Air Traffic Services

M -2
Module Objective
• After completion of module the trainees will be able to know the
standards and recommended practices of ICAO for the provision of
ATS as prescribed in Annex-11 of ICAO
Module Sequence
Definitions
OBJECTIVES OF AIR TRAFFIC SERVICES
• Prevent collisions between aircraft;
• Prevent collisions between aircraft on the maneuvering area and
obstructions on that area;
• Expedite and maintain an orderly flow of air traffic;
• Provide advice and information useful for the same and efficient
conduct of flights;
• Notify appropriate organizations regarding aircraft in need of search
and rescue aid, and assist such organization as required;
 DIVISION OF AIR TRAFFIC SERVICES

Air traffic control Flight information

Alerting service
service service

Area control service

Approach control service

Aerodrome control service

Determination of the need for air traffic
services
Types of air traffic involved
The density of air traffic
The meteorological conditions
Such other factors as may be relevant
 DESIGNATION OF PORTIONS OF AIRSPACE
The airspace and aerodromes, where air traffic services will be provided shall be as
follows:
Flight information regions
Flight information service and alerting service shall be provided to all IFR and VFR
flights.
Control areas and control zones
In control areas and control zones air traffic control service, flight information
service and alerting service shall be provided to IFR and VFT flight subject to
airspace classifications.
Controlled aerodromes
In Controlled aerodromes Air Traffic Control Service, flight information service and
alerting service shall be provided to IFR and VFT flight subject to airspace
classifications.
 CLASSIFICATION OF AIRSPACES
CLASS TYPE OF AIR TRAFFIC SERVICES PROVIDED

 All flights are provided with air traffic control service

A IFR
 Separated from each other
 All flights are provided with air traffic control service
B IFR+VFR
 Separated from each other
 All flights are provided with air traffic control service
IFR+VFR
C  IFR flights separated from IFR and VFR
 VFR flights separated from IFR and receive traffic information w.r.t VFR
 All flights are provided with air traffic control service
D IFR+VFR  IFR flights separated from IFR & receive traffic information w.r.t VFR
 VFR receive traffic information w.r.t all other flights
 IFR flights are provided with air traffic control service
IFR+VFR
E  IFR flights separated from IFR
 All flights receive traffic information as far as practical
 All IFR flights receive air traffic advisory service
F IFR+VFR
 All flights receives flight information service

G IFR+VFR  All flights receive flight information service if requested

 Required navigation performance (RNP)

“A statement of navigation performance necessary for operation within

a defined airspace”
• RNP types shall be prescribed by state. When applicable, RNP type(s)
for designated areas, tracks or ATS routes shall be prescribed on the
basis of regional navigation agreements
• The prescribed RNP type shall be appropriate to the level of
communications, navigation and air traffic services provided on the
basis of airspace concerned
 Required communication performance (RCP)

“A statement of performance requirements for operational

communication in support of specific ATM functions”
• RCP types shall be prescribed by states. When applicable, RCP type(S)
shall prescribed on the basis of regional air navigation agreements
• The prescribed RCP type shall be appropriate to air traffic service
provided in the airspace concerned
 Establishment and designation of units providing air
traffic services

Units providing air traffic services

Flight information centers Air traffic control units

Units established to provide flight
information service and alerting
service within flight information
regions
Units established to provide air traffic
control service, flight information
service and alerting service within
control areas, control zones and at
controlled aerodromes
 Specifications of flight information regions, control areas
and control zones
Flight An airspace of defined dimensions within which
information flight information service and alerting service are
region provided
• FIRs shall be delineated to cover the whole of the air route structure to be served
by such regions
• A FIR shall include all airspace within its lateral limits, except as limited by an
upper flight information region
• Where a FIR is limited by an upper flight information region, the lower limit
specified for the upper flight information region shall constitute the upper vertical
limit of the flight information region and shall coincide with a VFR cruising level of
tables in Appendix 3 of Annex 2
Continue…

Control areas A controlled airspace extending upwards from a

specified limit above the earth
• Control areas including, inter alia, airways and terminal control areas shall be
delineated so as to encompass sufficient airspace to contain the flight paths of
those IFR flights or portion thereof to which it is desired to provide the applicable
parts of the air traffic control service, taking into account the capabilities of the
navigation aids normally used in that area
• a lower limit of a control area shall be established at a height above the ground or
water of not less then 200m (700 ft)
• An upper limit of a control area shall be established when either:
1) Air traffic control service will not be provided above such upper limit; or
2) The control area is situated below an upper control area, in which case the
upper limit shall coincide with the lower limit of the upper control area
Continue…

