form of longitudinal separation must exist.
Longitudinal separation can be based upon time or distance as measure by
DME. The golden rule is the 10 minute rule: no two aircraft following the same route
must come within 15 minutes flying time of each other. In areas with good nav aid
cover this reduces to 10 minutes; if the preceding aircraft is faster than the following
one then this can be reduced further depending of the difference in speed.
Aircraft whose tracks bisect at more than 45 degrees are said to be crossing, in
this case longitudinal separation cannot be applied as it will not be very long before
lateral separation will exist again.

Reduced separation
In certain special cases, controllers may reduce separation below the usually
required minima.
In the vicinity of an aerodrome
Aerodrome or "Tower" controllers work in tall towers with large windows
allowing them, in good weather, to see the aircraft flying in the vicinity of the
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aerodrome, unless the aircraft is not in sight from the tower (e.g. a helicopter
departing from a ramp area). Also, aircraft in the vicinity of an aerodrome tend to be
flying at lower speeds. Therefore, if the aerodrome controller can see both aircraft
and both aircraft report that they can see each other, or a following aircraft reports
that it can see the preceding one, controllers may reduce the standard separation to
whatever is adequate to prevent a collision.

RVSM: Reduced Vertical Separation Minima

In certain airspace, between 29,000 and 41,000 feet (12,500 m), pairs of
aircraft equipped with more modern altimeter and autopilot systems can be vertically
separated by minimum of 1,000 feet (300 m) rather than the standard 2,000 feet (600
m). RVSM airspace encompasses Europe, North America, parts of Asia and Africa
and both the Pacific and Atlantic oceans.

Meteorological Support - Observations

Airfield weather observations (meteorological aerodrome reports) routinely
provide aviation critical weather information using the concise and
easy to interpret METAR code format A two hour forecast known as a “TREND”
can also be appended to METAR messages for selected aerodromes to indicate any
significant changes expected in the two hours immediately following the time of the
report. METARs and PIREPs are used by meteorologists, pilots, Air Traffic Control
staff and flight dispatchers for the purposes of monitoring, flight planning and safety.

DIVISION OF RESPONSIBILITY OF CONTROL:

The responsibility for the control of an aircraft shall be transferred from one
control sector/ position to another control sector/ position with in the same ATC unit
at a point, level or time, as specified in local instructions.
Responsibility for control
Responsibility for control of individual flights. A controlled flight shall be
under the control of only one air traffic control unit at any given time.
Responsibility for control within a given block of airspace
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
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aircraft or groups of aircraft may be delegated to other air traffic control units
provided that coordination between all air traffic control units concerned is assured.
Transfer of responsibility for control
The responsibility for the control of an aircraft shall be transferred from one
air traffic control unit to another as follows:
Between an aerodrome control tower and a unit providing approach control
service Except for flights which are provided aerodrome control service only, the
control of arriving and departing controlled flights shall be divided between units
providing aerodrome control service and units providing approach control service as
follows:
Arriving aircraft:
The responsibility of control of an arriving aircraft shall be transferred from
the unit providing approach control service to the aerodrome control tower when the
aircraft:
a) is in the vicinity of the aerodrome, and:
1) it is considered that approach and landing will be completed in visual
reference to the ground, or
2) has reached uninterrupted visual meteorological conditions, or
b) is at a prescribed point or level, as specified in MATS 2; or
c) has landed,
Transfer of communications to the aerodrome controller should be effected at
such a point, level or time that clearance to land or alternative instructions, as well as
information on essential local traffic, can be issued in a timely manner.
Departing aircraft
The responsibility for the 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:
1) Prior to the time the aircraft leaves the vicinity of the aerodrome, or
2) Prior to the aircraft entering instrument meteorological conditions, or

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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
3) When the aircraft is at a prescribed point or level, as specified in
MATS 2;
b) When instrument meteorological conditions prevail at the aerodrome:
1) Immediately after the aircraft is airborne, or
2) When the aircraft is at a prescribed point or level, as specified in
MATS 2

Between a units providing approach control service and a unit providing

area control service.
When area control service and approach control service are not provided by
the same air traffic control unit, responsibility for controlled flights shall rest with the
unit providing area control service except that a unit providing approach control
service shall be responsible for the control of:
a) Arriving aircraft that have been released to it by the ACC;
b) Departing aircraft until such aircraft are released to the ACC.
A unit providing approach control service shall assume control of arriving
aircraft, provided such aircraft have been released to it, upon arrival of the aircraft at
the point, level or time agreed for transfer of control, and shall maintain control
during approach to the aerodrome.

