Meteorological/Met Report

Format: Station
Time
Wind: 060/20 (Incoming angle/speed in kts)
Clouds
Temp/Dew point: 44/5
QNH: 1013.25 hp
Trend: No change (valid for 2 hours)
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Zones of India
W MUMBAI  VA
E KOLKATA  VE


N DELHI  VI


S  CHENNAI


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VO

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Station Reporting
Format: Present position: ________
Time: _____
Flight Level: FL ____
Next Estimation: ______
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Types of Signals
Distress, Urgency, Direction Finding, Flight Safety, Meteorological,

Flight Regulation

 Distress Signal: Format: MAYDAY x3

(Crash Eminent Situation) Flight Name: _____
Reason: ______________
Position: _______
Flight Level: FL ____
Heading: ____

 Urgency Signal: Same format as Distress but starts with PAN-PAN x3

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 Pushback & Startup
Pilot: Nagpur Tower, VT-ABC, Stand 02, SCC, POB-__ , requesting pushback and
startup, Wx obtained.
Tower: VT-ABC, pushback and startup approved, call after pushback
Pilot: Pushback and startup approved, VT-ABC

SELCAL
SELCAL is Selective Calling System, which is used to relieve the pilot from the
effort of listening to radio all the time. It has a transmitter on the ground
which transmits the signal which is received by receiver on the plane. The
pilot is notified in the cockpit by a notification in the form of a chime and a
blue light. On getting notified, the pilot wears the headset and reports to the
calling station.
It only works from ground to air.
Works on HF band: 3 to 80 MHz
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ATIS
Automatic Terminal Information Service is a service which broadcasts the
METAR information of one station only at a specific frequency. A pilot can
enter the frequency and check the METAR report. Generally used for big
airports which cannot provide METAR info one by one to all airplanes due to
the large number of aircraft contacting simultaneously.
It operates of VHF (30 – 300 MHz)
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VOLMET
 Operates on HF (Long ranged).
 Gives weather reports of given station as well as nearby stations.
 Broadcast twice in 1 hour, at 5-minute intervals.
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ATIS VOLMET
 VHF.  HF.
 Long range.  Very long range.
  Clear Reception (No blind  Atmospheric disturbances (Has blind spots
spots). in between).
 Continuous.  Twice in 1 hour, at 5-minute intervals.
 Only specific station.  Specific station as well as nearby stations.
NOTAM (Notice To Airmen/Airmissions)
 Changes in aeronautical conditions which require timely notifications.
 Class II : Sufficiently advanced information available.
 Class I : Sufficiently advanced information not available.

 Series: A  Time of information provided > 2 hours.

B  Time of information provided < 2 hours.
C  For Domestic.
D  For Defense.
E  Very important. Only issued by DGCA.
 NOTAM Code: Q _ _ _ _ (First 2 dashes indicate facility, and next 2 indicate
status of facility)
 NOTAM: N  New
R  Replacing
C  Cancelling
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Flight Communication
i. Voice Communication  Between ATC and Pilot.
ii. Pointing  Marshallers and Lights.
iii. Text Message  CPDLC (Controller Pilot Data Link Communication)
 FMS/FMC  Flight Management System (Airbus) / Computer
(Boeing)
 CPDLC is an alternative to voice communication.
 If Pilot and ATC converse by CPDLC, the latter will be notified when
the former opens the text by a beep sound.
 CPDLC is a satellite communication and is used for international
long flights.
 In European countries, CPDLC is used in domestic as well as
international flights.

 Reasons why CPDLC is better than voice communication:

 Time saving, so more Aircrafts can be controlled.
 Accent problems are solved.
 Less human error.
  CPDLC is costly, so in INDIA its used only in international flights. It is
only available in Mumbai, Delhi, Kolkata and Chennai.
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 PIC is authorized by DGCA on the PLN.
 Flight Plan can be filed by:
 Online on the AAI website
 Submitting plan to ATC tower with hardcopy
 The time zone referred to in all aircraft is GMT/UTC.
 If wind direction is given as 090, it means that the wind is
coming from that direction. i.e., it will be headwind for
an aircraft at heading 090.
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Radio Communication
 Communication via radio waves (3 KHz – 300 GHz).
 In aviation we use HF (3000 – 4000 Nm) and VHF (200 Nm) bands.
 In aviation we use nautical miles, as degrees and minutes can be converted into
nautical miles which are present on charts.
 Modulation  Super imposition of voice message on carrier frequency.
 When we use VHF as a carrier, then it is known as VHF communication (Similarly for
HF).

