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Prof. G. Prabhakaran AE 2035/ AE 1014 Air Traffic Control and Planning

Department of Aeronautical Engineering, Jeppiaar Engineering College 1

JEPPIAAR ENGINEERING COLLEGE

DEPARTMENT OF AERONAUTIAL ENGINEERING

AE 2035 - AIR TRAFFIC CONTROL AND PLANNING

SYLLABUS

AE 2035 AIR TRAFFIC CONTROL AND PLANNING 3 0 0 100

OBJECTIVE

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

1. BASIC CONCEPTS 9

Objectives of ATS - Parts of ATC service Scope and Provision of ATCs VFR & IFR operations

Classification of ATS air spaces Varies kinds of separation Altimeter setting procedures Establishment,

designation and identification of units providing ATS Division of responsibility of control.2. AIR TRAFFIC SERVICES 9

Area control service, assignment of cruising levels minimum flight altitude ATS routes and significant

points RNAV and RNP Vertical, lateral and longitudinal separations based on time / distance ATC

clearances Flight plans position report

3. FLIGHT INFORMATION ALERTING SERVICES, COORDINATION, EMERGENCY

PROCEDURES AND RULES OF THE AIR 10

Radar service, Basic radar terminology Identification procedures using primary / secondary radar

performance checks use of radar in area and approach control services assurance control and co-

ordination between radar / non radar control emergencies Flight information and advisory service

Alerting service Co-ordination and emergency procedures Rules of the air.

4. AERODROME DATA, PHYSICAL CHARACTERISTICS AND OBSTACLERESTRICTION 9

Aerodrome data - Basic terminology Aerodrome reference code Aerodrome reference point

Aerodrome elevation Aerodrome reference temperature Instrument runway, physical Characteristics;

length of primary / secondary runway Width of runways Minimum distance between parallel runways

etc. obstacles restriction.

5. VISUAL AIDS FOR NAVIGATION, VISUAL AIDS FOR DENOTING OBSTACLES

EMERGENCY AND OTHER SERVICES 8

Visual aids for navigation Wind direction indicator Landing direction indicator Location and

characteristics of signal area Markings, general requirements Various markings Lights, general

requirements Aerodrome beacon, identification beacon Simple approach lighting system and various

lighting systems VASI & PAPI - Visual aids for denoting obstacles; object to be marked and lighter Emergency and other services.

TOTAL: 45

TEXT BOOK

1. AIP (India) Vol. I & II, The English Book Store, 17-1, Connaught Circus, New Delhi.REFERENCES

1. Aircraft Manual (India) Volume I, latest Edition The English Book Store, 17-1, ConnaughtCircus, New Delhi.

2. PANS RAC ICAO DOC 4444, Latest Edition, The English Book Store, 17-1, ConnaughtCircus, New Delhi.

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ANNA UNIVERSITY QUESTION BANK.

PART-A

UNIT I

1. What is Air Traffic Control?Ans:

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.

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.

2. What is the role of Air traffic controller in ATC?Ans:

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

3. Define Aerodrome.Ans:

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.

4. What is meant by Controlled and Uncontrolled Airspace?Ans: 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 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.

5. What is IFR flight?Ans:

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.

6. What is VFR flight?Ans:

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.

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7. State the difference between VFR & IFR operationAns:

S.

No

VFR Operation S.

No

IFR Operation

1 Pilot navigates and flies by looking out the

window

1 Pilot navigates using instruments in the

cockpit

2 He uses the view out the window to keepthe aircraft straight and level, and he

navigates from place to place by looking

at things on the ground (roads, rivers,

buildings, etc.)

2 It is not necessary for him to look out thewindow, and in fact a pilot flying IFR can

fly to his destination even if the windows

are covered by cardboard

3 Pilots also must keep their eyes open for

other airplanes nearby so that they don't

hit anyone

3 IFR flights work in conjunction with air

traffic controllers, who use radar to advise

IFR flights of other aircraft in the area,

thereby maintaining a safe distance

between them.

4 VFR operation is not safer than IFR,

because it cannot be carried out in any

type of weather, by looking out window.

4 IFR is safer than VFR, because it can be

carried out in any type of weather,

regardless of visibility.

5 Flying IFR is not complicated. 5 Flying IFR is much more complicated than

VFR, and requires much more training and

practice.

8. State the objective of ATS.Ans:

The objectives of the Air Traffic Servicesshall be to:

a) Prevent collisions between aircraft.

b) Prevent collisions between aircraft on the maneuvering area and obstructions onthat 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.

e) Notify appropriate organizations regarding aircraft in need of search and rescue

aid, and assist such organizations as required.

9. Describe the two basic types of flight rules.Ans:

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 aircraftin weather conditions generally clear enough to allow the pilot to see where the aircraft is going.

10.What are the tree components of ATC network?Ans:

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.

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UNIT II

11.Give various division of Air traffic Services.Ans:

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

2. Flight information service

3. Alerting service

12.Mention different categories of AirportsAns:

1. International Airport2. Domestic Air Carrier Airports3. Commuter Airports4. Reliever Airports

Or the following type also the answer can be given1. Commercial Service Airports

a. Non-primary Commercial Service Airportsb. Primary Airports

2. Cargo Service Airports3. Reliever Airports

13.Differentiate TRACON and ARTCCAns:

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.

14.State the Airspace Classification followed in India.Ans:

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 TrafficControl 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 ofVFR flights. VFR flights receive traffic information in respect of all other flights. Airspaces in

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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 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.

15.Differentiate between the class D and Class E Airspace.Ans:

Class D:

- IFR and VFR flights are permitted and all flights are provided with air trafficControl 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 trafficcontrol service and are separated from other IFR flights.

- IFR flights receive traffic information in respect of VFR flights; VFR flightsreceive 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

16.Give the various ATC provision.Ans: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:

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The provision of air traffic control service for aerodrome traffic, except for those parts of

flights which are under the jurisdiction of Approach Control.