Control zone A controlled airspace extending upwards from the

surface of the earth to a specified upper limit
• The lateral limits of the control zone shall encompass at least those portions of the
airspace, which are not within the control areas, containing the paths of IFR flights
arriving at and departing from aerodromes to be used under instrument
meteorological conditions
• The lateral limits of the control zone shall extend to at least 9.3km(5NM) from the
center of aerodrome or aerodromes concerned in the directions from which
approaches may b made
• If a control zone is located within the lateral limits of a control area, it shall extend
upwards from the surface of earth to at least the lower limit of the control area
 Identification of ATS units and Airspaces
• Recommendations:
• ACC/FIC should be identified by the name of geographical location
• Aerodrome Tower/Approach unit should be identified by the name
where it is located
• Control Zone/Control Area/FIR should be identified by the unit
having jurisdiction over such airspace.
 Establishment & Identification of ATS Routes
• When ATS routes are established , a protected airspace along each
ATS route and spacing between adjacent routes shall be provided.
• ATS routes shall be identified by designators
• Designators for ATS routes other than SID and STAR shall be selected
 Establishment of changeover point
• Changeover points should be established on ATS routes segments
defined by VOR. The establishment should be limited to route
segments of 60NM or more (preferable)
• The changeover point may be established on the mid-point of a
straight route or on crossing radials of two VORs in case of route
segment which changes direction between the facilities .
 Establishment & identification of significant
points
• Significant point shall be established for the purpose of defining ATS
routes and/or ATS requirement for information regarding the progress
of flight.
• Significant point shall be identified by designators
 Coordination procedures
Coordination between operator & ATS services
• When so requested by an operator, information received by air traffic services
unit and relating to the operation of the aircraft shall, so far as practicable , be
made available immediately to the operator or a designated representative in
accordance with locally agreed procedures
Coordination between military authorities & ATS
• ATS authority shall establish and maintain close cooperation with military
authorities responsible for activities that may effect flights of civil aircraft
• ATS units shall provide flight plan and other data concerning flights of civil
aircraft in order to eliminate or reduce the need for interception
• Special procedures shall be made in order to ensure that all possible efforts are
made to confirm the identity of aircraft and to provide it with the navigational
guidance necessary to avoid the need for interception
Coordination between meteorological & ATS authorities
• Meteorological and ATS authorities shall ensure that aircraft receive most up-
to-date meteorological information for aircraft operation
• Besides using indicated instruments, any other information as observed by
aircraft or air traffic personnel must be reported to associated MET office
which has not been included in aerodrome meteorological report
• Pertinent information concerning pre-eruption volcanic activity, volcanic
eruptions and information concerning volcanic ash cloud must be reported to
associated MET office
• Close coordination shall be made among ACC, FIC and associated MET office to
include information of volcanic activity in NOTAM and SIGMET messages
Coordination between AIS and ATS authorities
• Aeronautical information services unit obtain information to provide up-to-
date pre-flight information, with a minimum of delay;
a. information on aerodrome conditions:
b. The operational status of associated facilities, services and navigation aids
within their area of responsibility:
c. The occurrence of volcanic activity observed by air traffic services personnel
or reported by aircraft: and
d. Any other information considered to be of operational significance
• Any changes in the air navigation system shall be timely disseminated by the
services responsible for such changes to AIS for the preparation, production
and issuance of relevant material for promulgation.
• Any changes in aeronautical information which qualifies to be notified in AIRAC
shall be submitted to AIS with predetermined, internationally agreed AIRAC
effective dates in addition to 14 days of postage time
Minimum Flight Altitude
• The Contracting State shall determine and promulgate the minimum
flight altitude/level for each ATS route and Control Area in its
territory.
Service to aircraft in emergency
• An aircraft known or believed to be in emergency/unlawful
interference shall be given maximum consideration, assistance and
priority over other aircraft as may be necessitated.
• Human factor should be observed when communicated aircraft in
emergency
• In case of unlawful interference ATS unit shall promptly attend the
