ATC and Airmanship

FIS BOOK 4
INDEX
ATC AND AIRMANSHIP
Page
Chapter Title
No.
1. Definitions 295
2. Airfield Layout and Facilities 307
3. Aerodrome Markings 313
4. Air Traffic Services and ATS Units 319
5. Rules of the Air (General) 329
6. RT Procedures and Phraseology 337
7. Diversion and Responsibility of Captain 339
8. Distress Communication 341
9. Forced Landing 351
10. Airfield Lighting System 355
11. Escape/Evasion and Survival 365
12. Crash Fire Fighting 387
13. Air Defence Clearance 391
14. Air Traffic Control Services 399
15. Flight Planning 403
295
CHAPTER 1
DEFINITIONS
Terms and Definitions
1. Advisory Area. It is a designated area within a flight information region where air traffic
advisory service is available.
2. Advisory Route. It is a route within a flight information region along which a traffic advisory
service is available.
Note. Air traffic control service provides a much more complete service than air traffic advisory
service. Advisory areas and routes are therefore not established within controlled airspace, but air
traffic advisory service may be provided below and above control areas.
3. Aerodrome. A defined area on land or water including any buildings, installations and
equipment intended to be used either wholly or in part for the arrival, departure and movement of ac.
4. Aerodrome Reference Point (ARP). It is a designated geographical location of an

aerodrome, normally taken as the geometrical centre of the runways or runway in the case of a single
runway aerodrome. The ARP is defined in degrees, minutes and seconds of latitude and longitude.
5. Aerodrome Traffic Zone. The airspace extending from an aerodrome to a height of 2000 ft
above the level of the aerodrome and within a distance of 1 ½ nm of its boundaries; except any part of
that airspace which is within the aerodrome traffic zone of another aerodrome which is notified as
being the controlling aerodrome is called the Aerodrome Traffic Zone.
6. Aircraft Approach Limitation. The AAL is the lowest height above touchdown point to
which a particular type (or mark) of ac may descend on instruments using a specified runway
approach aid. From which height a pilot, after transferring from instrument to visual reference, can be
expected to recover the ac to the runway centre-line and make a safe landing on the runway, or
execute a safe missed approach procedure. The AAL does not take into account local terrain or
obstructions.
7. Aircraft Classification Number (ACN). The ACN is a number expressing the relative effect
of an ac load on a pavement for specified sub-grade strength.
8. Air Defence Identification Zone. Airspace of defined dimensions within which the ready
identification, location and control of ac is required.
FIS Book 4: ATC and Airmanship 296
9. Air Report. It is a report passed during the course of a flight in conformity with
requirements for position, operational, or meteorological reporting in the AIREP or POMAR forms.
10. Air Route. The navigable airspace between two points, identified to the extent necessary
for the application of flight rules.
11. Air Route Surveillance Radar. It is a long range radar which increases the capability of
ATC for handling heavy en-route traffic.
12. Air Surveillance Radar. Radar providing position of ac by azimuth and range data without
elevation data.
13. Air Traffic Advisory Service. Service provided to ensure separation in-so-far as possible
between ac which are operating on an IFR flight plan, outside control areas but within advisory routes
or advisory areas.
14. Air Traffic Control Centre. An organisation established to provide:
(a) Air traffic control within a control area (where established).

(b) Flight information service within a flight information region.
(c) Alerting service for search and rescue within its flight information region.
15. Air Traffic Control Clearance. Authorisation for an aircraft to proceed under conditions
specified by an air traffic control unit.
16. Air Traffic Control Services. A service provided for the purpose of:
(a) Preventing collisions between ac in the air, and on the manoeuvring area
between a/c and obstructions.
(b) Expediting and maintaining an orderly flow of traffic. Air Traffic Control Services
are provided by licensed Air Traffic Controllers. The call sign suffixes, TOWER,
APPROACH, GROUND, DIRECTOR, ZONE, and RADAR are used as
appropriate.
17. Air Traffic Service (ATS). A generic term meaning variously, flight information service,
alerting service, air traffic advisory service, air traffic control service, area control service, approach
control service or aerodrome control service.
18. Airway. A control area or portion thereof established in the form of a corridor equipped with
radio navigational aids.
297 Definitions
19. Alerting Service. A service provided to notify appropriate organizations regarding ac in