17.What is meant by ATC Clearance?Ans:

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.

18.Give the separation rules followed in vertical airspace.Ans:

The vertical air separation Minimum (VSM) shall be,

Between the surface and an altitude of 29,000 feet (8,800 m), no aircraft should come closer

vertically than 1,000 feet or 300 meters (in those countries that express altitude in meters), unless

some form of horizontal separation is provided.

Above 29,000 feet (8,800 m) no aircraft shall come closer than 2,000 feet (or 600 m),

except in airspace where Reduced Vertical Separation Minima (RVSM) can be applied.Or (you can write as follows)

The Vertical Air Separation Minimum (VSM) shall be,

(a)A nominal 300 m (1000 ft) below FL 290 and a nominal 600 m (2000 ft) at or abovethis level except for in (b) below and

(b)Within designated airspace, subjected to a regional air navigation agreement: a nominal300 m (1000 ft) below FL 410 or a higher level where so prescribed for use under

specified conditions, and a nominal 600 m (2000 ft) at or above this level.

19.Give the separation rules followed in horizontal airspace.Ans:

If any two aircraft are separated by less than the vertical separation minimum, then some

form of horizontal separation must exist. Ie.,

- Procedural separation- Lateral separation- Longitudinal separation

Or

a. other minima for use in circumstances not prescribed: orb. additional conditions to those prescribed for the use of a given minimum:

20.Give the separation rules followed in Lateral Airspace.Ans:

a. The distance between those portions of the intended routes for which the aircraft are tobe laterally separated is never less than an established distance to account for

navigational accuracies plus a specified buffer.

b. Lateral separation of aircraft at the same level is obtained by requiring operation ondifferent routes or in different geographical locations as determined by visual

observation by use of navigation aids or by use of area navigation equipment.

OR WRITE AS FOLLOWS:

Lateral separation shall be applied so that the distance between those portions of the

intended routes for which the aircraft are to be laterally separated is never less than an established

distance to account for navigational inaccuracies plus a specified buffer. This buffer shall bedetermined by the appropriate authority and included in the lateral separation minima as an integral

part thereof.

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Lateral separation of aircraft is obtained by requiring operation on different routes or in

different locations as determined by visual observation, by the use of navigation aids or by the use

of area navigation (RNAV) equipment.

When information is received indication navigation equipment failure or deterioration

below the navigation performance requirements. ATC shall then, as required, apply alternative

separation methods or minima

21.State the longitudinal separation based on time between two aircrafts in Indian FIRAns:

Aircraft at the same cruising level aircraft flying on the same track:

1. 15 minutes or2. 10 minutes if navigation aids permit frequent determination of position and

speed

3. 5 Minutes in the following cases provided that in each case the preceding aircraftis maintaining a true airspeed of 37 km/h (20kt) or more faster than the

succeeding aircraft: (a) between aircraft that have departed from the same

aerodrome: (b) between en-route aircraft that have reported over the same exact

reporting point

22.Explain various parts of Flight plan.Ans:

i. validity period of the flight planii. days of operation

iii. aircraft identificationiv. aircraft type and turbulence categoryv. MLS capability

vi. Departure aerodromevii. Off block time

viii. Cruising speed (s)ix. Cruising level (s)x. Route to be followed

xi. Destination aerodromexii. Total estimated elapsed time

xiii. Indication of the location where the following information may be obtainedimmediately upon request:

1. alternate aerodromes2. fuel endurance3. total number of persons on board4. emergency equipment5. other information

23.Explain the position reports.Ans:

A. 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 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 trafficservices unit.

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B. 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.

Contents of voice position reports:1) Aircraft identification

2) Position

3) Time

4) Flight level or altitude, including passing level and cleared level if not

maintaining the cleared level

5) Next position and time over

6) Ensuing significant point.

24.State flight plan.Ans:

Flight plans are documents filed by pilots or a Flight Dispatcher with the local CivilAviation Authority (e.g. DGCA in INDIA) prior to departure.

Or

Flight plan as filed with an ATS unit by the pilot or designated representative, without any

subsequent changes.

25.Define RNAV & RNPAns:

RNP- Radio Navigation Performance: is type of performance based navigation (PBN)

that allows an aircraft to fly a specific path between two or three dimensionally defined points in

which accuracy necessary for operation within a defined airspace

RNAV- Area Navigation:a method of navigation which permits aircraft operation on any

desired flight path within the coverage of station referenced navigation aids or within the limits of

capacity of self contained aids or a combination of these.

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UNIT III

PSR PRIMARY SURVEILLANCE RADAR

SSR SECONDARY SURVEILLANCE RADAR

26.What are identification procedures being used with primary radar?Ans:

Where PSR is used for identification aircraft may be identified by one or more of thefollowing procedures:

a. By correlating a particular radar position indication with an aircraft reporting its positionover, or as bearing and distance from, a point shown on the situation display, and be

ascertaining that the track of the particular radar position is consistent with the aircraft

path or reported heading.

b. By correlating an observed radar position radar position indication with an aircraftwhich is known to have just departed, provided that the identification is established with

in 2 Km (1NM) from the end of runway used. Particular care should be taken to avoid

confusion with aircraft holding over or overflying the aerodrome or with aircraft

departing from or making a missed approach over adjacent runways.

c. By transfer of radar identificationd. By ascertain the aircraft heading, if circumstances require, and following a period oftrack observation

27.State the separation standards in Secondary radar.Ans:

Separation Standards in Secondary radar:

Radar used to separate aircraft

Reduces lateral and longitudinal separation minima

Increases throughput

Enhances safety

Better use of airspace Vertical Separation

Aircraft below FL 290

Separated by 1000 ft

Aircraft above FL290

Separated by 2000 ft

Longitudinal Separation

Radar accuracy

3nm within 40 nm radius of radar antenna

5nm beyond 40nm radius of radar antenna

Wake Vortex Separation

Enroute and Approach

Landing

Lateral Separation

Radar accuracy

3nm within 40 nm radius of radar antenna

5nm beyond 40nm radius of radar antenna

Separation reduced for diverging paths

28.What is ARP? Explain in brief. (NB: no ARP is available question may be wrong soanswer is given for SARP)

Ans: SARP Standards and Recommended Practices are developed by ICAO and cover all

technical and operational aspects of international civil aviation, such as safety, personnel licensing,

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operation of aircraft, aerodromes, air traffic services, accident investigation and the environment.