requests of aircraft to ensure safe conduct of flight specially the safe
landing of aircraft, in accordance with the locally agreed procedures.
Immediately inform the appropriate authority designated by state
and exchange necessary information.
In Flight Contingencies (Strayed aircraft)
• As soon as ATS unit become aware of strayed aircraft the ATS unit
shall attempt to establish two-way communication with the aircraft
unless such communication is established, use all means to determine
its position, inform other concerned ATS units of the circumstances of
aircraft, inform to appropriate military authorities and pass all known
information regarding the plan of aircraft,
• When communication with the aircraft is established and position of
aircraft is known to the ATS unit, shall advise the aircraft of its
position and corrective action.
In Flight Contingencies (unidentified aircraft)
• As soon as ATS unit become aware of an unidentified aircraft in its
area, it shall endeavor to establish the identity of the aircraft
whenever it is necessary for the provision of ATS or required by
military authorities in accordance with locally agreed procedure.
• The ATS unit shall take actions appropriate in circumstances including,
attempt to establish two-way communication with aircraft, inquire
other ATS units within FIR and adjacent FIRs about the flight and
request their assistance in establishing two-way communication,
attempt to obtain information through other aircraft in the vicinity,
and pass all known information to appropriate military authorities
Interception of civil aircraft
As soon as it is learned by ATS unit that an aircraft is being intercepted
in its area of responsibility, it shall take following actions
• Attempt to establish two-way communication with intercepted
aircraft
• Inform the pilot of intercepted aircraft about interception
• Establish contact with appropriate unit carrying interception and
provide all relevant information to intercepting aircraft
• Relay message between intercepting unit and intercepting aircraft to
ensure the safety of intercepted aircraft
• Inform all concerned, adjacent ATS unit of interception
Time in ATS
• ATS units shall use Universal Coordinated Time (UTC) and shall
express the time in hours and minutes, when required seconds of 24
hours day beginning in midnight.
• ATS unit shall check the time necessary to ensure correct time to
within plus/minus 30 seconds of UTC. If data link communication are
utilized the time check is ensure to within 1 second of UTC.
• The time check is obtained from standard time station or from
adjacent unit
• Aerodrome controller shall prior to taxi provide the pilot with correct
time
Safety management
State shall establish a safety program in order to achieve an acceptable
level of safety in the provision of ATS and implement a safety
management system (SMS) which can;
• Identifies safety hazard
• Ensure remedial action necessary to maintain acceptable level of safety
• Provide continuous monitoring and regular assessment and aims to
continuous improvement to overall safety
SMS shall clearly define lines of safety accountability, any safety related
change to ATS system shall only be effected after safety assessment such
as reduction in separation minima etc.
Common Reference System
• Horizontal Reference System
World Geodetic System (WGS-84) shall be used as horizontal reference
• Vertical Reference System
Mean Sea Level (MSL) datum, which gives the relationship of gravity-
related height to a surface knows as the geoid shall be used
• Temporal Reference System
The Gregorian calendar & Universal Coordinated Time (UTC) shall be
used
Contingency Arrangement
• ATS authorities shall develop and promulgate contingency plan for
implementation in the event of disruption, or potential disruption, of
ATS and related supporting service in the airspace for which they are
responsible for the provision of ATS. These contingency plans shall be
developed with the assistance of ICAO as necessary and in close
coordination with the adjacent ATS units.
Air Traffic Control Service(ATCS)
Air Traffic Control Service Shall be provided to:
• All IFR flights in airspace classes A, B, C, D & E
• All VFR flights in airspace classes B, C & D
• All special VFR flights
• All aerodrome traffic at Controlled Aerodromes
Provision of ATCS
ATCS shall be provided by various units;
Area Control Service
By area control Centre, or approach control unit in control zone or in a
control area of limited extent
Approach Control Service
By Approach Control unit, area control center where the approach
control unit based or aerodrome control tower
Aerodrome Control Service
By the Aerodrome Control Tower
Operation of ATCS
In order to provide ATCS, an ATC unit shall:
• Be provided with Flight plan of aircraft, mark and record the progress of
each flight
• Determine from the information received, position of aircraft for the
purpose of safe, orderly and expeditious flow of air traffic
• Coordinate clearance with other unit as necessary:
pass information of flight to adjacent units whenever it might conflict
with the traffic operating under the control of adjacent unit