Tele Communication
 Any distinct communication (Optical fiber, Telephone, …).
 Aeronautical Fixed Telecommunication Network
 It is the network through which all ATC’s are connected to each other through
landlines, broadband or radio waves.
 It is mandatory for all the ATC units to have landlines for backup.
 Pilot & ATC always use Radio communication for contact (Annex 10  Radio
Communication).
 Landline is abbreviated as LL.
RTR(A)  Radio Telephony Restricted (Aero mobile)
RT-GMDSS (Global Maritime Distress & Safety Services) – (For Marine)
 There are 4 divisions of services in aviation:
a) AMS: Aeronautical Mobile Services (For A/c)
b)AFS: Aeronautical Fixed Services (For ATC)
c) ANS: Aeronautical Navigation Services (VOR, NDB, ILS)
d)ABS: Aeronautical Broadcast Services (ATIS)
Latest version of ATIS  DATIS (Data link ATIS)
ATIS frequency for weather forecast  126.4
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 Types of Messages
RT Message (Priority Wise) ATFN Message (By ATC)
1 Distress  MAYDAY x3 SS
2 Urgency  PAN-PAN x3 DD
3 Direction Finding -
4 Flight Safety Messages FF
5 MET/NOTAM GG
6 Flight Regulatory KK

Flight Plan  Advanced notification given to ATC.

Emergency Frequency  121.5


Flight plan can be submitted anytime from 5 days prior to 1 hour prior of EOBT.


Flight Plan is valid from 15 minutes prior to 45 minutes after EOBT.



 EOBT – Estimated Off Block Time.



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Flight Plan
1. Filed Flight Plan (FPL)
2. Current Flight Plan (CPL) – FPL after it has been activated.
3. Repetitive Flight Plan (RPL) – Same flight plan is used 10 times consecutively.

ICAO – International Civil Aviation Organization (191 Countries).

In the time box of PLN, we write the EOBT.


Route can be written with the help of charts.



If delay > 45 minutes, request for revised ETD & will obtain fresh FIC & ADC


number from respective departments & no ATC.



Flight Information Region (FIR)

 FIRs within India: Delhi, Mumbai, Chennai and Kolkata.
 In FIR, FICs are present. These FICs have nodal offices.
 Nodal offices are responsible for handling flight planning activities in that area. (22
in India)
 FIC number is issued after submitting flight plan.
 After going to FIC, flight plan is submitted to MLU (Movement Liasoning Unit)
 Keeps separation between aircraft.
 In case of war, it is called Military Liasoning Unit.
 It issues ADC number.
 FIC number is issued at the same time as filing a flight plan.
 ADC (Air Defense Clearance)  No fixed time for issue.
 AIREP  Pilot reports to ATC (Position report, weather report)
 PIREP  Change in weather condition than forecasted condition.
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 Aircraft Registration
VT-ABC [VT is used by all Indian civil aircraft] [ABC is the Aircraft code]
 Defense Aircrafts start with code VU.
 Aircraft code can be a combination of any three letters (Except TTT, XXX, SOS, PAN).
 The registration code of aircraft is written on fuselage, tail, below wings and in the
cockpit.
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Aircraft Identification
 General Aircraft  Registration code is used for identification.
 Company Aircraft  ICAO code is used for a company aircraft, like Indigo.
 IATA – International Air Transport Association
 Responsible for Airfare, Air AIRLINE ICAO IATA RT Designation
transport, Connecting flights. Indigo IGO 6E I Fly
 Reporting on RT: ICAO Code Air India AIC AI Air India
followed by Flight number. Spice Jet SEJ SG Spice jet
 Flight no.: It is provided by DGCA Go Air GOW GE Go Air
and is fixed for a particular routed Vistara VTI UK Vistara
destination (AB), at a particular Akasa Air AAJ QP Akasa Air
time, irrespective of aircraft number Air Asia IAD I5 Red Knight
and company.
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Flight Rules
1. VFR (Visual Flight Rules): Visibility  5km (below FL 100), 8km (FL 100 to FL 150).
2. IFR (Instrument Flight Rules):  No visibility requirements
Pilot should have instrument rating
Aircraft approved for instrument flying

 In PLN, V  Full VFR Flight Types of Flight, S  Scheduled

Flight
I  Full IFR Flight N  Unscheduled
Flight
Y  IFR then VFR G  General Flight
Z  VFR then IFR M  Military Flight
X  Any other
(Experimental)
Wake Turbulence
 Turbulence created due to the lift of the aircraft. [Wake turbulence ∝ MTOW ∝ Lift]
 Types: L  Light < 7000kg
M  Medium 7000 – 136,000kg
H  Heavy 136,000 – 560,000kg
J  Jumbo/Superheavy > 560,000kg [A380 only]
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Equipment
 S (Standard)  All Nav (VOR) / Comm. (VHF, RT) / Approach (ILS) all
available.
 N (Non-Standard)  All equipment not available.
 VOR  O ILS L
 DME  D VHF V
 ADF  F Mode C  C
 GPS G Mode S  S
 (Method) Ex: ODFL/C
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Departure/Destination/Alternate Aerodrome
 Aerodrome  It is the area on the surface of Earth or water having an Apron, Taxiway
and Runway only.
 Airport  It is an aerodrome with passenger facilities, terminal buildings,
maintenance facilities, customs.
 For a pilot there is no difference, these differences are applicable only to passengers.
 An airport is known by its name, ICAO code and IATA code.
ICAO code of Delhi (Palam) airport is – VIDP
‘V’ is the AFSRA code ‘I’ represents the Country/State/FIR ‘DP’ is the
Station code
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Aeronautical Fixed Service Routing Area (AFSRA)