Whilst the PANS may contain material which may eventually become standards or

Recommended practices (SARPs) when it has reached the maturity and stability necessary for

adoption as such they may also comprise material prepared as an amplification of the basic

principles in the corresponding SRPs, and designed particularly to assist the user in the application

of those SRPs.

29.Give few basic radar terminologies.Ans:

Radar, Target, Jamming, Range, Phase detector, Azimuth, MTI Moving Target Indicator,

MTD Moving Target Detector. Synchronous detector, SRE Surveillance Radar Equipment, PAR

Precision Approach Radar, Primary Radar, Secondary Radar, Doppler Navigation Radar, Ground

Mapping Radar, Terrain Following Radar.

30.What is the basic principle of Radar?Ans:

RADAR-Radio Detection and Ranging: Principle:

A signal, at constant intervals is sent through the area to be monitored using antennae. Any object in the path of the signal reflects the part of the signal.

A receiver receives the signal which is translated into a dot on the CRO

31.How PAR is used to control air traffic?Ans:

PAR Precision Approach RADAR:

PAR is designed for use as a landing aid rather than an aid for sequencing and spacing

aircraft. PAR equipment may be used as a primary landing aid or it may be used to monitor other

types of approaches. It is designed to display range, azimuth, and elevation information. Two

antennas are used in the PAR array, one scanning a vertical plane, and the other scanning

horizontally. Since the range is limited to 10 miles, azimuth to 20 degrees, and elevation to 7

degrees, only the final approach area is covered.

32.What is primary radar how it is used in identification of aircraft?Ans:

Primary radar: a radar system which uses reflected radio signals.

This type of radar (now called primary radar) can detect and report the position of anythingthat reflects its transmitted radio signals including, depending on its design, aircraft, birds, weather

and land features. For air traffic control purposes, its targets do not have to co-operate, they only

have to be within its coverage and be able to reflect radio waves, but it only indicates the position

of the targets, it does not identify them. When primary radar was the only type of radar available,

the correlation of individual radar returns with specific aircraft typically was achieved by the

Controller observing a directed turn by the aircraft. Primary radar is still used by ATC today as a

backup/complementary system to secondary radar, although its coverage and information is more

limited

33.What is secondary radar how it is used in identification of aircraft?Ans:

Secondary radar: a radar system wherein a radio signal transmitted from the radar station

initiates the transmission of a radio signal from another station

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The need to be able to identify aircraft more easily and reliably led to another wartime radar

development, the Identification Friend or Foe (IFF) system, which had been created as a means of

positively identifying friendly aircraft from enemy. This system, which became known in civil use

as secondary surveillance radar (SSR) or as the air traffic control radar beacon system (ATCRBS),

relies on a piece of equipment aboard the aircraft known as a "transponder." The transponder is a

radio receiver and transmitter which receives on one frequency (1030 MHz) and transmits on

another (1090 MHz). The target aircraft's transponder replies to signals from an interrogator bytransmitting a coded reply signal containing the requested information.

Both the civilian SSR and the military IFF have become much more complex than their

war-time ancestors, but remain compatible with each other, not least to allow military aircraft to

operate in civil airspace. SSR can now provide much more detailed information, for example, the

aircraft's altitude, and it also permits the exchange of data directly between aircraft for collision

avoidance. Given its primary military role of reliably identifying friends, IFF has much more secure

(encrypted) messages to prevent "spoofing" by the enemy, and also is used on all kinds of military

platforms including air, sea and land vehicles.

34.What is a performance check?Ans:

The radar controller shall adjust the radar displays and carryout adequate checks on the

accuracy thereof, in accordance with the technical instructions prescribed by the appropriate

authority for the radar equipment concerned.

The radar controller shall be satisfied that the available capabilities of the radar system as

well as the information presented on the radar display(s) is adequate for the function to be

performed.

The radar controller shall report in accordance with local procedures, any fault in the

equipment or any incident requiring investigation or any circumstances which make it difficult or

impractical to provide radar services.

35.What is meant by flight advisory service?Ans:

The en route flight advisory service (FAS), or Flight Watch, is a service from selected FSSs

or AFSSs on a common frequency 122.0 MHz below flight level (FL) 180 and on assigned discrete

frequencies to aircraft at FL180 and above. The purpose of EFAS is to provide en route aircraft

with timely and pertinent weather data tailored to a specific altitude and route using the most

current available sources of aviation meteorological information. Additionally, EFAS is a focal

point for rapid receipt and dissemination of pilot reports.

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UNIT IV

36.Explain few aerodrome reference codes. .Ans:

37.Draw the primary runway used in India. .Ans: (use any one diagram)

TORA - take off run available

TODA - take off distance available

ASDA - acceleratestop distance availableLDA - landing distance available

38.Give few basic terminology used in aerodrome design. .Ans:

Aerodrome elevation, aerodrome identification sign, aerodrome reference point,

aerodrome reference field length, declared distances, TORA - take off run available, TODA -

take off distance available , ASDA - acceleratestop distance available, LDA - landing distance

available, displaced threshold, holding bay, instrument runway, primary runway, secondary

runway, precision and non precision approach runway, landing area, intermediate holding position,

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movement area, taxi way, aircraft stand taxi lane, apron taxiway, maneuvering area, RESA- runway

end safety area, runway strip, RVR- runway visual range, Shoulder, stop way, threshold,

touchdown zone, taxiway intersection, etc,.