need of search and rescue aid, and assist such organizations as required.
20. Alternate Aerodrome. An aerodrome specified in the flight plan to which a flight may
proceed when it becomes inadvisable to land at the aerodrome of intended landing.
Note. An alternate aerodrome may be the aerodrome of departure.
21. Altitude. The vertical distance of a level, a point or object considered as a point measured
from mean sea level (MSL).
22. Approach Control. A term used to indicate an air traffic control unit providing approach
control service.
23. Area Control Centre. A unit established to provide air traffic control service to controlled
flights in control area under its jurisdiction.
24. ATS Route. A specified route designated for channelling the flow of traffic necessary for the
provision of air traffic services.
Note. The term ATS route is used to mean variously, airway, advisory route, controlled or
uncontrolled route, arrival or departure route, etc.
25. Automatic Terminal Information Service (ATIS). The provision of current, routine
information to arriving and departing aircraft by means of continuous and repetitive broadcast
throughout the day or specified portion of the day. The transmissions contain weather, QNH, runway
is use and any other relevant information.
26. Ceiling. The height above ground or water of the base of the lowest layer of cloud below
6,000 meters (20,000’) covering more than half the sky.
27. Circling Approach. An approach during which an ac manoeuvres, outside of the 30° arc of
the centreline of the active runway, in order to achieve a suitable position from which it can continue
with a visual approach.
28. Circling Approach Minimum. The circling approach MDH is the lowest authorised height
at which a circle-to-land manoeuvre may be carried out following an instrument approach.
29. Clearance Limit. The point to which an ac is granted an air traffic control.
30. Clearway. A defined rectangular area on the ground or water under the control of the
Appropriate Authority selected or prepared as a suitable area over which an ac may make a portion of
its initial climb to a specified height. A clearway should extend laterally to a distance of at least 250 ft
on each side of the extended centreline of the runway.
31. Control Area. A controlled airspace of defined horizontal dimensions extending upwards
from a specified height above the surface of the earth to unlimited unless otherwise indicated.
32. Controlled Airspace. A defined airspace in which air traffic control service is provided to
aerodrome traffic.
33. Controlled Aerodrome. An aerodrome at which air traffic control service is provided to
aerodrome traffic.
Note. The term controlled aerodrome indicates that air traffic control service is provided to
aerodrome traffic but does not necessarily imply that a control zone exists, since a control zone is
required at aerodromes where air traffic control service will be provided to IFR flights, but not at
aerodromes where it will be provided only to VFR flights.
34. Control Zone. A controlled airspace extending upwards from the surface of the earth.
35. Co-ordinate Universal Time (UTC). A combination of International Atomic and Universal
Time, which is replacing GMT as the accepted international standard. It is always within 0.5 seconds
of Universal Time.
36. Current Flight Plan. The flight plan, including changes, if any brought about by subsequent
clearances.
37. Danger Area. An airspace of defined dimensions within which activities dangerous to the
flight on ground manoeuvring of ac may exist at specified times.
38. Decision Altitude/Height (DA/H). The altitude or height at which a missed approach must
be initiated unless the required visual references have been established and the ac is in a suitable
position to continue with a visual approach. The DA/DH is applicable while executing an instrument
approach with runway approach aids.
Note. Decision Altitude (DA) is referenced to mean sea level (MSL) and Decision Height (DH) is
referenced to threshold elevation.
299 Definitions
39. Distress Message. Emergency message to be used when an ac is threatened by serious