 There are 22 AFSRA regions in the whole world.
 Each region has been given a letter.
 All airports under that region will have an ICAO code starting with that letter.
 Ex: USA K E-W Asia V
Canada  C Middle East  O
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Station Code
 It is very similar to the Nav Aid codes of the aerodrome.
 Individually, 3rd letter  Name of the City
4th letter  Information Center
Ex: Delhi has airports in Palam (VIDP) & Safdarjung (VIDD)
 Small airstrips are not recognized by ICAO so, their ICAO code is ZZZZ.
 Hence, for location, we have to write its coordinates or some information, in point no.
18, other info.

Cruising Speed
 In general aviation, we use either NM/hr N Km/hr  K
 In military, we also use Mach no.  M
 For example, if we choose 300NM/hr as cruising N 0 3 0 0 speed, we
write
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Level
 We can write level in terms of either Altitude or Flight Level.
 Altitude  A  A050 or A100
 Flight level  F  F150
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Total Estimated Elapsed Time (TEET)

 The total flying time of the flight is known as its TEET.
 Endurance: The total time the fuel will go on. [E = FF/FC]
 Endurance should always be greater than TEET.
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Other Information
 If you are one of the following, we have to write in pt. 18 and for the following, the
ATC will give you priority or expedite you (Fast taxi, quick takeoff, etc....).
 Human organs on board
 SELCAL codes
 VVIP / Foreign dignitaries on board.
 Any rescue flight / SAR
 Air Ambulance
 Now, extra info, not asked on RT in real flight, just for search & rescue in case of
crash.
a) POB: We may not know POB when PLN is filled, so we can write TBN (To Be
Notified).
We have to notify ATC before startup.
b)Emergency Radio: UHF  406 MHz
VHF  121.5 MHz
 ELT: Emergency Location Transmitter activates when A/c crashes or
when pilot activates it. It sends signals to satellite which is
directed to ATC at UHF.
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Prohibited Area, Restricted Area, Danger Area
 Prohibited Area: Area that is not to be entered in any case. If entered by mistake,
then land at nearest aerodrome, with MAYDAY call.
 Ex: VAP 10 [‘VA’ – Mumbai FIR, ‘P’ – Prohibited]

 Restricted Area: Can be entered but by getting permission from ATC & by following
restrictions.
 Ex: VIR 15 [‘VI’ – Delhi FIR, ‘R’ – Restricted, ‘15’ – 15th Rest. Area of
Delhi]

 Danger Area: Military exercise and can enter without permission but by exercising
caution.
 Ex: VAD 17 [‘VA’ – Mumbai FIR, ‘D’ – Danger, ‘17’ – 17th Danger.
Area of Mumbai]

ATS Route
 It is represented by a straight black line.
 A radial can travel for 200NM. For further reference, we need more VORs because
VOR work on radial. For bigger distances, construction of VOR isn’t feasible. So, a
new technique (GNSS) is being used.
 Types of ATS routes: 1) International Non-RNAV  A, B, G, R
2) International RNAV  L, M, N, P
3) Domestic Non-RNAV W, V, H, J
4) Domestic RNAV Q, T, Y
 In domestic routes, direction suffix is added.


 In international, arrows are marked to avoid confusion.

 It is not actually a straight line, but a corridor with width for 5NM (RNAV) and
10NM (Non-RNAV).
 It is equipped with Nav Aids (Ground / Satellite).
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Global Navigation Satellite System (GNSS)

 It is a type which was used by the help of satellites to connect radial which shows
shortest path.
 RNAV routes  based on GNSS
 Non-RNAV routes  based of Ground Nav Aids / VOR
 Routes are also classified as Domestic & International.
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Controlled Airport
 An airport is called a controlled airport which has at least 1 Ground Nav Aid & ATC
Tower.
 The frequencies written with the VOR name means ATC services are present at that
VOR.
 Ex: Ground, Tower, Approach, Area Control, DATIS
 MOCA (Ministry of Civil Aviation)  AAI (Airport Authority of India)  ATS (Air
Traffic Services)
 ATS includes:
 Alerting Services: These services are available for an identified A/c which has
filed a PLN or was in contact with ATC. It is for Search & Rescue.
 Flight Info Services: Services to provide information in uncontrolled areas.
 Advisory Services: When the ATC is providing some instructions but, in his
message, “You are advised to …”. It is in the hands of PIC to comply or not.