39.What is meant by basic runway length? Describe three cases to be considered.Ans:

Basic runway length: It is the length of runway under the following assumed conditions atthe airport.

1. Airport altitude is at sea level.

2. Temperature at the airport is standard 15c

3. Runway is leveled in the longitudinal direction.

4. no wind is blowing on runway

5. Aircraft is loaded to its full loading capacity.

6. There is no wind blowing en route to the destination.

7. En route temperature is standard

The runway length resulting when the actual runway length is corrected to the equivalent

mean sea level, standard atmospheric pressure, and no gradient conditions.( or the three cases

to be considered)

40.Give few obstacle restrictions.Ans:

The following are the obstacle restrictions:

Outer horizontal surface

Conical surface

Inner horizontal surface

Approach surface

Inner approach surface

Transitional surface

Inner transitional surface

Balked landing surface

Take off climb surface

41.Give few visual aids for denoting obstacles.Ans:

Objects on Movement Areas

1. Vehicles and other mobile objects, excluding aircraft, on the manoeuvring area of anaerodrome are obstacles and shall be marked and, if the vehicle and aerodrome are used

at night or in conditions of low visibility, lighted.

2. Elevated aeronautical ground lights within the movement area shall be marked so as tobe conspicuous by day.Objects on Runway Strips

A fixed object located on a runway strip shall be marked and if the aerodrome is used at

night, lighted, excluding visual aids that are by their nature visually conspicuous

Other Objects

A fixed object, other than an obstacle, adjacent to a take-off/approach surface should be marked

and if the runway is used at night, lighted if such marking and lighting is considered necessary to

ensure its avoidance except that the marking may be omitted when:

1. The height of the obstacle above the level of the surrounding ground does not exceed150 m and it is lighted by medium intensity obstacle light by day; or

2. The object is lighted by high-intensity obstacle lights by day.All mobile objects to be marked shall be coloured or display flags.

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42.Why there should be obstacle restrictions?Ans:

The airspace around aerodromes to be maintained free from obstacles so as to permit the

intended aero plane operations at the aerodromes to be conducted safely and to prevent the

aerodromes from becoming unusable by the growth of obstacles around the aerodromes. This is

achieved by establishing a series of obstacle limitation surfaces that define the limits to which

objects may project into the airspace.

Explanation for understanding

An aerodrome operator is required to monitor the airspace around the aerodrome for

infringement of the obstacle limitation surfaces by any object, building or structure. The aerodrome

operator must take all reasonable measures to ensure that obstacles at or within the vicinity of the

aerodrome are detected as quickly as possible. The aerodrome operator is required to inform the

DCA immediately he becomes aware of the presence of an obstacle, giving details of its height and

location and amended declared distances and gradients where applicable. In addition, where the

aerodrome operator becomes aware of any development or proposed construction near the

aerodrome that is likely to create an obstacle, he must inform the DCA as soon as practicable,

giving all details of the likely obstacle.

43.Give the length of various primary and secondary runways.Ans:

Primary Runway:The actual runway length to be provided for a primary runway shall be

adequate to meet the operational requirements of the aero planes for which the runway is intended

and shall be not less than the longest length determined by applying the corrections for local

conditions to the operations and performance characteristics of the relevant Aero planes.

Secondary Runway: The length of a secondary runway shall be determined similarly to

primary runways except that it needs only to be adequate for those aero planes which require to use

that secondary runway in addition to the other runway or runways in order to obtain a usability

factor of at least 95 per cent.

Recommended Runway Length

The analysis presented earlier in Derivative Stage Length Analysis (DSLA), indicates that a

runway length of 6,000 feet is the absolute minimum length considered at FLL to be usable by 80

percent of the projected peak hour fleet for departures. A maximum primary runway length of

8,000 feet will accommodate at least 90 percent of the design day aircraft departures at 90 percent

maximum payload. A secondary runway at FLL should be as close to 8,000 feet in length, plus

grade adjustments, as practicable, but not less than 6,000 feet.

An analysis was conducted to determine the runway length requirements for passenger air

carrier, commuter, and cargo aircraft operating at Dayton International Airport (DAY). Based on100% maximum takeoff weights (MTOW) of the existing and future aircraft fleet mix through year

2020, the following runway lengths are justified at DAY.

Justified Runway Lengths

Runway Justified Runway Length (ft.)

6R-24L 13,900 primary runway

6L-24R 13,900 primary runway

18-36 11,120 secondary runway

44.What is meant by runway saturation?Ans:

The runway saturation means that how much arrival and departure of aircraft canaccommodate with respect to available runway capacity whether control tower is available or not.

Existing airports without a control tower have very small runway saturation capacities (4-5 arrivals

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per hour). The saturation capacity of an airport with HVO (ADS-B) technology depends on the

safety buffers allowed and the delivery accuracy of pilots/AMM system. The variation in technical

parameters such as and affects the results of saturation capacity. The saturation capacity of an

airport depends on the runway configuration used. The saturation capacity during VMC conditions

is higher than during IMC conditions (due to shorter separation minima). The variation in technical

parameters such as and affects the results of saturation capacity.

45.Define instrument runway.Ans:

Instrument Runway: Runway meant for simultaneous approaches to parallel or near-

parallel runways where radar separation minima between aircraft on adjacent extended runway

centre lines are not prescribed is called instrument runway.