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 ACC having control of the aircraft or at such other
point, level or time as has been agreed between the two units.

Between control sectors/positions within the same air traffic control unit
The responsibility for the control of an aircraft shall be transferred from one
control sector/position to another control sector/position within the same ATC unit at
a point, level or time, as specified in local instructions.

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UNIT II
AIR TRAFFIC SERVICES

AREA CONTROL SERVICE:

Air traffic control service for controlled flights in control areas. It is provided
by an area control service or by the unit providing approach control service in a
controlled zone. The service may also be in a control area of limited extent that has
been designated primarily to provide approach control service where no area control
center is established.

ASSIGNMENT OF CRUISING LEVELS /MINIMUM FLIGHT ALTITUDE:

Minimum altitude is assigned to each aircraft in ATC routes to ensure at least
1000 ft vertical clearance above the height obstacle within 18km on each side
of centre line of route.
Pilot should fly a/c in accordance with the route specified by ATC. Deviation
in this pilot should get clearance from ATC –below lower altitude cruising
level is not permitted.

ATS ROUTE:
An ATS route is a designated route for channeling the flow of traffic as necessary
for the provision of air traffic services. This includes jet routes, area navigation
routes (RNAV), and arrival and departure route. Routes may be defined with a
designator; a path to and from significant points; distance between significant points;
reporting requirements; and the lowest safe altitude.
An ATS route is defined as a route designed for the management of air traffic
operations or for the provision of air traffic services.
An ATS route may be a low/ medium frequency (L/MF) route which includes
colored federal airways); very high frequency Omni directional range (VOR) federal
airways and jet routes; or an area navigation (RNAV) route.
• ATS routes must only be established in controlled airspace.
• Where necessary, regions/ service area offices must initiate the required action
to designated controlled airspace of sufficient dimension to encompass the
airspace to be protected and any associated course changes for ATS routes.
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This information must be forwarded to airspace regulations and ATC
procedures group for processing.

ATS routes should be designed to serve en route operations when:

• The route is predicated upon NAVAIDs that are suitable for inclusion in the
system.
• The benefits of the designation should outweigh any adverse effects to other
airspace users.

Route identification:
Dual designation of ATS routes must be avoided. All alpha numeric ATS route
identifications must be assigned by airspace regulations and ATC procedures group
as follows:

Identify ATS routes based on L/MF NAVAIDs by color names (e.g. Amber,
Blue, Green, and Red) followed by a number designation.
• Designate those routes extending east and west as Green or Red.
• Designate those extending north and south as Amberor blue.

Identify ATS routes based on VOR NAVAIDs as follows:

• Route lettering must be as follows:
1. The letter “V” will prefix low altitude ATS routes below FL 180.
2. The letter “J” will prefix high altitude ATS routes at FL 180 through FL
450.
• Route numbering must be as follows:
1. Assign even numbers for those ATS routes extending east and west.
2. Assign odd numbers for those ATS routes extending north and south.

BASE ALTITUDES:
The base of an ATS route must be at least 1200 feet above the surface and at
least 500 feet below the minimum en route altitude (MEA) except the route floors
may be established no less than 300 feet below the MEA.
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SIGNIFICANT POINTS:
• Significant point is used to define a specified geographical location used in
defining an ATS route or the flight path of an aircraft and for other
navigational and ATS purposes.
• Significant points should be established with reference to radio navigational
aids, preferably with VHF (very high frequency) or higher frequency aids.
• If no radio navigational aids are available, a significant point should either be
visually recognized or determined by self-contained airborne navigational aids.
• Specific points may be designated as “transfer of control” points by agreement
between adjacent air traffic control units.

RNAV AND RNP:

RNAV:
It is the method of IFR navigation that allows an aircraft to choose any course
within a network of navigation beacons, rather than navigate directly to and
from beacons.
Area navigation used to be called "random navigation“(RNAV).
RNAV can be defined as the method of navigation that permits aircraft
operation on any desired course within the coverage of station referenced
navigation signal or within the limits of a self-contained system capability or a
combination of these.