Before transferring control, pass all related information to next unit
Separation provided by ATCS unit
• Between all flights in airspace classes A & B
• Between IFR-IFR flights in airspace classes A, B, C, D & E
• Between VFR–IFR flights in airspace B, C, & D
• Between VFR-VFR in airspace class B
• Between IFR-Special VFR in all airspace except F & G
• Between Special VFR – VFR in airspace classes B, C & D
• Between Special VFR-Special VFR as prescribed by appropriate ATS
Authorities
Separation provided by ATCS unit
Separation provided by ATCS may be obtained by any of the following:
• Vertical Separation
CVSM or RVSM
• Horizontal separation
Lateral separation
Longitudinal Separation (based on time & distance)
Separation Minima
• Appropriate ATS authority, following consultation with operators for
routes or portion of routes within their control establish the
separation minima in accordance with the PANS-ATM and also
consider the Regional Air Navigation Agreement for routes or portion
of routes contained within over the high seas or undetermined
sovereignty.
• The selection of separation minima shall be made in consultation with
adjacent ATS Authorities for the routes those are cross border or
close to the common boundary of two states for compatibility on
both sides.
Responsibility for Control
A controlled flight shall be under the control of only one ATC unit at any
given time
The transfer of control between two adjacent Area Control Centre or
between Area Control Centre and Approach Control Unit or Between
Area Control Centre and Aerodrome Control tower at a designated
transfer of control point or time shall be established by appropriate ATS
authority
Transfer of Control (App-Aerodrome) Arriving
The approach controller may transfer the control of arriving aircraft to
aerodrome controller tower when:
• It is in the vicinity of aerodrome, and:
It is considered that approach & landing will be completed in
visual reference to ground, or
It has reached uninterrupted VMC or at a prescribed point or level
as specified in letter of agreement or SATI, or
• It has landed
Transfer of Control (Aerodrome-App) Departing
Responsibility for control of a departing aircraft shall be transferred
from aerodrome to approach control unit, when
• VMC prevail in vicinity
Prior to the time aircraft leaves the vicinity, or
prior to aircraft enter IMC or at a prescribed point or level as
specified in letter of agreements
• IMC prevails in vicinity
Immediately after the aircraft airborne, or
at prescribed point or level in letter of agreement
Transfer of Control (ACC-ACC)
• The responsibility of control of an aircraft shall be transferred from one
control sector/position to another sector/position within the same ACC or
FIR at a specified point, level or time, as per ATC unit instructions
• Coordination of transfer:
transferring unit pass FPL details of flight and any other pertinent
information concerning the flight to accepting unit well in advance
Accepting unit indicate its ability to accept the flight, if necessary specify
any information or clearance for a subsequent portion of flight, accepting
unit shall specify to transferring unit when two-way communication is
established with the aircraft unless otherwise specified in letter of
agreement
Applicable coordination procedure, transfer of control point shall be
specified in letter of agreement between the units.
Air Traffic Control Clearance
Air Traffic Control Clearance shall include:
• Aircraft identification as shown in flight plan (Call sign)
• Clearance limit
• Rout of flight
• Level of flight
• Any necessary instruction or information on other matters such as approach or
departure maneuvers etc.
The pilot shall read back the safety-related parts of ATC clearance particularly
route, clearance to enter, land, takeoff, hold short, cross, backtrack on runway and
runway in use, QNH, SSR codes and heading etc.
The Controller shall listen the read-back to ascertain that the clearance or
instruction has been correctly acknowledged by the pilot and shall take immediate
action to correct the discrepancies if found
Coordination of clearances
ATC clearance shall be coordinated between ATC units to cover the entire
route of an aircraft or specified portion thereof
• When it is possible prior to departure, to coordinate clearance with all the
ATC units under whose control aircraft will come or
• When coordination has not been achieved, the aircraft shall be cleared
only to that point where coordination is reasonably assured
• When prescribed by appropriate ATS authority aircraft shall contact the
next control unit prior entering in the next ATC unit
• When an aircraft depart from aerodrome in an ACC and the aircraft has to
enter in next ACC within less than 30min flying time in that case ATC
clearance from the subsequent ACC shall be coordinated before the
departure
Air Traffic Flow Management (ATFM)
• ATFM shall be implemented for airspace where air traffic demand at times
exceeds or is expected to exceed, the declared capacity of ATCS
• The capacity of ATCS is normally declared by appropriate ATS authority