Explanation for understanding

Instrument Runway:

One of the following types of runways intended for the operation of aircraft using

instrument approach procedures:

a) Non-precision approach runway. An instrument runway served by visual aids and a non-visualaid providing at least directional guidance adequate for a straight-in approach.

b) Precision approach runway, category I. An instrument runway served by ILS and/or MLS and

visual aids intended for operations with a decision height not lower than 60 m (200 ft) and either a

visibility not less than 800 m or a runway visual range not less than 550 m.

c) Precision approach runway, category II. An instrument runway served by ILS and/or MLS and

visual aids intended for operations with a decision height lower than 60 m (200 ft) but not lower

than 30 m (100 ft) and a runway visual range not less than 350 m.

d) Precision approach runway, category III. An instrument runway served by ILS and/or MLS to

and along the surface of the runway and:

A C intended for operations with a decision height lower than 30 m (100 ft), or no decision

height and a runway visual range not less than 200 m.

B C intended for operations with a decision height lower than 15 m (50 ft), or no decision

height and a runway visual range less than 200 m but not less than 50 m.

C C intended for operations with no decision height and no runway visual range limitations.

Note.C Visual aids need not necessarily be matched to the scale of non-visual aids provided. The

criterion for the selection of visual aids is the conditions in which operations are intended to be

conducted.

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UNIT V

46.What is meant by landing direction indicator?Ans:

Landing Direction Indicator: a device to indicate visually the direction currently

designated for landing and for take-off.

47.Distinguish between ICAO system and Calvert system?Ans:

S.No. ICAO system Calvert System

1One of the two basic categories of approach

lighting system

One of the two basic categories of

approach lighting system

2

In most aspects US standards for approach

lighting system are virtually identical to ICAO

standards which is approved by FAA

Used UK, Europe and other parts of the

world particularly in Commonwealth

countries

3

There are two basic categories of ALS whichare high intensity and medium intensity system.

They are composed barrettes of five white

lights along the extended runway centerline.

This system is distinguished by six

transverse lines of lights variable length

at right angles to the axis of approach

4

The effect of the bright or medium intensity

sequenced flashes gives the appearance of a fast

moving ball of light travelling toward the

runway.

The length of the transverse bars

diminishes as the pilot approaches the

threshold.

48.What is aerodrome beacon?Ans:

Airport beacons help a pilot to identify an airport at night. The beacons are operated from

dusk till dawn. Sometimes they are turned on if the ceiling is less than 1,000 feet and/or the ground

visibility is less than 3 statute miles (VFR minimums). However, there is no requirement for this,

so a pilot has the responsibility of determining if the weather meets VFR requirements. The beacon

has a vertical light distribution to make it most effective from 110 above the horizon, although it

can be seen well above or below this spread. The beacon may be an Omni directional capacitor-

discharge device, or it may rotate at a constant speed, which produces the visual effect of flashes at

regular intervals. The combination of light colors from an airport beacon indicates the type of

airport. Some of the most common beacons are:

Flashing white and green for civilian land airports;

Flashing white and yellow for a water airport; Flashing white, yellow, and green for a heliport; and

Two quick white flashes alternating with a green flash identifying a military airport.

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49.Explain why Aerodrome beacon lights are required?Ans:

An aerodrome beacon or rotating beacon is a beacon installed at an airport or aerodrome to

indicate its location to aircraft pilots at night.

An aerodrome beacon is mounted on top of a towering structure, often a control tower,

above other buildings of the airport. It produces flashes not unlike that of a lighthouse.Airport and heliport beacons are designed in such a way to make them most effective from

one to ten degrees above the horizon; however, they can be seen well above and below this peak

spread. The beacon may be an omni directional flashing xenon strobe, or it may rotate at a constant

speed which produces the visual effect of flashes at regular intervals. Flashes may be of just a

single color, or of two alternating colors.

50.Draw the lighting system of the runway.Ans:

51.Explain the emergency marking denoted by runway lighting.Ans:

At an aerodrome provided with runway lighting and without a secondary power supply,

sufficient emergency lights should be conveniently available for installation on at least the primary

runway in the event of failure of the normal lighting system.When installed on a runway the emergency lights should, as a minimum, conform to the

configuration required for a noninstrument runway.

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52.Give the various marking shown in the runway.Ans:

The following are the various marking on the runway:

Runway designation marking, Runway centre line marking, Threshold marking, Transverse

stripe, Arrows marking, Aiming point marking, Touchdown zone marking, Runway side stripe

markings, Taxiway centre line marking, Taxiway intersection marking, Runway turn pad marking,Runway holding position marking, Intermediate holding position marking, VOR aerodrome check

point marking, Apron safety lines, Information marking.

53.What are the six groups of the airport markings?Ans:

There are six groups of airport markings: Runway markings, Taxiway markings, VOR

receiver checkpoint markings, Vehicle roadway marking, Non movement area boundary

markings and Information marking

The six types of marking signs are: Mandatory Instruction Signs, Location Signs,

Direction Signs, Destination Signs, Information Signs, and Runway Distance Remaining Signs

54.What is the visual aid for wind direction?Ans:

The visual aid for wind direction indicator can be a wind cone, wind sock, tetrahedron, or

wind tee. These are usually located in a central location near the runway and may be placed in the

center of a segmented circle, which identifies the traffic pattern direction, if it is other than the

standard left-hand pattern. The wind sock is a good source of information since it not only indicates

wind direction, but allows the pilot to estimate the wind velocity and gusts or factor. The wind sock

extends out straighter in strong winds and tends to move back and forth when the wind is gusty.

Wind tees and tetrahedrons can swing freely, and align themselves with the wind direction. The

wind tee and tetrahedron can also be manually set to align with the runway in use; therefore, a pilot

should also look at the wind sock, if available.

55.Explain few emergencies procedure.Ans:

1. A situation in which the response of all agencies involved in theaerodrome emergency plan will be activated. A full emergency will be

declared when an aircraft approaching the airport is known or

suspected to be in such trouble that there is danger of an accident.