or imminent danger and the crew is in need of immediate assistance.
40. Elevation. The vertical position of a point or a level, above, on or affixed to the
surface of the earth, measured from mean sea level.
41. Engine out Allowance (EOA). EOA is the factor to be added to DH to allow for additional
height lost while overshooting with engine(s) out.
42. Estimated Time of Arrival (ETA). For IFR flights, the time at which it is estimated that the
ac will arrive over a designed point, defined by reference to navigation aids, from which it is intended
that an instrument approach procedure will be commenced, or, if no navigational aid is associated
with the aerodrome, the time at which the ac will arrive over head. For VFR flights, it is the time at
which it is estimated that the ac will arrive over the aerodrome.
43. Expected Approach Time. The time at which it is expected that an arriving ac will be
cleared to commence an approach for a landing
Note. The actual time of leaving the holding point will depend upon the approach clearance.
44. Final Approach. That part of an instrument approach procedure in which alignment and
descent for landing are accomplished. It begins at the final approach fix or point and ends at the
missed approach point or fix. In a precision approach the final approach is deemed to commence at
the glide path intercept point and this has been called the final approach fix or point.
45. Flight Information Centre (FIC). A unit established to provide flight information service and
alerting service.
46. Flight information Region (FIR). Airspace of defined dimensions within which flight
information service and alerting services are provided.
47. Flight Information Service. A service provided for the purpose of giving advice and
information useful for the safe and efficient conduct of flights.
48. Flight Level. A surface of constant atmospheric pressure which is related to a specific
pressure datum 1013.2 mb (1013.2 hectopascals (hPa) 29.92 inches of mercury), and is separated
from other such surfaces by specific pressure intervals.
Notes. A pressure type altimeter calibrated in accordance with the Standard Atmosphere.
(a) When set to a QNH, altimeter setting will indicate altitude.

(b) When set to a QFE, altimeter setting will indicate height above the QFE reference
datum.
(c) When set to a pressure of 1013.2 mb (1013.2 hPa, 29.92 ins Hg) the altimeter may
be used to indicate flight levels.
(d) The terms ‘height’ and ‘altitude’ used in Note 1 above indicate altimetric rather than
geometric heights and altitudes.
(e) No altimeter correction is to be applied when setting altimeter to 1013.2 hPa (QNE) to
fly the flight levels.
49. Flight Plan. Specified information provided to Air Traffic Service Units, relative to the
intended flight or portion of a flight of an ac.
50. Ground Controlled Approach (GCA). The technique or procedure for talking down an ac
during its approach so as to place it in a position for landing during conditions of poor visibility and low
cloud ceiling through the use of radar.
51. Handover Procedure. The handing over of the control of an ac from one Radar Service
Area to another.
52. Heading. The direction in which the longitudinal axis of an ac is pointed usually expressed
in degrees from North (magnetic).
53. Height. The vertical distance of a level, a point or an object considered as a point,
measured from a specified datum.
54. Holding Point. A point specifically located, identified by visual or other means in the vicinity
of which the position of an ac in flight is maintained in accordance with air traffic control instructions.
55. ILS Categories (ICAO)
(a) (a) ILS Category I. An ILS approach procedure which provides for an
approach to a decision height not lower than 200 feet (60m) and a visibility not
less than 2400 feet (800m) or a runway visual range not less than 1800 feet
(550m).
(b) ILS Category II (Special authorization required). An ILS approach procedure

which provides for an approach to a decision height lower than 200 feet (60m) but
not lower than 100 feet (30m) and a runway visual range not less than 1200 feet
301 Definitions
(350m).
(c) ILS Category III (Special authorization required).
(i) IIIA An ILS approach procedure which provides for approach with
either a decision height lower than 100 feet (30m) or with no decision height
and with a runway visual range of not less than 700 feet (200m).
(ii) IIIB An ILS approach procedure which provides for approach with
either a decision height lower than 50 feet (15m) or with no decision height and
with a runway visual range of less than 700 feet (200m) but not less than 150
feet (50m).
(iii) IIIC An ILS approach procedure which provides for approach with
no decision height and no runway visual range limitations.
56. Initial Approach. That part of an instrument approach procedure in which the ac has
departed an initial approach fix or point and is manoeuvring to enter the intermediate or final
approach. It ends at the intermediate fix or, where no intermediate segment is established, at the final
approach fix or point.
57. Instrument Approach Procedure (IAP). A series of predetermined manoeuvres by

reference to flight instrument with specified protection from obstacles from the initial approach fix, or
where applicable, from the beginning of a defined arrival to a point from which a landing can be
completed and thereafter, if a landing is not completed, to a position at which holding or en route
obstacle clearance criteria apply (ICAO).
58. Intermediate Approach. That part of an instrument approach procedure in which ac