ATC Services
1) Surface Movement Control:
 The jurisdiction of Ground is from Apron to Hold short of Active Runway.
 An aircraft cannot pass the hold short line without permission of ATC.
 If an A/c is using the glide slope frequency & the hold short line coincides with
the threshold, then the A/c would block the waves. So, the ATC stops the A/c
before.
 This area where A/c is stopped is called ILS critical area.
 If Tower is suspended due to some difficulties, then Ground helps the pilot in
Departure & other instructions which the Tower generally gives. The Ground
and Tower Controller both sit together on the ATC Tower.

2) Tower / Aerodrome Controller:

 Tower jurisdiction is from Holding point of Runway to its CTR, or from Apron
itself, in the absence of SMC.
 The first dotted circle (Blue) over the Nav Aid represents the area under the
tower.
  Its horizontal dimension can be found out by radius given on the edge of the
dotted circle and vertical limit is given in the circle.
 Upper limit is 5000 ft
 Lower limit is Ground Level


3) Approach:
 Second dotted line above 1st dotted circle. The line can be a circle, polygon,
zigzag, or broken.
 The upper limit of APP cannot be FL460 because it is an intermediate between
Tower and Control.
 The upper limit of Tower is the lower limit for Approach.
 The lower limit of Area control is the upper limit of Approach.

4) Area Control Center:

 The Solid blue colored line near the control marks the horizontal limit of the
control center.
 The area under ACC is called TMA.
 If any limit of TMA is given inside Approach area, we must disregard it.
 The upper limit of ACC is to be considered as FL460 if not mentioned.
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Semi Circular Rule
 Easterly Track (Heading from 000 to 179) Westerly Track (Heading from 180 to
359)
 Easterly A/c go on Odd FL Westerly A/c go on Even FL
 Minimum Flight Level is FL50.
 It reduces the chance of head on collision.

 From FL50 to FL150, both IFR and VFR flights can fly. So, to avoid parallel collisions,
exclusive Flight Levels are given to VFR and at those levels IFR cannot fly.
 Exclusive FLs: Odd  55, 75, 95, 115, 135
Even  65, 85, 105, 125, 145
 At other FL, VFR can fly too. It is not IFR exclusive.
 If an A/c is flying at exclusive FL cannot climb or descend to non-exclusive FL. i.e., an
A/c flying on FL 55 cannot climb to FL70. It must climb to FL75. Similarly for a VFR
A/c on non-exclusive level.

ATC Services in Uncontrolled Areas (Areas outside CTR,

CTA, TMA)
1) FIS (Defense Control):
 If you are flying in an uncontrolled area, then FIS or Defense Control are highest
priority in contacting someone.
 If FIS or Defense Control frequency are given, they will be in Note 2.
 At a time, either FIS or Defense, only one is provided.
  If neither are given to us, then comes ATC available overhead.

2) ATC available overhead:

 The ATC available right above your FL vertically comes 2nd in priority of ATC in
uncontrolled airspace. Contact with ATC always good, and it is important
because if a flight in controlled are descends and ATC doesn’t know that you are
there, then it may result in collision.
 So, report to ATC about your position.
 In the absence of both the above facilities, we contact the next enroute ATC.

3) Next Enroute ATC:

 Next available ATC on your level. Neither up, nor down.
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 Aerodrome Traffic: All the A/c in the taxiway, runway and in vicinity of aerodrome
come under traffic (3 – 5 NM, <5000 ft).
 Aerodrome Traffic Zone: The defined area made to protect aerodrome traffic is called
the ATZ.
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 Guwahati is a Sub FIR under Kolkata FIR, which was made for the purpose of Search
& Rescue. (Naxal)

 A new ATC type, started from Chennai gives the control of upper areas to the FIR
control.
 UTA  Upper Control Area. To be transmitted as ‘control’.
 In Chennai, UTA / Chennai FIR for full area of Chennai FIR (FL255 – 460)
is under UTA.
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Transmission
 Every Transmission involves the following 4 things: Whom are you calling?
Who are you?
Where are you?
What do you want?

Transmitting Techniques
 The rate of speech should not exceed 100 wpm. Speak each word clearly and
distinctly.
 Whenever ATC calls you, you need to respond within 5 seconds.
 Never say ‘to’ & ‘fro’ in any conversation before a number as it can sound like
numerals.
 Use aviation phrases & phonetics as & when required.
 Keep the mic on the upper lip or away from the mouth to avoid interference.
 Call out your frequency in use on initial contact to ATC.
 If your A/c Is in wake turbulence category H or J, then you have to report it just after
your callsign.
 If you are passing through clouds/rain/rough weather, then use the word IMC just
after callsign.
 Only possible in IFR because of less visibility.