• ATFM should be implemented on the basis of RANA or if appropriate
multilateral agreements
• When it becomes apparent to an ATC unit that additional traffic can not be
accommodated within a given period of time at a particular location or in a
particular area, or can only be accommodated at a given rate. That unit
shall so advise the ATFM unit, when such is established as well as, where
appropriate ATS units concerned.
• Flight crews of aircraft destined to the location or area in question and
operators concerned shall also be advised of the delays expected or the
restrictions that will be applied.
Control of Person & Vehicles at Aerodromes
• The movement of persons or vehicles including towed aircraft on the
maneuvering area of an aerodrome shall be controlled by the aerodrome
control tower as necessary to avoid hazard to aircraft.
• In conditions where low visibility procedures are in operation the
movement of vehicles and persons are restricted to minimum
• Vehicles and vehicles towing the aircraft give way to aircraft taxing
• Vehicles give way to vehicles towing the aircraft
• Emergency vehicles proceeding for the assistance of an aircraft shall be
given priority over all other surface movement traffic including aircrafts
• Vehicles give way to other vehicles in accordance with instruction of ATS
unit
• Instruction of ATS unit is final to comply for all vehicles and aircraft
Flight Information Service (FIS)
Flight information service shall be provided to all aircraft which are
likely to be affected by the information and which are:
• Provided with air traffic control service; or
• Otherwise known to the relevant ATS unit (FPL submitted/received)
Where ATS units provide both ATCS & FIS, the ATCS shall have
precedence over the provision of FIS whenever the provision of ATCS so
requires
Scope of FIS
Flight information service shall include the provision of:
• SIGMET and AIRMET information
• Information concerning pre-eruption/eruption of volcanic activity and
volcanic ash
• Information concerning the release of radioactive material in atmosphere
• Information on changes in the serviceability of navigational aids
• Information on changes in condition of aerodrome condition and
associated facilities
• Information on unmanned free balloons
• Any other information likely to affect the safety of flight
Scope of FIS
FIS provided to flights shall include, in addition to mentioned above:
• Weather conditions reported or forecast at departure, destination
and alternate aerodromes
• Collision hazard to aircraft operating in airspace C,D,E,F & G
• For flights over water areas when practicable and requested by pilot
information regarding the surface vessels in the area
• FIS provided to VFR shall include if available, the en-route weather
which may likely to make operation under VFR impracticable
Operational FIS broadcast (HF)
HF operational FIS broadcast message should contain following
information
• En-route Weather information in the form of SIGMET
• Aerodrome information including:
Name of aerodrome, time of observation, essential operational
information, surface wind direction/speed, visibility if applicable RVR,
present weather, cloud below 5000 feet or below the MSA whichever is
greater and aerodrome forecast
Operational FIS broadcast (VHF)
VHF operational FIS broadcast message should contain following
information
Name of aerodrome, time of observation, landing Runway, Significant
Runway surface condition if application braking action, change in the
operational status of navigational aids, holding delay if appropriate,
surface wind direction & speed, visibility if applicable RVR, present
weather, cloud below 5000 feet or below the MSA whichever is greater,
Temperature, dew point temperature, QNH, supplementary
information on recent weather, trend forecast and notice of current
SIGMET
Automatic Terminal Information Service (ATIS)
• Voice ATIS broadcasts shall be provided at aerodromes where there is
a requirement to reduce the communication load on the ATS VHF air-
ground communication channels
• A discrete VHF frequency shall, whenever practicable be used for
voice ATS, if discrete frequency not available the transmission may be
made on voice channel of navaid (Preferably VOR)
• Voice-ATIS broadcasts shall not be transmitted on voice channel of ILS
• Voice ATIS shall be continuous and repetitive
• The information contained in broadcast is known to the ATS unit(s)
concerned
Automatic Terminal Information Service (ATIS)
Whenever ATIS and/or D-ATIS (data link) is provided
• The information communicated shall related to a single aerodrome
• The information communicated shall be updated immediately a significant
change occurs
• The preparation and dissemination of the ATIS message shall be the
responsibility of ATS unit
• Individual ATIS message shall be identified by a designator in the form of a
letter of the ICAO spelling alphabet and in order(A-Z)
• Aircraft shall acknowledge receipt of information to ATS unit
• The appropriate ATS unit shall when replying the message shall provide the
current altimeter setting to arriving aircraft