configuration, speed and positioning adjustments are made. It blends the initials approach segment
into the final approach segment. It begins at the intermediate fix or point and ends at the final fix or
point.
59. Landing Distance Available (LDA). The length of runway which is declared available and
suitable for the ground runs of a landing aircraft. The landing distance available commences at the
threshold and in most cases corresponds to the physical length of the runway pavement.
60. Load Classification Group (LCG). The bearing strength of a pavement is calculated from
the total thickness of the pavement construction and the bearing capacity of the sub grade and is
allocated a Load Classification Group Number (LCG) which embraces a range of LCN values. The
bands selected are those which group together ac which impose similar levels of stress on the
payment.
61. Load Classification Number (LCN). The bearing strength of a pavement or runway is
defined by a number. This is associated with an indication of the characteristics and type of
construction of the pavement; the Indication is given by an ‘I’ value (the radius of relative stiffness) for
a rigid pavement, or by an ‘h’ (the thickness for flexible pavements). For those aerodromes for which
information is available, and appropriate ‘I’ or ‘h’ values (in cm or inches) for each runway are
published in the aerodrome directory of the En Route Supplement. The LCN has been reclassified as
the PCN.
62. Master Diversion Aerodrome. An Aerodrome with continuous provision of diversion and
emergency facilities.
63. Minimum Descent height (MDH). The lowest height to which an ac may descend while
using an airfield approach aid (as different from a runway approach aid) until the required visual
references have been established and the ac is in a suitable position to continue with a visual
approach.
64. Minimum Flight Level. In order to ensure safe vertical separation between ac flying at the
transition altitude and those flying above, the minimum flight level is to be 500 ft above the transition
level.
65. Minimum Sector Altitude. The lowest altitude which may be used under emergency
conditions which will provide a minimum clearance of 300 metres (1000 ft) above all obstacles located
in an area contained within a sector of a circle of 25 nautical miles radius centred on a radio aid to
navigation.
66. Missed Approach Point (MAP). That point in an instrument approach at or before which
the prescribed missed approach procedure must be initiated in order to ensure that safe obstacle
clearance is accomplished.
67. Non-precision Approach. An instrument approach using a procedure which does not
employ electronic glide-slope information.
68. Notices to Airmen (NOTAM). A notice containing information concerning the

establishment, condition or change in any aeronautical facility, service, procedure or hazard, the
timely knowledge of which is essential to personnel concerned with flight operations.
303 Definitions
69. Obstacle ‘Clearance Altitude / Height’ (OCA/H). The lowest altitude (OCA), or
alternatively the lowest height above the elevation of the relevant runway threshold or above the
aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle
clearance criteria.
70. Obstacle Clearance Limit. The height above aerodrome elevation below which the
minimum prescribed vertical clearance cannot be maintained either on approach or in the event of a
missed approach.
71. Operational Air Traffic (OAT). Flights conducted under the control or authority of the
military ATS authority.
72. Overrun. A cleared area beyond the end of the runway to the barrier.
73. Pavement Classification Number (PCN). A number expressing the bearing strength of a
pavement for unrestricted operations.
74. Plan Position Indicator (PPI) Approach. A special type of surveillance radar approach
given by the radar controller using the PPI only to assist an ac to the runway.
75. Precision Approach. An instrument approach using a facility which provides both azimuth
and electronic glide-slope information.
76. Precision Approach Radar (PAR). Primary radar equipment used to determine accurately
the position in range, azimuth and level of an ac during its approach relative to the selected approach
path.
77. Prohibited Area. Airspace of defined dimensions, above the land areas of territorial waters
of a State, within which the flight of ac is prohibited.
78. Protected Range. Limit of reliability of TACAN, DME and VOR given in nautical miles and
thousands of feet. (For example, 200/30000 denotes a protected range of 200 nm upto a height of
30,000 ft).
Note. Civil Authorities use the term Designated Operators Coverage (DOC)
79. QFE. Aerodrome pressure corrected for temperature. When set on the altimeter on the
ground, the Altimeter should read zero.
80. QNH. Aerodrome pressure corrected for temperature and adjusted to Mean Sea Level,
using the ICAO formula. When set on the altimeter on the ground, the altimeter should read
aerodrome elevation.
81. Reporting Point. A specified geographical location in relation to which the position of an ac
can be reported.
82. Rescue Co-ordination Centre. A centre established within an assigned search and rescue
area to promote efficient organisation of search and rescue.
83. Restricted Area. An airspace of defined dimensions, above the land areas or territorial
waters of a State, within which the flight of ac is restricted in accordance with specified conditions.
84. Runway Visual Range (RVR). The maximum distance in the direction of take-off or landing
at which the runway or the specified lights delineating the runway can be seen from a position on the
centre-line at a height corresponding to the average eye-level of the pilot at touchdown.
85. Screen Height. The height of an imaginary screen which the ac would just clear when
taking-off or landing in an unbaked attitude with the landing gear extended.
86. Secondary Surveillance Radar (SSR). Radar used by Air traffic Control Services, Civil and
Military, to establish and maintain the identity of ac.
87. Shuttle. A combination of the holding pattern or procedure coupled with a letdown, that is,
maintaining the holding procedure while changing to lower altitude as is common in stacking, or
because of hazardous terrain outside the immediate area of the holding facility.
88. Sigmet Information. Information prepared by a meteorological watch office regarding the
occurrence or expected occurrence of one of the following phenomena:
(a) Active thunderstorm area.