Working of RNAV system;

It consists of
– VOR & DME equipment to receive signals from VOR/DME stations
for landing Surfaces .For oceanic operations, Inertial Navigation System
(INS) were used.
– Computers for processing
– CDI (course direction indicators & HSI (Horizontal situation
Indicators) to guide the pilot along his planned route in two dimensions.

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The computer reproduces the aircrafts performance parameters.
They collect the ideal vertical flight paths for climb and decent to arrive over
places at particular altitude.

RNP:
RNAV is now one of the navigation techniques of performance based
navigation PBN; required navigation performance (RNP) is used.
RNP is a type of PNB that allows an aircraft to fly a specific path between two
3D defines points in Space.
A navigation specification that includes a requirement for on-board navigation
performance monitoring and alerting is referred to as an RNP specification-
Not this called RNAV.

VERTICAL, LATERAL AND LONGITUDINAL SEPERATIONS BASED ON

TIME/ DISTANCE:
In air traffic control, separation is the name for the concept of keeping an
aircraft outside a minimum distance from another aircraft to reduce the risk of those
aircraft colliding, as well as prevent accidents due to wake turbulence.

VERTICAL SEPARATION:
Between the surface and an altitude of 29000 feet (8800m), no aircraft should
come closer vertically than 300 meters (or 100 feet in those countries that express
altitude in feet), unless some form of horizontal separation is provided.
Above 29000 feet (8800 m), no aircraft shall come closer than 600m (or 2000
feet), except in airspace where Reduced Vertical Separation Minima (RVSM) can be
applied.
In areas where RVSM capabilities exist, 1000 feet of vertical separation may
be utilized up to FL410, and 2000 between FL410 and FL600. 5000 ft vertical
separation must be applied to all aircraft above FL600, RVSM or not.
MARSA (Military Assumes Responsibility for separating Aircraft) separation
can be applied by military aircraft, which overrides all of the rules. Under MARSA
conditions (air traffic controllers protect only a block of airspace around multiple

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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
military aircraft. They are treated as one, and given only one data tag on the
controller’s scope.

LATERAL SEPARATION:
Lateral separation minima are usually based upon the position of the aircraft as
derived visually, from dead reckoning or internal navigation sources, or from radio
navigation aids (“beacons”). In the case of beacons, to be separated, the aircraft must
be a certain distance from the beacon (measured by time or by DME) and their tracks
to or from beacon must diverge by a minimum angle. Other lateral separation may be
defined by the geography of pre- determined routes, for example the North Atlantic
Track system.

LONGITUDINAL SEPARATION:
If two aircraft are not laterally separated, and are following tracks within 45
degrees of each other (or the reciprocal), then they are said to be following the same
route and some form of longitudinal separation must exist. Longitudinal separation
can be based upon time or distance as measures by DME. The golden rule is the 10
minute rule: no two aircraft following the same route must come within 15 minutes
flying time of each other. In areas with good navaid cover this reduces to 10 minutes
if the preceding aircraft is faster than the following one then this can be reduced
further depending of the difference in speed.
Aircraft whose tracks bisect at more than 45 degrees are said to be crossing, in this
case longitudinal separation cannot be applied as it will not be very long before
lateral separation will exist again.