• The meteorological information shall be extracted from METAR or SPECI
Automatic Terminal Information Service (ATIS)
ATIS message containing for both arrival & departure information shall
contain the following elements
• Name of aerodrome, Arrival and departure indicator
• Contract type, ATIS/DATIS Designator
• Time of observation
• Type of approach, Runway in use, Significant runway surface conditions
• Holding delay, transition level, other essential operational information
• Surface wind, visibility, RVR
• Present weather, cloud if below 5000 feet or below MSA
• Temperature, dew point, QNH, other known significant met phenomenon,
trend forecast and specific ATIS information if any
VOLMET broadcasts and D-VOLMET service
• HF and/or VHF VOLMET broadcasts and/or D-VOLMET service should
be provided when it has been determined by regional air navigation
agreements that a requirement exists
• VOLMET broadcasts should use standard radiotelephony
phraseologies
Alerting Service
Alerting service shall be provided:
• To all aircraft provided with ATCS
• So far as practicable to all other aircraft having filed a flight plan or
otherwise known to the ATS unit
• To any aircraft known or believed to be subject to unlawful interference
• FIC or ACC shall serve as the central point for collecting information
relevant to a state of emergency of an aircraft operating within FIR/ACC for
forwarding such information to concerned RCC
• If the emergency arising to an aircraft under the control of aerodrome
control tower or approach control unit such unit shall notify to concerned
FIC/ACC for onward submission to RCC, but concerned aerodrome
controller may set in motion all appropriate local rescue & emergency
organization which can give the immediate assistance required
Emergency Phases
Uncertainty phase (INCERFA)
• No communication has been received from an aircraft within a period
of 30 min 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 earlier, or
• An aircraft fails to arrive within 30 min of the estimated time of arrival
last notified to or estimated by ATS unit whichever is later
Emergency Phases
Alert Phase (ALERFA)
• 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
• An aircraft has been cleared to land and fails to land within 5 min of the
estimated time of landing and communication has not been re-established
with the aircraft, or
• Information has been received which indicates that the operating efficiency
of the aircraft has been impaired, but not to the extent that a force landing
is likely, or
• An aircraft is known or believed to be the subject to unlawful interference
Emergency Phases
Distress Phase (DETRESFA)
• Following the alert phase, further unsuccessful attempts to establish
communication with the aircraft and more widespread inquiries point to
the probability that the aircraft is in distress, or
• The fuel onboard is considered to be exhausted, or to be insufficient to
enable the aircraft to reach safely, or
• Information received which indicates that the operating efficiency of the
aircraft has been impaired to the extent that a force landing is likely, or
• Information is received or it is reasonably certain that the aircraft is about
to make or has made a forced landing
Notification to Rescue Coordination Centre (RCC)
The ATS unit shall notify to RCC immediately whenever an aircraft is
considered to be in state of emergency in accordance with the following:
• INCERFA, ALERFA or DESTRESFA as appropriate to the phase
• Agency & person calling(person informing), nature of emergency
• Significant information from FPL,
• unit which made last contact (time & means of communication)
• Last position and how determined, color & distinctive marks of aircraft
• Dangerous goods if any carried, any other action taken by reporting office
• Other pertinent information specially on the development of the state of
emergency
• Information that the emergency situation no longer exists
Action in Emergency
Use of communication facilities
• ATS units shall as necessary use all possible available means to
establish contact with the aircraft in emergency
Plotting aircraft position
• When a state of emergency considered to exist, the position of
aircraft to be plotted on chart in order to determine the probable
future position of the aircraft and its maximum range from its last
known position. The position of other aircraft in vicinity also be
plotted to determine their probable future position and maximum
endurance
Information Regarding the Aircraft in Emergency
To operator
• When ATS unit decides that an aircraft is in the uncertainty or alert phase,
it shall when practicable, advise the operator before notifying the RCC,
whereas if aircraft in distress the RCC to be notified immediately
• All information available with ATS unit to provide to RCC shall whenever
practicable also be communicated to operator
To other aircrafts
• When it is known by an ATS unit that aircraft is in emergency, other aircraft
known to be in the vicinity of the aircraft involved shall be informed of the
nature except when the aircraft is in unlawful interference
Aeronautical Mobile Service(air-ground communication)