(b) Tropical revolving storm.
(c) Severe line squall.
(d) Heavy hail.
(e) Severe turbulence.
(f) Severe icing.
(g) Marked mountain waves.
(h) Widespread sandstorm/dust storm.
305 Definitions
89. Slope. Slope is the tangent of the angle of rise or fall of an aerodrome surface or obstacle
profile expressed as a percentage.
90. Special VFR Flight. A controlled VFR flight authorized by air traffic control to operate within
a control zone under meteorological conditions below the visual meteorological conditions.
91. Stopway. A defined rectangular area on the ground at the end of the take-off run available
prepared as a suitable area in which an ac can be stopped in the case of an abandoned take-off. A
stop way should have the same width as the runway to which it is associated (ICAO).
92. Surveillance Radar. Primary radar equipment used to establish the distance and azimuth
of all ac within its range.
93. Take-off Distance Available (TODA). The length of the take-off run available plus the
length of clearway available (if clearway is provided). TODA is not to exceed 1.5 X TORA (ICAO).
94. Take-off Flight Path Area. The take-off flight path area commences at the end of TODA,
its width at the point of origin is 600 ft and this width increases at the rate of 0.25D to a maximum of
6,000 ft, where D is the distance from the point of origin. It extends to the point beyond which no
significant obstructions exist or to a distance of 5.4nm (10km) whichever is the lesser (ICAO).
95. Take-off Run Available (TORA). The length of runway declared available and suitable for
the ground run of an ac taking-off. This, in most cases, corresponds to the physical length of the
runway pavement, (ICAO).
96. Terminal Control Area. A control area normally situated at the confluence of ATS Routes
in the vicinity of one or more major aerodromes.
97. Threshold Crossing Height (TCH). The height of the straight line extension of the glide
slope above the runway at the threshold.
98. Total Estimated Elapsed Time. For IFR flights, the estimated time required from take-off to
arrive over that designated point, defined by reference to navigation aids, from which it is intended
that an instrument approach procedure will be commenced, or, if no navigation aid is associated with
the destination aerodrome, to arrive over the destination aerodrome. For VFR flights, the estimated
time required from take-off to arrive over the destination aerodrome.
99. Transition Altitude (TA). The altitude in the vicinity of an aerodrome at or below which
the Vertical position of an ac is controlled by reference to altitudes above mean sea level or height
above the aerodrome depending on whether QNH or QFE is set on the altimeter.
100. Transition Layer. The airspace between the transition altitude and the transition level. The
depth of the layer will normally be insignificant, and will in any case never exceed 500 ft.
101. Transition Level. The lowest flight level above the transition altitude. It will vary in
accordance with the relationship between the QNE and the standard pressure datum.
102. Visibility. The ability, as determined by atmospheric conditions and expressed in units of
distance, to see and identify prominent lighted objects by night.
103. Wake Turbulence. The term "wake turbulence" is used to describe the effect of the rotating
air masses generated behind the wing tips of large jet aircraft, in preference to the term "wake vortex"
which describes me nature of the air masses.
104. Wake Turbulence Categorisation of Aircraft. Wake turbulence separation minima shall
be based on a grouping of aircraft types into three categories according to the maximum .certificated
take-off mass as follows:
(a) Heavy (H). All aircraft types of 136,000 Kg or more.