ATC CLEARANCE:
ATC clearance is an authorization for an aircraft to proceed under conditions
specified by an air traffic control unit. Clearance may be prefixed by the words
“taxi”, “take off”, “departure”, “en-route”, “ approach” or “landing” to indicate the
particular portion of flight to which the air traffic control clearance relates.
A clearance issued by ATC is predicted on known traffic and known physical
airport conditions. An ATC clearance means an authorization By ATC, for the
purpose of preventing collision between known aircraft, for an aircraft to proceed
under specified conditions within controlled airspace, it is not authorization for a
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pilot to deviate from any rule, regulation, or minimum altitude no to conduct unsafe
operation of the aircraft.
14 CFR section 91.3(a) states: “The pilot- in- command of an aircraft is
directly responsible for, and is the final authority as to, the operation of that aircraft.
“ If ATC issues a clearance that would cause a pilot to deviate from a rule or
regulation, or in the pilot’s opinion, would cause a pilot to deviate from a rule or
regulation, or in the pilot’s opinion, would place the aircraft in jeopardy, it is the
pilot’s responsibility to request an amended clearance.
Similarly, if a pilot prefers to follow a different course of action, such as make
a 360 degree turn for spacing to follow traffic when established in a landing or
approach sequence, land on a different runway, take off from a different intersection,
take off from the threshold instead of an intersection, or delay operation, the pilot is
expected to inform ATC accordingly.
When pilot requests a different course of action, however, the pilot is expected
to cooperate so as to preclude disruption of traffic flow or creation of conflicting
patterns. The pilot is also expected to use the appropriate aircraft call sign to
acknowledge all ATC clearances, frequency changes, or advisory information.
Each pilot who deviates from an ATC clearance in response to a Traffic Alert
and Collision Avoidance System resolution advisory must notify ATC of that
deviation as soon as possible.
When weather conditions permit, during the time an IFR flight is operating, it
is the direct responsibility of the pilot to avoid other aircraft since VFR fights may be
operating in the same area without the knowledge of ATC. Traffic clearances provide
standard separation only between IFR flights.

FLIGHT PLANS:
Flight plans are documents filed by pilots or a Flight Dispatcher with the local
Civil Aviation Authority prior to departure. Flight plan format is specified in the
ICAO Doc 4444.
They generally include
1. Basic information such as departure and arrival points
2. Estimated time en route,
3. Alternate airports in case of bad weather,
4. Type of flight (whether instrument flight rules or visual flight rules),
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5. The pilot’s information,
6. Number of people on board and information about the aircraft itself.
In most countries, flight plans are required for flights under IFR, but may be
optional for flying VFR unless crossing international borders. Flight plans are highly
recommended, especially when flying over in hospitable areas, such as water, as they
provide a way of alerting rescuers if the flight is overdue. In the united states and
Canada, when an aircraft is crossing the Air Defense Identification Zone (ADIZ),
either an IFR or a special type of VFR flight plan called a DVFR flight plan must be
filed (the “D” is for Defense).
For IFR flights, flight plans are used by air traffic control to initiate tracking and
routing services. For VFR flights, their only purpose is to provide needed
information should search and rescue operations be required, or for use by air traffic
control when flying in a “Special Flight Rules Area”.
Flight plan: Specified information provided to air traffic services units, relative to an
intended flight or portion of a flight of an aircraft.
Flight plans are documents filed by pilots or a Flight Dispatcher with the local
Civil Aviation Authority prior to departure. Flight plan format is specified in the
ICAO Doc 4444. They generally include basic information such as departure and
arrival points, estimated time en route, alternate airports in case of bad weather, type
of flight (whether instrument flight rules or visual flight rules), the pilot's
information, number of people on board and information about the aircraft itself. In
most countries, flight plans are required for flights under IFR, but may be optional
for flying VFR unless crossing international borders.
Flight plans are highly recommended, especially when flying over inhospitable
areas, such as water, as they provide a way of alerting rescuers if the flight is
overdue. In the United States and Canada, when an aircraft is crossing the Air
Defense Identification Zone (ADIZ), either an IFR or a special type of VFR flight
plan called a DVFR flight plan must be filed (the "D" is for Defense).
For IFR flights, flight plans are used by air traffic control to initiate tracking
and routing services. For VFR flights, their only purpose is to provide needed
information should search and rescue operations be required, or for use by air traffic
control when flying in a "Special Flight Rules Area".

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Contents of a Flight Plan
The ICAO FPL form shall be used for the purpose of completing a flight plan
prior to departure or, in case the flight plan is submitted by telephone or tele-fax, the
sequence of items in the flight plan form shall be strictly followed.
The following information shall be included in the flight plan:
• Aircraft identification
• Flight rules and type of the flight
• Number of aircraft, type of aircraft and wake turbulence category
• Equipment
• Departure aerodrome
• Estimated off-block time
• Cruising speed
• Level
• Route
• Destination aerodrome and total estimated elapsed time
• Alternate aerodrome(s)
• Endurance
• Persons on board
• Survival equipment
• Pilot in command
• Other information
If a flight is to cross a Finish state border, details of the entire flight to the
destination aerodrome shall be submitted in the flight plan.