• Radiotelephony and/or data link shall be used in air-ground

communication for the provision of ATS and recording facilities shall
be provided on all such communication channels
• Recording shall be retained for the period of at least 30 days
For Flight information service
• Air-ground communication facilities shall enable two-way
communication to take place between a unit providing FIS &
appropriately equipped aircraft flying within FIR, whenever
practicable, air-ground communication facilities for FIS should permit
direct rapid continuous and static free two-way communication
Aeronautical Mobile Service(air-ground communication)
For Area Control Service
• Air-ground communication facilities shall enable two-way communication
to take place between a unit providing ACS & appropriately equipped
aircraft flying within jurisdiction of ACC, whenever practicable, air-ground
communication facilities for ACS should permit direct, rapid, continuous
and static free two-way communication and permit direct pilot-controller
voice communication as and when required.
For approach control service
• Air-ground communication facilities shall enable two-way communication
to take place between a unit providing Approach control Service &
appropriately equipped aircraft flying within its control, where the unit
providing Approach control service as separate function unit it shall be
provided exclusive channel
Aeronautical Mobile Service(air-ground communication)

For Aerodrome Control service

• Air-ground communication facilities shall enable direct, rapid,
continuous and static free two-way communication to take place
between an aerodrome control tower and appropriately equipped
aircraft operating at any distance within 25NM of the aerodrome
concerned.
• where conditions warrant, separate communication channels should
be provided for the control of traffic operating on the maneuvering
area
Aeronautical Fixed Service (ground-ground communication)

• Direct Speech and/or data link communication shall be used in ground-

ground communication for the provision of ATS
Within FIR (with other ATS units)
• FIC shall have facilities for communication with relevant ACC, APP,
Aerodrome control towers
• ACC shall have facilities for communication with relevant FIC, App,
Aerodrome control tower and ATS reporting office (PFIU)
• Approach control unit shall have facilities for communication with relevant
FIC, ACC, associated aerodrome control towers and ATS reporting office
• Aerodrome control Tower shall have facilities for communication with
relevant FIC, ACC, APP & ATS reporting office.
Aeronautical Fixed Service (ground-ground communication)

Within FIR (with other units/agencies)

• FIC & ACC shall have facilities for communication with appropriate military
units, met office, AFTN/AMHS, operators, RCC and NOTAM office
• Approach control unit and Aerodrome Control Tower shall have facilities for
communication with appropriate military units, met office, AFTN/AMHS,
operators, Rescue and emergency services (including ambulance, Fire etc.)
and unit providing apron management services if separately established
Communication between ATS unit and military unit(s) responsible for control
of interception operations within the area shall be rapid and reliable
Aeronautical Fixed Service (ground-ground communication)