(b) Medium (M). Aircraft types less than 136,000 kg, but more than 7000 kg.
(c) Light (L). Aircraft types of 7000 Kg or less.
307
CHAPTER 2
AIRFIELD LAYOUT AND FACILITIES
1. Characteristics. The siting, layout and physical characteristics of an airfield should

facilitate safe, orderly and expeditious flow of air traffic. The basic areas associated with physical
characteristics have been standardised for IAF airfields vide AFO 403/76 and subsequent
amendments. The standardised physical characteristics have been worked out considering all aircraft
on inventory of IAF.
2. Following are the areas laid down at the military airfields to facilitate safe and expeditious
conduct of aircraft operations:
(a) Movement Areas. Movement areas are that part of an airfield intended for the
surface movement of the aircraft. These are paved areas and include runways, taxiways,
dispersal areas, aprons and operational readiness platforms
(b) Flight Strip. It

is the rectangular
portion of an airfield
containing the runway
and paved over-runs
along with the shoulders
and cleared zones
associated with these
Fig 2-1: Flight Strip
areas (Fig 2-1).
(c) Runways. Runways are paved surfaces intended for take-off and landing run of ac.
The number and orientation of runways at an airfield will depend upon the volume of traffic,
runway occupancy time and climatological data on surface winds. When siting the runways,
proximity of other airfields or ATS routes, air traffic control and missed approach procedures
are also taken into account. The actual runway length to be provided for a primary runway
should be adequate to meet operational requirements of the aeroplanes for which the runway
is intended. Runway surface should provide good braking action and co-efficient of friction
under all surface conditions. The runway should be able to withstand the aeroplanes it is
intended to serve. The surface should be constructed without irregularities.
(d) Taxiways. These are paved surfaces provided for the taxiing of aircraft and
intended to provide a link between one part of the aerodrome and another. The surface of a
taxiway should be constructed without irregularities and should provide good friction
characteristics under all conditions to facilitate aircraft movement. Fillets should be provided
at junctions and intersections of taxiways with runways, aprons and other taxiways.
(e) Shoulders. These are areas immediately adjacent to the edges of the runway,
taxiways, over-runs and SGAs prepared for accidental or emergency use in the event of an
aircraft running off the paved surface. The areas are so prepared as to provide transition
between the runway pavement and adjacent surface, so as to minimise the risk of damage to
aircraft running off the runway, taxiways, overruns and SGAs. This surface shall be graded
and levelled to the extent necessary so as to minimise the risk of damage to aircraft. It should
also be capable of supporting the vehicles which may be operated on the shoulders.
Monsoon drains are provided on the shoulders/cleared zones of runways and taxiways to
avoid water logging on the runway and taxiways surfaces. These drains shall be covered with
concrete slabs if situated within the shoulders of runway/taxiway. The slabs should be of the
specifications which are capable of bearing the weight of the aircraft in use.
Note. Attention should be paid when designing shoulders to prevent the ingestion of stones
or other objects by turbine engines.
(f) Cleared Zones. These are those areas of the flight strip adjacent to the shoulders
which for safety of aircraft operations, should be levelled and be free of obstructions as far as
possible.
(g) Over-Run Areas. A defined rectangular area on ground at the end of runway in the
direction of take-off prepared as a suitable area in which an aircraft can be stopped in case of
abandoned take off, or during a landing emergency. An over-run area should be capable of
supporting the aircraft without inducing structural damage to the aircraft. Over-run areas
comprise of the following:
(i) Paved Overrun Area. Paved area of 900 ft beyond the end of the runway
(ii) Soft Ground Arrester (SGA). It is catered for in the prepared over-run
immediately adjacent to the paved over-run. It is ploughed with furrows forming an
angle of 30 degrees. The frequency of ploughing shall be at least once in three
months for SGAs associated with runways served by ac arresting systems. However,
the frequency shall be at least once in a month when arrester system is not available
or unserviceable. It is filled with locally available sand (not mud or clay) and has a
depth of 6 inches in the
beginning, gradually
sloping down to a depth
of 18" (Fig 2-2).
Fig 2-2: SGA
309 Airfield Layout
Standard Dimensions of Area
3. Standard dimensions of different areas associated with IAF aerodromes have been laid down
as per the Table 2-1. However, when authorised by appropriate authority, deviations from standard
dimensions may be made at aerodrome depending upon requirement of operating aircraft, operational
necessities, terrain etc.
Sl Areas Dimensions Remarks