Aircraft Identification Maximum: 7 characters [The registration marking of the

aircraft (ALK505)]
Flight Rules (1 character) :The flight rules which the pilot intends to comply
I = if IFR first
V = if VFR first
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Y = if IFR first *
Z = if VFR first *
- specify in item 15 the point or points at where a change of flight rules
is planned.
Type of Flight (1 character):
S = scheduled services
N = non-scheduled Air Transport Operations
G = General aviation
M = Military
X = Other than any of the defined categories above
Number and Type of aircraft: Number of aircraft (1 or 2 characters.)
Insert number of aircraft, but only if more than one
Type of aircraft (2 to 4 characters) : The designator as specified by ICAO,
Wake Turbulence Category (1 character) :
H = Heavy, to indicate an aircraft type with a MTOW of 136000 Kg
(300000lb) or more.
M = Medium, to indicate a MTOW less than 136000 Kg but more than 7000
Kg (15500lb)
L = Light, to indicate a MTOW of 7000 Kg or less.
Equipment: Radio Communication, Navigation and Approach Aid equipment.
Preceding the oblique stroke, insert one letter as follows:
N = No equipment for the route to be flown is carried, or the equipment is
unserviceable.
S = Standard COM/NAV equipment for the route to be flown is carried and
serviceable.
Following letters indicate the COM/NAV equipment available and serviceable:
A - LORAN A
C - LORAN C
D - DME
E - DECCA
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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
F - ADF
H - HF RTF
I - Inertial Navigation
L - ILS
M - Omega
O - VOR
P - Doppler
R - RNAV route equipment
T - TACAN
U - UHF RTF
V - VHF RTF
Z - Other equipment; specify in item 18, preceded by COM/ or NAV/
then, following the oblique stroke, insert one of the following to describe the
serviceable SSR equipment carried:
N - Nil
A - Transponder - mode A - 4096 codes
C - Transponder - mode A - 4096 codes and mode C
X - Transponder - mode S - without pressure altitude and without
aircraft identification transmission
P - Transponder - mode S - with pressure altitude but without aircraft
identification transmission
I - Transponder - mode S - without pressure altitude but with aircraft
identification transmission
X - Transponder - mode S - with both pressure altitude and aircraft
identification transmission
Departure Aerodrome (4 characters) : Location Indicator of the departure
aerodrome (Every airfield has a Location Indicator like Bandaranaike
International Airport is VCBI), or if no location indicator assigned, insert ZZZZ
and specify in item 18, the name of the aerodrome, preceded by DEP/
VCBI
V: The region.
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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
C: Sri Lanka - The country within the region.
BI: Bandaranaike International - the facility within the
country.
VCCA Anuradapura
VCCB Batticaloa
Time (4 characters): The estimated departure time
Cruising Speed (maximum 5 characters) : True Airspeed for the first or whole
portion of the flight, in terms of:
- Kilometres per hour, expressed as K followed by 4 figures (e.g.
K0350)
- Knots, expressed as N, followed by 4 figures (e.g. N0220)
- Mach number, when so prescribed by the appropriate ATS
authority to the nearest hundredths of unit mach,
expressed as M followed by 4 figures (e.g. M082)
Level [Cruising] (maximum 5 characters) : planned cruising level for the first
or the whole cruising portion of the route to be flown, in terms of:
- Flight level expressed as F followed by 3 figures (e.g. F085, F330)
- Altitude in hundreds of feet expressed as A followed by 3 figures,
(e.g. A045, A100)
- Standard Metric level in tens of meters expressed as S followed by
4 figures (e.g. S1130)
- Altitude in tens of meters expressed as M followed by 4 figures
(e.g. M0840)
- or, for VFR flights where the flight is not planned to be flown at a
specific cruising level, the letters VFR.
- When so prescribed by the appropriate ATS authorities.
Route: Including changes of speed, level and/or flight rules. (note that this is an
abbreviated instruction)

Flight along designated ATS routes: Designator of the first route, or the letters
DCT followed by the point of joining the route then insert each point at which a

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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
change of route, speed, level or flight rules is planned, followed by the designator
of the next route segment.