Communication between FIR

• FIC & ACC shall have facilities for communication with all adjacent FICs and
ACCs
• These communication facilities in all cases include provision for message in
a form suitable for retention as permanent record and delivery in
accordance with RANA(Regional air navigation agreements)
• The mode of communication shall be rapid and normally be established
within 15 seconds
• Wherever local conditions are such aerodrome control or approach control
may be connected to adjacent ACCs or FICs
Procedure for Direct-Speech Communication
Appropriate procedures for direct-speech communication should be
developed to permit immediate connections for very urgent calls concerning
safety of aircraft
Surface movement control service
• Two-way radiotelephony communication facilities shall be provided for the
control of vehicles other than aircraft on maneuvering area at controlled
aerodromes preferably on separate communication channel with
automatic recording facilities. The recording shall be retained for a period
of 30 days
Automatic recording of surveillance data
• Surveillance data from PSR/SSR/ADS-B/ADS-C shall be automatically
recorded for use in accident/incident investigations. SAR and ATS training
etc.
Meteorological Information
• ATS units shall be supplied with up-to-date information on existing
meteorological condition and forecast as necessary for the
performance of their respective functions. The information shall be
supplied in such a form which is comprehensive, concise, easy to
understand and satisfies the requirement for the provision of ATS in
respective unit.
• When computer-based upper air data made available to ATS unit in
digital form the arrangements should be as agreed between
meteorological authorities and appropriate ATS authority
Met Information for FIC & ACC
• FICs & ACCs shall be supplied with meteorological information as
described in Annex-3 particular emphasis being given to the
occurrence or expected occurrence of weather deterioration as soon
as it is determined for the entire FIR or CTA or any other area may be
determined on the basis of RANA
• FICs & ACCs shall be provided, at suitable intervals, with current
pressure data and temperature for their locations specified by the FIC
& ACC
Met Information for Approach & Aerodrome
• Approach control units & Aerodrome control towers shall be supplied with
meteorological information as described in Annex-3 for the airspace and
aerodromes with which they are concerned. Special reports and
amendments in forecasts shall be communicated without delay in
accordance with the established criteria, where multiple anemometers are
used, the indicators to which they are related shall be clearly marked to
identify the runway & section of the runway monitored.
• Approach Control unit & Aerodrome control tower shall be provided, with
current pressure data, surface wind, visibility/RVR, wind shear(which could
adversely affect aircraft on the approach, takeoff or circling).
• Aerodrome control tower & other appropriate unit should be supplied with
aerodromes warning
Additional Information
Information other than meteorological information which can affect
the operation of aircraft as follows:
• Information on aerodrome conditions
• Information on operational status of navigation aids
• Information on unmanned free balloons
• Information cornering volcanic activity
• Information concerning radioactive materials & toxic chemical cloud
Establishment of ATS routes
The purpose to establish the ATS routes designator is to facilitate pilots & ATS
personnel for the following:
• To make unambiguous reference
• To specify virtual structure of airspace, as applicable
• To indicate required level of navigation performance accuracy
• To indicate that a route primarily/exclusively used by certain aircraft
In order to meet that purpose, the designation system shall:
• Simple & unique, avoid redundancy, useable for both ground and airborne
automation system, permit utmost brevity & provide sufficient possibility
of extension to cater for any future requirement without fundamental
changes.
ATS Route Designators
ATS routes established are either defined by ground based navigational aids or
subject to RNP/RNAV(onboard navigational capabilities). Both types of routes
further divided into two categories domestic or international. To distinguish the
classification of these routes the prefix designators are as given below:
• Regional network of ATS routes
A,B,G,R
• Non-regional ATS routes
H,J,V,W
• Area navigation routes & part of regional network of ATS routes(RNP/RNAV)
L.M,N,P
• Area navigation routes & non-regional ATS routes (RNP/RNAV)
Q,T,Y, Z
ATS Route Designators
Where applicable, one supplementary letter shall be added as prefix to
the basic designator in accordance with the following:
• K to indicate a low-level route established for use primarily by
helicopters
• U to indicate that the route or portion thereof is established for upper
airspace
• S to indicate a route established exclusively for supersonic aircraft
• The letter F to indicate that on the route or portion thereof advisory
service is only provided
• The letter G to indicate that on the route or portion thereof FIS is only
provided
Establishment of Significant Point
• Significant points should, whenever possible, be established with
reference to ground-based radio navigation aids, preferably VHF or
higher frequency aids
• Where such ground-based radio navigation aids do not exist,
significant point shall be established at location which can be
determined by self-contained airborne navigation aids, or where
navigation by visual reference to the ground is to be effected, by
visual observation.
• Significant points may be designated as “transfer of Control” points by
agreement between adjacent ATC unit or control position concerned
Designator of Significant Point (Radio navaids)
• Plain name for significant point marked by radio navigation aid
• Whenever practicable, significant point shall be named with reference to
an identifiable and preferably prominent geographical location (Karachi,
Nawabshah etc)
In selecting a name for the significant point, care shall be taken to ensure
that the following condition are met:
• The name shall not create difficulties in pronunciation for pilots and ATS
personnel when speaking, if the geographical name of location is in local
language and difficult to pronounce an abbreviation may be used, (KC, NH)
the name should be of 6 letters and 2 syllables but not more than 3
syllables. The selected name shall be the same for both significant point
and the radio navigation aids
Designator of Significant Point (Radio navaids)
Composition of coded designators for significant points marked by
radio navigation aid:
• The coded designator shall be the same as the radio identification of
the radio navigation aid. It shall be so composed, if possible, as to
facilitate association with the name of the point in plain language
• Coded designators shall not be duplicated within 600NM of the
location except when two radio navigation aids operating in different
bands of the frequency spectrum are situated at the same location,
their radio identification are normally the same
• State’ requirement for coded designator shall be notified to the
Regional office of ICAO coordination
Designators of Significant Point (not marked
radio navigation aids)
• Where there is no navigation aid available at location and we intend to mark that
position as significant point, this shall be designated by a unique five-letters
pronounceable “name-code”. This designator then serves as the name as well as
coded designator of the significant point. It shall be easy to pronounce for ATS
personnel and pilot
• The designator shall be easily recognizable in voice communication and shall be
free of ambiguity with those used for other significant points in the same area
• The designator shall be unique and shall not be assigned to any other significant
point when there is need to relocate a significant point a new name-code
designator shall be chosen. If state intend to reuse a name it shall not be used
until a period of at least six months
• State requirement for name-code designator shall be notified to ICAO regional
coordination office
Use of Designator in Communication
Significant point may be designated as reporting point for the ATS units
to manage the progress of aircraft in flight
In establishing such point, consideration shall be given to the following
factors
• Type of ATS, traffic density, aircrafts navigational capabilities
• Speed of aircrafts, separation minima, complexity of airspace
• Control methods applied, start/end of significant phases of flight
• Transfer of control procedure, safety and SAR aspects
• Communication workload