Checks
1)Radio Checks:
 This radio check must be obtained from the first ATC available and before
startup
 Questions: (i) Obtain Radio check
(ii) While radio check, message by ATC not understood.
(iii) While radio check, you found frequency intermittent. Give your
response.
(iv) While radio check, you experience difficulty in transmission.

2)Time Check:
 It must be obtained in Hours and minutes only. [0330  Zero Three Three
Zero]
 Correction of ±30 seconds is allowed.
 Time should be in UTC format & 24-hour clock.
 Must be obtained before commencement of taxi.
 From 1st ATC available or from any other station or A/c that has obtained time
check.
 If seconds 31 – 59  Round up
01 – 29  Round down
30 seconds  Let it be pronounced as (time) and half.
 Questions: (i) Time check at 10:29:35 (IST)  0500 UTC
(ii) You monitored AI889 on taxiway, obtain time check 02:20:30
(IST)
 Contact AI889, time check  2050 and half

3)Pushback and Startup:

 Permission to start the engines.
 At controlled airfields, we cannot start the engine without the permission of
ATC.
 Rules:
i. Before asking for startup, the security check should be completed for all
POB.
ii. All the doors must be closed, and the aerobridge / staircase must be
separated before the startup.
iii. Call 1st ATC for startup.
iv. If ATC uses abbreviation for your callsign, then further you will use
abbreviation also.
  Types of Questions:
i. Normal Startup:
 Aurangabad Tower, AI889, Stand 02, SCC, POB-100, Req S/U, weather
obtained.
ii. If in PLN, in other information (pt. 18) Organs/VVIP/etc. on board, priority
S/U:
 Delhi Gd, Ifly666, Stand 02, SCC, POB-100, Req priority S/U due
human organs on board, Info B.
iii. If ATC reads back incorrect callsign, then:
 P  Delhi Gd, VT-ABC, Stand 02, SCC, POB-100, Request S/U, Info C.
 A  VT-BAC, Delhi Gd, S/U approved.
 P  Caution, S/U approved for VT-ABC or VT-BAC.
iv. If there is any correction:
 P  AAE Twr, SG135, Stand 02, SCC, POB-100, Req S/U, Info E.
 A  SG135, AAE Twr, FIC & ADC no. expired.
 P  Will obtain fresh FIC & ADC no., revised ETD 1130, SG135.
 P  AAE Twr, SG135, fresh FIC no. Z306, ADC no. A450, Req. S/U.
 A  SG135, AAE Twr, S/U approved.
 P  S/U approved,, SG135.
v. In case of security reasons, disembark passenger with valid reasons:
 Delhi Gd, SG135, Stand 02, Req security to disembark 2 passengers
fighting then S/U.
vi. Security Check Lapse:
 Delhi Gd, VT-ZAC, Stand 02, there has been lapse in security check,
request vehicle to offboard passengers.
 Brief your passengers about the delay
 Ladies & Gentlemen, this is your captain speaking. We are expecting delay
for 20 minutes…
 “Disregard”  Ignore last transmission.
 If ATC cleared you for S/U but marshaller shows thumbs down. Take action.
 Cancel S/U [Delhi Gd], due Marshaller showing thumbs down.

4)Taxi:
 If you want to use full length of runway, then notify your ATC prior to
commencement of taxi.
 Taxi is the route from Apron to Runway.
 Contact 1st ATC available, mention if you want full length of runway, else you
will get short part.

5)Departure / Take off:

 Departure is the procedure & even starts from Apron.
 Take off is when you release brakes & apply required amount of thrust (It is till
1500 ft).
 Case 1: On taxiway A, ATC informs you that firemen are on strike/engaged.
Take necessary action.
 Stop operations. Cancel departure.
  Case 2: On taxiway D, stowaway reported. (Illegal passenger on board)
 Cancel departure due stowaway.
 Case 3: On taxiway, AC informs you that bad weather is approaching Delhi.
 Cancel departure due ___ , request taxi to apron.
 Case 4: Approaching hold short of Runway.
 Contact Tower.
 Case 5: Cleared for lineup.
 Permission for departure.
 Case 6: Cancel takeoff due to reasons like engine malfunction or animal on
runway.
 Cancel takeoff.
 Case 7: After takeoff, birds on takeoff roll. After clearance, takeoff width is given
of 15° each side.
 Deviating 15° left due birds on takeoff path.
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Circuital Landing
 Take off & landing at the same place, one or more number of times continuously.
 If there isn’t enough separation between aircraft,
 To create separation, 360° turn right.
 If an A/c is behind too, extend downwind and take a longer route to create
separation.