2. LAND RESCUE UNIT equipped to undertake a search for an aircraftwithin the region of its responsibility

3. RADAR/ADS-B INFORMATION SERVICE (RIS) on request serviceprovided to assist pilots of pilots VFR flights within ATS surveillancesystem coverage in class E and G airspace to avoid other aircraft or to

assist in navigation

4. RESCUE CORRDINATION CENTER for promoting efficientorganization of search and rescue service within the region of

responsibility.

56.Explain Alerting Service.Ans:

When so required by the appropriate ATS authority to facilitate the provision of alerting and

search and rescue services, an aircraft, prior to and when operating within or into designated areasor along designated routes, shall comply with the provisions detailed in rules, concerning the

submission, completion, changing and closing of a flight plan.

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When alerting service is required in respect of a flight operated through more than one FIR

or control area, and when the position of the aircraft is in doubt, responsibility for coordinating

such service shall rest with the ATS unit of the FIR or control area

57.What is altimeter setting?Ans:

Altimeter Setting: a pressure datum which when set on the subscale of a sensitivealtimeter causes the altimeter to indicate vertical displacement from that datum. A pressure type

altimeter calibrated in accordance with Standard Atmosphere may be used to indicate altitude,

height or flight levels as follows:

1. When set to QNH or area QNH it will indicate altitude;2. When set to Standard Pressure (1013.2 hPa) it may be used to indicate flight levels.

58.Explain QFE setting.Ans:

QFE, which refers to the altimeter setting that, will cause the altimeter to read theheight above a specific aerodrome or ground level,and therefore read zero on landing. While

using QFE is convenient while flying in the traffic circuit of an airfield. When set to 0000 it maybe used to indicate height above aerodrome or ground level.

59.Explain QNH setting.Ans:

QNH is defined as, "barometric pressure adjusted to sea level." It is a pressure setting

used by pilots, air traffic control (ATC), and low frequency weather beacons to refer to the

barometric setting which, when set on an aircraft's altimeter, will cause the altimeter to read altitude

above mean sea level within a certain defined region.

60.Define QNH & QFE.Ans:

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QNH is defined as, "barometric pressure adjusted to sea level." It is a pressure setting

used by pilots, air traffic control (ATC), and low frequency weather beacons to refer to the

barometric setting which, when set on an aircraft's altimeter, will cause the altimeter to read

Altitude above mean sea level within a certain defined region.

QFE, which refers to the altimeter setting that, will cause the altimeter to read the

height above a specific aerodrome or ground level,and therefore read zero on landing. While

using QFE is convenient while flying in the traffic circuit of an airfield.QFE and QNH are arbitrary Q codes rather than abbreviations, but the mnemonics "Nautical

Height" (for QNH) and "Field Elevation" (for QFE) are often used by pilots to distinguish them.

61.Give the various altimeters setting followed in India.Ans:

1. When cruising at or above Transition Level (TRL), use the StandardAltimeter setting 1013.25 hPa or 29.92 In Hg (Red part on the

drawing).

2. During descent through Transition Level (TL), select QNH.3. Cruising at or below Transition Altitude (TA), use QNH (Blue part on

the drawing).4. When climbing through the Transition Altitude (TA), the Standard

Altimeter is set to 1013.25 hPa or 29.92 In Hg.

NB: for understanding

1. The transition altitude (TA) is the altitude AT OR BELOW which pilots have to use theQNH setting. That means you are flying at ALTITUDES

2.

The TRansition Level (TRL) is the FIRST FLIGHT LEVEL that may be used ABOVETA. From here, pilots have to use the STANDARD altimeter setting 1013 hPa or 29.92

inHg.

3. A Flight Level (FL) is the vertical distance of an aircraft above the ISOBARICSURFACE of 1013,25 hPa (hectopascal) or 29.92 in Hg (inches of Mercury).

4. An "ISOBARIC SURFACE" is the "invisible landscape" that connects all points withthe same atmospheric pressure. In aviation, 1013,25 hPa (hectopascal) / 29.92 in Hg

(inches of Mercury) are referred to as the STANDARD altimeter setting.

62.Define VASI & PAPI.Ans:

The visual approach slope indicator (VASI)is a system of lights on the side of an airport

runway threshold that provides visual descent guidance information during the approach to arunway. These lights may be visible from up to eight kilometers (five miles) during the day and up

to 32 kilometers (20 miles) or more at night.

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Precision approach path Indicator (PAPI) is a visual aid that provides guidance

information to help a pilot acquire and maintain the correct approach (in the vertical plane) to an

aerodrome or an airport.

63.What is VAPI?Ans:

A visual approach slope indicator (VASI or VAPI)system shall be provided to serve the

approach to a runway where one or more of the following conditions exits:

- The runway is not served by an electronic glide path and the runway is used byturbojet or other aircraft with similar approach guidance requirements;

- The pilot of any type of aircraft may have difficulty in judging the approachdue to:

1. Inadequate visual guidance such as is experienced during an approach over water,2. or featureless terrain by day or in the absence of sufficient extraneous lights in the

approach area by night, or

3. Misleading information such as is produced by deceptive surrounding terrain orrunway slopes;

OrVisual approach slope indicators (VASI or VAPI)consist of one set of lights set up some

seven meters (twenty feet) from the start of the runway. Each light is designed so that the light

appears as either white or red, depending on the angle at which the lights are viewed. When the

pilot is approaching the lights at the proper angle, meaning the pilot is on the glide slope, the

first set of lights appears white and the second set appears red. When both sets appear white, the

pilot is flying too high, and when both appear red he or she is flying too low. This is the most

common type of visual approach slope indicator system.

64.What is meant by PAPI?Ans:

The standard visual approach slope indicator systems shall consist of PAPI and APAPI

systems conforming to the specifications.

Precision Approach Path Indicator (PAPI) consists of four sets of lights in a line

perpendicular to the runway, usually mounted to the left side of the runway. These have a similar

purpose to basic visual approach slope indicators, but the additional lights serve to show the pilot

how far off the glide slope the aircraft is.