Flight outside designated routes: points not normally more than 30 minutes
flying time, or 200 nm apart, including each point where a change of speed, level,
track or flight rules is planned.

Destination Aerodrome (4 characters): Location indicator of the destination

aerodrome

EET (4 characters):

Total estimated elapsed time:

Alternate aerodromes: Location indicator of not more than two aerodromes.

Other information: 0 (zero) if no other information, or, any other necessary

information in the preferred sequence shown below.
- RFP/ EET/ RIF/ REG/ SEL/ OPR/ STS/ TYP/ PER/ COM/ NAV/
DEP/ DEST/ ALTN/ RMK/

Supplementary Information: This information is not filed with the plan, but is
kept at the unit where the plan was filed. In case of emergency the supplementary
information will be transmitted to the appropriate rescue agencies.

Endurance: After -E/ a 4 figure group giving the fuel endurance in hours and
minutes

Persons on Board: After -P/ insert the total number of persons (passengers and
crew) on board, when required by the appropriate ATS authority.

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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
Emergency and Survival Equipment:
-R/(radio)
- cross out U if UHF on frequency 243.0MHz is not carried
- cross out V if VHF on frequency 121.5 MHz is not carried
- cross out E if emergency location beacon - aircraft (ELBA) is not
available
- S/(Survival Equipment)
- cross out all indicators if survival equipment is not carried
- cross out P if polar survival equipment is not carried
- cross out D if desert survival equipment is not carried
- cross out M if maritime survival equipment is not carried.
Note: this refers to equipment in addition to the lifejackets listed in the following
section
- cross out J if Jungle survival equipment is not carried
- J/ Jackets
- cross out all indicators if lifejackets are not carried
- cross out L if lifejackets are not fitted with lights
- cross out F if jackets are not equipped with fluorescent
- cross out U or V or both as in R/ above to indicate radio capability of
jackets, if any.
-D/ (dinghies) (number) cross out indicators D and C if no dinghies are carried,
or insert number of dinghies carried and;
- (CAPACITY) insert total capacity, in persons, of all dinghies carried,
and
- (COVER) cross out indicator C if dinghies are not covered and
- (COLOUR) insert colour of dinghies if carried.
A/ (AIRCRAFT COLOUR AND MARKINGS) insert colour of aircraft and
significant markings
N/ (REMARKS) cross out indicator N if no remarks, or indicate any other
survival equipment carried and any other remarks regarding survival equipment.
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Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
C/ (PILOT) insert name of pilot in command
Example for understanding:

POSITION REPORT:
A position report is required by all flights regardless of altitude, including
those operating in accordance with an ATC clearance specifying, “VFR-on-top”,
over each designated compulsory reporting point along the route being flown.
o Unless exempted by the appropriate ATS authority or by the appropriate
air traffic services unit under conditions specified by that authority, a
controlled flight shall report to the appropriate air traffic services unit, as
soon as possible, the time and level of passing each designated
compulsory reporting point, together with any other required
information. Position reports shall similarly be made in relation to
additional points when requested by the appropriate air traffic services
Department of Aviation, Remo International College 42
Prof. Dr.G. Prabhakaran 91553 Air Traffic Control
unit. In the absence of designated reporting points, position reports shall
be made at intervals prescribed by the appropriate ATS authority or
specified by the appropriate air traffic services unit.
o Controlled flights providing position information to the appropriate air
traffic services unit via data link communications shall only provide
voice position reports when requested.

Or write as follows
On routes defined by designated significant points, position reports shall be
made by the aircraft when over or as soon as possible after passing, each designated
compulsory reporting point.
Additional reports over other points may be requested by the appropriate ATS
unit.
Position reports are given in a standard format:
Position reports should include the following items:
a). Identification
b). Position
c). Time
d). Altitude or flight level (include actual altitude or fight level when operating
on a clearance specifying VFR-on-top);
e). Type of flight plan (not required in IFR position reports made directly to
ARTCCs or approach control);
f). ETA and name of next reporting point;
g). The name only of the next succeeding reporting point along the route of
flight; and
h). Pertinent remarks.

Department of Aviation, Remo International College 43