ATC / Route / Enroute Clearance

 If you are departing from controlled airfields, even after getting FIC & ADC number,
we need to ask for ATC clearance.
 Always obtained from Tower. Can take clearance at any time before departure, in
aircraft.
 Clearance Delivery: For giving clearance only at busy airports. To be transmitted as
‘Delivery’. Available in Note 2 of exam.
Standard Instrument Departure [SID]
 Whenever you ask for ATC clearance, instead of getting clearance instructions, ATC
gives you SID number which is a standard procedure given in SID charts for every
route, runway.
 If you put the SID in FMS, aircraft will automatically follow route and follow
procedures given in SID.
 MSA – Minimum Safe / Sector Altitude
 Whenever you want to join any ATS route, it should be at any designated point, so that
you have a reference point.
 VHF Communication Band  118 to 137 MHz.
 Spacing (Before)  25 KHz  760 Stations
 Spacing (Now)  25/3 KHz  2780 Stations
 VHF Range = 1.25 √[Link] + 1. 25√[Link]
 If departure ATC can’t give you clearance due to ATC-to-ATC communication failure,
you can climb to border FL and contact the next overhead ATC, tell your PLN, & get
clearance and then give your report back to departure ATC below.
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Position Report
 On reaching designated points or on request by ATC.
 Format: (i) ATC (v) Route radial
(ii) Callsign (vi) FL passing
(iii) Present position (vii) Estimate of next 2 stations
(iv) Time  If next is destination, then give ETA
 ETA (IFR)  When overhead Nav aid [ETA BBB 1130]
 ETA (VFR)  When overhead Airfield [ETA Mumbai 1130]
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Wind Shear
 Sudden change in wind speed and direction.
 Dangerous if occurring at lower levels (Take off or Approach path).
 If any time before departure, you get info about wind shear activity on Runway 
Cancel Departure.
 Report of Windshear to ATC:
(i) ATC callsign (iv) Time of occurrence
(ii) Your callsign (v) Intensity of WS [L/M/H]
(iii) WS report (vi) Level of occurrence
 MAP – Missed Approach Procedure (Procedure to follow if landing is missed)
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Weather Deviation
 For any weather deviation question, first read out the next question then plan for
reroute.
 Cumulonimbus (CB): Deviation develops in vertical direction, so we deviate left/right,
opposite to the direction in which the CB is moving.
 Turbulence: It is in layers and can be avoided by changing FL accordingly.
 The minimum separation between A/c and CB should be 5NM. It will depend on the
radius of CB and direction CB.

 Case 1: In contact with ATC and ATS route is available to reroute.

 If many routes are available, we will choose the one with minimum deviation.
 Format: Delhi ACC, AI889, psn BUKLO 1010, A474, FL350, will alter course
from present psn due weather ahead, will reroute via B209 AKTIV
W15, rejoin at OSRAM, est SG 1020, AKTIV 1030. Revised ETA BBB
 1115, TEET 0200, Endurance 0300, TAS 400kts. Request
clearance.
 If direction change Easterly ↔ Westerly, change FL & say FL at that point.

 Case 2: In contact with ATC but ATS route not available to reroute.
 Delhi ACC, AI889, psn BUKLO 1010, A474, FL350, deviating 15NM right of
ATS route due weather ahead. Will fly offset till clear of weather, then will
RNN at OSRAM.

 Case 3: ATC frequency is heavily occupied.

 Start your message with PAN-PAN x3 to get priority, and then proceed with
normal format.

 Case 4: If ATC not in contact.

We will deviate same as in case 2, but we will
change FL as follows to prevent


collision/congestion due to absence of ATC.

Conditions for this rule:
(i) RVSM [FL 290 – 410]


(ii) Weather ahead, no ATC in contact.

(All station)x2, in vey of IDASO, AI889 on
121.5, psn IDASO, P&^!, FL350, deviating


right 15 NM from P761 due weather ahead.

Reroute … … . All external lights & TCAS on,
keep look out.

 Broadcasting Message Conditions:

 The message is for everyone available on that frequency.
 No response is expected from receiver end.

 Important Notes:
 If any airspace has been closed, it must be considered as CB only.
 If in reroute, there is an intersection of routes, then we must report estimate of
intersection also. To decrease workload of ATC of calculations.
 Without permission of ATC, we cannot change FL.
 If any airspace has been closed & vertical separation is applicable in closed
airspace then instead of deviating, we can change FL to avoid.
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Conventional Vertical Separation Minima [CVSM]

 FL 50-280  Same direction separation is 2000’, Opposite direction separation is
1000’.
 Above FL 290  Same direction separation is 4000’, Opposite direction separation is
2000’.
 Above FL280, Altimeter reading is considered to be unreliable. And above FL280,
CVSM had a rule of minimum separation of 2000’ in any direction. So, a lot of airspace
was unused.