When the lights show White-White-Red-Red the aircraft is on the correct glide slope for landing,

usually 3.0. Three red lights (whiteredredred) indicate that the aircraft is slightly below glide

slope (2.8), while four red lights (Red-Red-Red-Red) indicate that the aircraft is significantly

below glide slope (3.5).

65.Define terminal aids?Ans: Terminal aids: an airfield equipped with control tower and hangars as well as

accommodations for passengers and cargo. An airport (terminal) is a location where aircraft such as

fixed-wing aircraft, helicopters, and blimps take off and land. Aircraft may be stored or maintained

at an airport. An airport consists of at least one surface such as a runway for a plane to take off and

land, a helipad, or water for takeoffs and landings, and often includes buildings such as control

towers, hangars and terminal buildings.

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PART A

Nov/Dec 2011

1. What are the objectives of ATS?Ans:

REFER QUES No.08 in Part A

2. What is altimeter setting?Ans:REFER QUES No.57 in Part A

3. Why should one assign the minimum cruising level?Ans:

Cruising level is a level maintained during a significant portion of a flight. Also,Cruising

altitude is an altitude or flight level maintained during en-route level flight. This is a constant

altitude.

Cruising levels which specifies assignment of vertical separation minimum of 1000 ft

between flight level (FL) 290 and FL 410 inclusive based on direction of flight. Traffic permitting,

ATC will assign the flight planned level in accordance with the table of semi-circular system of

Cruising Levels. Cruising levels below the minimum specified in ENR 3.1 will not be assigned.These specific instructions take into account the predominant traffic flows within and between the

regions, as well as the unique characteristics of each States cruising level procedures

With only 300 metres (1 000 ft) separating the respective cruising levels, every effort must be made

to standardize and simplify procedures. This reduces complexity for air traffic controllers and

for flight crews.

4. Explain what is a flight plan.Ans:

Flight plans are documents filed by pilots or a Flight Dispatcher with the local Civil

Aviation Authority (e.g. DGCA in INDIA) prior to departure.


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.

5. What is the basic principle of Radar?Ans:


6. How PAR is used to control air traffic?Ans:


7. What is the length of Primary Runway?Ans:


8. Why there should be obstacle restrictions?Ans:


9. Explain why Aerodrome beacon lights are required?Ans:


10.What is the visual aid for wind direction?Ans:


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PART A

Apr/May 2010

1. Describe the two basic types of flight rules.Ans:


2. What are the tree components of ATC network?Ans:REFER QUES No.10 in Part A

3. Define RNAVAns:


4. Mention different categories of Airports.Ans:


5. Distinguish between ICAO system and Calvert system.Ans:

REFER QUES No.47 in Part A6. What is meant by basic runway length? Describe three cases to be considered.Ans:


7. Define Aerodrome.Ans:


8. What is meant by runway saturation?Ans:


9. What are the six groups of the airport markings?Ans:


10.Define terminal aidsAns:


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PART-B

1. Describe the classification of ATS Air space.Ans:

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 notdeemed necessary or cannot be provided for practical reasons. According to the 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.

Classification of ATS airspaces:

Since the number of aircraft flying is relatively high, with the number of aircraft flying overthe 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 Airspace:

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 Airspace

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 Airspace

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 asurface 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 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 beprovided 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

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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 airwaybelow 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 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.

NB: the following are additional incase the ques has been asked to for classification of

airspace in India

ATS airspaces in India are classified and designated in accordance with 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. 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

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.

2. Describe the various kinds of separation with provision of Area Control ServiceAns:Area Control Service:

General Provisions for the Separation of Controlled Traffic

1.1Vertical or horizontal separation shall be provided:a) Between all flights in Class A and B airspaces:b) Between IFR flights in Class C, D and E airspaces:c) Between IFR flights and VFR flights in Class C airspace:d) Between special IFR flights and special VFR flights ande) Between special VFR flights when so prescribed by the appropriate ATS

authority:

Except for the case under a), b) and c) above during hours of daylight when flights have cleared toclimb or descend subject to maintaining own separation and remaining in visual meteorological

conditions.

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1.2No clearance shall be given to execute any maneuver that would reduce the spacingbetween two aircraft to less than the separation minimum applicable in the

circumstances.

1.3Larger separations than the specified minima should be applied whenever waketurbulence or exceptional circumstances such as unlawful interference call for extra

precautions. This should be done with due regard to all relevant factors so as to

avoid impending the flow of air traffic by the applications of excessive separations.1.4Where the type of separation or minimum used to separate two aircraft cannot be

maintained, action shall be taken to ensure that another type of separation or another

minimum exists or is established prior to the time when the previously used

separation would be insufficient.

VERTICAL SEPARATION:

Vertical separation application:

2.1Vertical is obtained by requiring aircraft using prescribed altimeter setting procedures tooperate at different levels expressed in terms of flight levels or altitudes.

Vertical Separation minimum:

3.1the vertical separation minimum (VSM) shall be:a) within designated airspace subject to regional air navigation agreement: a

nominal 300m (1000ft) below FL 410 or a higher level where so prescribed for

use under specified condition and a nominal 600m (2000ft) at or above this

level: and

b) within other airspace: a nominal 300m (1000ft) below FL 290 and a nominal600m (2000ft) at or above this level

Vertical separation during ascent or descent

4.1 Pilots in direct communication with each other may, with their concurrence, be cleared

to maintain a specified vertical separation between their aircraft during ascent or descent.

Horizontal Separation

a) other minima for use in circumstances not prescribed; orb) additional conditions to those prescribed for the use of a given minimum;

Lateral Separation

Lateral Separation Application5.1 Lateral separation shall be applied so that the distance between those portions of the

intended routes for which the aircraft are to be laterally separated is never less than an established

distance to account for navigational inaccuracies plus a specified buffer. This buffer shall be

determined by the appropriate authority and included in the lateral separation minima as an integral

part thereof.