Reduced Vertical Separation Minima [RVSM]

 To reduce errors of altimeter and for optimum use of airspace due to the increment in
aviation industry.
 So, now we can consider RVSM and can fly with a separation of only 1000’.
 Above FL 410, errors increase more, so we follow CVSM above FL 410. (Usually only
charters)
 If we fly above FL290 but don’t have the equipment, we will follow CVSM. The ATC will
clear & give you separation of 2000’ but this causes wastage of airspace. So, RVSM A/c
are given priority.
 List of Equipment for RVSM:
 Modes S/C Transponder: It gives all your information to the ATC.
 Autopilot: It maintains FL.
 2 Independent Altimeters: Difference in reading should be less than
200’.
 Altitude Alerting Device
 TCAS/ACAS: It alerts the cockpit if any A/c comes nearby.
TCAS level II (min) to have TA & RA (Traffic/Resolution
Advisory)

 Severe Turbulence is always a PAN-PAN call. [Disengage auto pilot and leave RVSM]
 We must suspend RVSM if any equipment fails, severe turbulence or altimeter
difference > 200’.
 Descend to highest Non-RVSM level as per semicircular rule.
 Phrases: (i) Unable RVSM due Equipment.
(ii) Unable RVSM due Turbulence.
(iii) If equipment is operational again, “Ready to resume RVSM”.

 No ATC, RVSM cancel due failure:

 Deviate to the side where there is less congestion of ATS route.
 We will fly offset till equipment is operational or ATC comes in contact.
 (All station)x2, in vicinity of BUKLO, VT-ASM on 121.5, psn BUKLO, B209, FL310,
deviating 90° rt of ATS route, will maintain FL 310 till 10NM then will fly offset at
15NM, FL315. All external lights & TCAS on, keep a lookout.

 Turbulence but no ATC:

 Weather deviation procedure + descend to highest non-RVSM level.
 (All station)x2, in vey of BUKLO, AI889 on 121.5, psn BUKLO, FL310, dev 90° rt of
ATS route due turbulence. Will maintain FL310 till 100NM, then will descend to
FL270, will continue offset at 15NM, TAS 300kts. All external lights & TCAS on.
Keep a lookout.
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Radio Communication Failure

 When the station of our interest is not responding, we consider it as RCF.

 Case 1: Not in line of sight / Not in Range:

Priority: Try to contact current ATC.
If that is not possible, contact the next enroute ATC.


If callsign of other A/c is given, we are monitoring it on the same ATC, request


relay message.


 We will not move to the next ATC until the question says ATC is not responding
or examiner is not responding even when you ask, “How do you read?”.

 Case 2: Receiver Failure (Transmission is blind)

a) RCF on ground:
 VMC: Day  Zigzag, follow ATC light gun signals.
Night  On & Off: Landing / Taxi / Nav lights
 IMC: Try to contact on landline (LL).
If LL isn’t available, reach the last clearance and wait.

b) RCF while climbing:

 VMC: Day  Rock wings, follow light gun signals.
Night  On & Off Nav/Landing lights.
 IMC: First Squawk code, then fly till assigned level and maintain level and
speed for 7 minutes in radar environment or 20 minutes in non-radar
environment.
Then climb to CFL (FPL) and RNN.
If MEL (Minimum Enroute Level) > Cleared Level, then climb to MEL
and follow 7 min procedure.

c) RCF while cruising:

 Delhi ACC, AI809, Transmitting blind due receiver failure, psn BUKLO 1200
W20, FL250, est IBANI 1210, OSRAM 1220. Will transmit again at IBANI
1210. I say again (repeat whole)

d) RCF while descending to land:

 Continue at last cleared level till overhead destination & report & est hold. At
EAT/ETA (whichever is greater), start descending in hold till Initial Approach
Altitude. Then carry out ILS or VOR approach.
 Until communication restored / back to normal is given in question or the
examiner calls you or you monitor it, continue as RCF.

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 Approach
 Aerodrome elevation  Elevation of highest point of landing are from MSL.
 Runway elevation  Elevation of runway from MSL, might be different on opposite
sides.

 VOR Approach:
 IAF (Indian Approach Fix)  From this point, approach starts. FPL terminates 2
NM from the arc.
 LR (Leading Radial)  Last radial till which we follow are, then start
final approach course.
 MDA (Min. Descend Alt.)  Till this altitude, we can descend without visual of
runway.

 ILS Approach:
 Instruments used are Localizer, Glide slope and Marker beacons.
 DA (Decision Altitude)  Minimum altitude for runway visual, if not visual, then
Go Around.

Pilot ATC
BBB Twr, VT-ACW, psn IAF, R-219, FL50, TL for arc 15DME leaving Roger
FL50 for Alt. 3700 for ILS/VOR approach, Rwy 14.
BBB Twr, VT-ACW, established 15 DME arc, A3700’. Roger
BBB Twr, VT-ACW, Xing LR-308, TR to intercept final approach Roger
course.
Leaving A3700 for A2000.
BBB Twr, VT-ACW, reporting FAF 2600’, intercepted localizer & glide Roger
slope / FAC desc to DA/MDA.
BBB Twr, VT-ACW, approaching DA, Rwy in sight, request clear to Clr to land Rwy
land. 14.
 Missed Approach Procedure
 P  Initiating MAP, climbing straight ahead to A2600, VT-ACW.
 A  Roger
 P  BBB Twr, VT_ACW, A2600, climb TL to join VOR.
 P  BBB Twr, VT-ACW, Holding over VOR, A3700, Request further
instructions.
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Airprox
 Incident of A/c in air & its report on radio (Proximity in Air).
 If on ground an incident happens, normally report to tower as given in question.
 Delhi Gd, AI809, psn int P1, Jet Airways A/c crossed taxiway from left to right very
closely. We applied hard brakes to save the situation. Demand full investigation.