5.2 Lateral separation of the aircraft at the same level is obtained by requiring operation on

different routes or in different geographical locations as determined by visual observation, by use of

navigation aids or by use of area navigation equipment.

Lateral Separation criteria and minima

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5.3 Means by which lateral separation may be achieved include the following:

a) Geographical separation i.e., separation positively indicated by position reports over

different geographical locations as determined visually or by reference to a navigation

aid (fig III-1)

b) Track separation between aircraft using the same navigation aid or method. By

requiring aircraft to fly on specified tracks which are separated by a minimum amount

appropriate to the navigation aid or method employed as follows:1. VOR: at least 15 degrees and at a distance of 28 Km (15 NM) or more

from the facility.

2. NDB: at least 30 degrees and at a distance of 28 Km (15 NM) or more

from the facility.

3. DR: tracks diverging by at least 45 degrees and at a distance of 28 Km (15 NM)

or more from the point of intersection of the tracks. This point being determined

either visually or by reference to a navigation aid.

When aircraft are operating on tracks which are separated by considerably more than the

foregoing minimum figures, states may reduce the distance at which lateral separation is

achieved.

5.4 Track separation between aircraft transitioning into airspace over the high seas. Byrequiring aircraft to fly on specified tracks which are separated by at least degrees and at a distance

of 28 Km (15 NM) or more from the same VOR provided that:

a) The aircraft tracks continue to diverge by at least 15 degrees until the appropriate

lateral separation minimum is established in airspace over the high seas and

b) It is possible to ensure, by means approved by the appropriate ATS authority, that

the aircraft have the navigation capability necessary to ensure accurate track

guidance.

5.5 Track separation between aircraft using different navigation aids or methods. Track

between aircraft using different navigation aids and area navigation (RNAV) equipment may be

achieved by requiring aircraft to fly on specified tracks which are determined by taking account of

navigational accuracy of the navigations aid and RNAV equipment used by each aircraft and where

the protection areas thus established for each track do not overlap.

Longitudinal Separation

Longitudinal separation application:

6.1 Longitudinal separation shall be applied so that the spacing between the estimated

positions of the aircraft being separated is never less than a prescribed minimum. Longitudinal

separation between aircraft following the same or diverging tracks may be maintained by

application of the Mach number technique, when so prescribed on the basis of regional air

navigation agreement.

6.2 Longitudinal separation shall be established by requiring aircraft to depart at a specified

time, to lose time to arrive over a geographical location at a specified time, or to hold over ageographical location until a specified time.

6.3 Longitudinal separation between supersonic aircraft during the transonic acceleration

and supersonic phases of flight should normally be established by appropriate timing of the start of

transonic acceleration rather than by the imposition of speed restrictions in supersonic flight.

6.4 For the purpose of application of longitudinal separation, the terms same track,

reciprocal tracks and crossing tracks shall have the following meanings:

a) Same track: same direction tracks and intersecting tracks or portions thereof, the

angular difference of which is less than 45 degrees or more than 315 degrees, and

whose protection areas overlap.

b) Reciprocal tracks: Opposite tracks and intersecting tracks or portions thereof, the

angular difference of which is more than 135 degrees but less than 225 degrees andwhose protection areas overlap.

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c) Crossing tracks: intersecting tracks or portions thereof other than those specified

in a) and b) above.

Longitudinal separation minima based on time:

6.5 Aircraft at the same cruising level:

Aircraft flying on the same track:

a) 15minutes orb) 10 minutes, if navigation aids permit frequent determination of position andspeed orc) 5 minutes in the following cases, provided that in each case the preceding

aircraft is maintaining a true airspeed of 37 Km/h (20kt) or more faster than the

succeeding aircraft:

i) Between aircraft that have departed from the same aerodromeii) Between en-route aircraft that have reported over the same exact reporting

point.

3. Explain the conditions for operating VFR/SPECIAL VFR flightsAns:

Visual flight rules (VFR Flights)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 useInstrument Flight Rules.

- Meteorological conditions that meet the minimum requirements for VFRflight are termed visual meteorological conditions (VMC).

- If they are not met, the conditions are considered instrument meteorologicalconditions (IMC), and a flight may only operate under IFR.

- VFR rules require a pilot to be able to see outside the cockpit, to control theaircraft'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

- 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

Class D & E Class F & G

Minimum

Altitude /

Height

Above 900 M AMSL (3000 ft

AMSL) Or

Above 900 M AMSL (1000 ft

AGL) whichever is higher

At and below 900 M AMSL

(3000 ft AMSL) Or

Above 900 M AMSL (1000

ft AGL) whichever is higher

Distance from

cloud1500 M horizontally and 300 M (1000 ft AMSL)

Clear of cloud and in sight

of the surface

Flightvisibility

8 KM at and above 3050M AMSL (10000 ft

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

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* 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.

VFR Rules- Except when a clearance is obtained from an air traffic control unit, VFR

flights shall not takeoff 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.

- 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 takeoff 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 openair assembly of

persons at a height less than 300M above the highest obstacle within a radius of 600M from the

aircraft.

Special VFRSpecial 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 flightunder 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.

a. 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.

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.

4. ( i)Describe the contents of FLIGHT PLANAns:

Flight plan: Specified information provided to air traffic services units, relative to an intended

flight or portion of a flight of an aircraft.

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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".

Contents of a Flight Plan

The ICAO FPL form shall be used for the purpose of completing a flight plan prior todeparture 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 informationIf 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

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

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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 - DMEE - DECCA

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 identificationtransmission

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.C: Sri Lanka - The country within the region.

BI: Bandaranaike International - the facility within the country.

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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:

- K

ae-2035-qb as

Documents

air traffic control

air traffic services

area control service

aerodrome control tower

area control centre

radar service

formation of aerodrome

prabhakaran ae