 Types of Airprox:
a) Airprox risk of collision: If another A/c crossed you at distance less than 5 NM.
 b)Airprox safety not assured: If another A/c is not maintaining required minimum
separation or crossed between 5 NM and safety minimum separation.
 Separation between aircrafts on same VOR: 15° / 15NM or 28NM.

 P - AAE ACC, Ifly 280, Airbus, VMC, Airprox risk of collision. Time of incidence
0900, One IAF fighter crossed our FL at 5NM climb Easterly, psn PRA,
A474, FL320, TAS 300kts.
A – Roger Airprox.
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Microburst [MB]
 Strong downdrafts, Heavy rain.
 Delhi Twr, AI899, experienced downdraft, strong downdraft, heavy rain, lightning,
thunderstorm, lost height 500’, visibility reduced 50m on approach path Rwy 14 at 2
miles, level 1000’.
Landing is difficult, initiating GA & MAP. Deviating 15° L/R to avoid MB (T/o Path).
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Diversion to Alternate
 DPN  BBB, A474, FL320, alternate VAAU, over PRA, ATC informs you about closure
of BBB airport.
 Divert to AAE/QQZ/IID (Aurangabad / Vadodara / Indore). No need to go till BBB
and then to AAU.
 Mumbai ACC, VT-ABC, psn AKTIV 1200, A474, FL320, diverting to alternate AAU due
Rwy not available at BBB via BBB G450, FL310, est BBB 1210, OPAKA 1220, ETA AAU
1230, TEET 0300, Endurance 0400, TAS 400kts, request clearance.

 Causes to Divert:
 Destination aerodrome closed due to any reason.
 Destination Runway not available.
 LVP (Low Visibility Procedures) has been enforced at destination.
 FFS (Fire Fighting Services) not available / busy / on strike at
destination.
 Visibility given below AOM (Aerodrome Operating Minima) at
destination.
 Reach fuel limits of holding & destination Runway not available.

 If Note 2: VAR34 is closed till FL300, then use area at AKTIV, divert DCT AAU.
Situation Calls
1)Reciprocal Traffic:
 If any information about reciprocal traffic is given, we are not supposed to cross
the level of traffic.
  Call:  DPN APP, AI899, passing FL100 for FL250, will climb & maintain FL190
due reciprocal traffic at FL200.
 (Clear of Traffic)
 DPN ACC, AI899, maintaining FL190 due reciprocal traffic. Traffic in
sight, clear of each other, Request further climb to FL250.
 Similar for descend or if instead of FL or time is given.

2)Rate of Climb/Descend:
 Passing FL110, for 330, on restricted ROC (500 ft/min). Now, you want to climb
at 700ft/min, but there is an A/c ahead of you.
  DPN ACC, Ifly 666, passingFL110 for FL330. Maintaining ROC-500’/min.
Request to increase ROC to 700’/min.
 Ifly 666, DPN ACC, traffic ahead 9W169 Not in contact.
 Will contact Jet Airways 169, IFly 666.

 Case 1:
 JA169, IFly 666, request you increase ROC 700’/min.
 IFly 666, JA169, increasing ROC 700’/min.
 Increasing ROC 700’/min, IFly 666
 DPN ACC, IFly 666, +ve ctc with JA169, increasing ROC 700’/min.

 Case 2:
 JA169, IFly 666, request you increase ROC 700’/min.
 IFly 666, JA169, unable to increase ROC due A/c heavy.
 DPN ACC, IFly 666, +ve ctc with JA169, unable increase ROC to 700’/min due
A/c heavy, will maintain ROC 500’/min.

3)Converging Traffic:
 You are approaching int P11 on Twy B, you sighted other A/c on your right,
opposite same int.
 Delhi Gd, Ifly666, approaching int P1, stopping slowly, will give way to A/c on
right.
 Always in any intersection, the A/c on your right is given way because of “Right of
Way”.
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Descend Report
 Position report + Estimations + Request descend.
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Security Call
 Used when another is in danger.
 Call: “Security” x3
 Natural calamity that doesn’t affect your A/c, like Tsunami, Earthquake, Volcanic
activity, Locusts, …
 Security x3, BBB ACC, VT-ABC sighted Tsunami, inform all fishermen and concerned
authorities, 15 NM from BBB airport.