1. Runways Runway length should be
(a) Length 2740 m (9000’) increased if required to take
(b) Width 45 m (150’) in account different factors
(c) Shoulders Width 45 m (150’) which influence the
(d) Cleared Zone Width 82.5 m (275’) performance of ac.
(e) Separation between Minimum 300 m (1000’) between runway centreline for VFR
parallel runways. operations only.
2. Taxiways
(a) Width 15 m (50’) & 22 m (75’) in case
of parallel taxiways when
authorised by Air HQs.
(b) Width of Shoulders. 9 m (30’) & 15 m (50’) for
parallel taxiways of 22 m (75’)
width.
(c) Width of cleared zones. 27 m (90)
(d) Distance between edge 160 m (525’) Minimum
of main runway and nearest
edge of parallel taxiway.
(f) Clear distance between 40 m (125’) Minimum
edge of a taxiway and
nearest building or any other
obstruction
3. Over-run Areas
(a) Length of paved overrun 270 m (900’)
(at least)
(b) Length of prepared 300 m (1000’)
overrun (SGA)
Table 2-1: Standard Dimensions of Areas Associated With Aerodromes

Siting of Control Tower
4. The location and height should be such that it does not form an obstruction on the shoulders
and cleared zones of runways and taxiways and the entire length of usable runways and approach
are conveniently visible to the controller and associated staff. The movement areas as well as the
circuit traffic are visible to the controller to the maximal extent. The noise level of aircraft taking-off or
running-up in dispersal is minimum and the performance of radio aids established at the aerodrome is
not adversely affected. Deviations are permitted while locating the alternate control cabins at forward
aerodromes to suit the local operational requirements.
Siting of Runway Controller’s Cabin
5. Runway Controller’s cabin shall be provided at the beginning of all runways used for landing
and take-off. It shall be on the opposite side of the ORP at the beginning of the runway(s). This
provision is made to reduce noise level in the cabin due to ground running of aircraft on the ORP. The
aircraft approach path to the runway and maximum length of runway should be visible from the
runway controller’s cabin. It shall not be more than 60 m (200 ft) from the runway edge and not less
than 90 m (300 ft) from the runway threshold and it’s siting should not adversely affect the
performance of radio/radar/visual aids to approach and landing established at the aerodrome.
Runway Crossing Point
6. A perimeter road should be provided at aerodromes for vehicular and pedestrian traffic to
avoid runway crossing. However, if due to various reasons, perimeter road is not feasible, a runway
crossing point shall be established at the aerodrome. In such a case, there shall be only one runway
crossing point at an aerodrome which should be as close as possible to the ATC Building. The
control of vehicular and pedestrian traffic shall be exercised with the help of manned road barriers.
Provision shall also be made for traffic light signals at crossing points. The runway crossing point
should be visible from the ATC. Provision should be made for the remote operation of the road
barrier/traffic light signals from the ATC.
Declared Distances
7. The aeroplane performance operating limitations require a length which is adequate to ensure
that the aeroplane can, after starting take-off, either be brought safely to a stop or complete take-off
safely. For this purpose, following distances shall be calculated for a runway intended for use by
aircraft:
311 Airfield Layout
(a) Take Off Run Available (TORA). The length of runway declared available and
suitable for the ground run of an aeroplane taking off. This in most cases corresponds to the
physical length of runway pavement.
(b) Accelerate Stop Distance Available (ASDA). It is the length of take-off run
available plus the length of paved over-run.
(c) Landing Distance Available (LDA). The length of runway which is declared
available and suitable for the ground run of the aeroplane landing. This corresponds to the
distance from the threshold to the end of runway. Generally, this will correspond to the
physical length of runway pavement except when runway threshold has been displaced due
to obstacles on the approach path to the runway.
(d) Take Off Distance Available (TODA). It is the length of the take-off run available
plus the length of paved and prepared over-run.
(e) Clearway. It is a defined rectangular area on ground or water at the end of the
runway in the direction of take-off and under the control of a competent authority, over which
an aircraft may make a portion of its initial.
(i) Not less than 500 m in width.

(ii) Slope not greater than + 1.25%
(iii) Height not exceeding 26 ft.
(f) Stopway. Rectangular area on the ground at the end of runway in the direction of
T/O prepared as suitable area in which an aircraft can be stopped in the event of an
interrupted take off. Width is same as the runway.
Fig 2-3: Declared Distances

313
CHAPTER 3
AERODROME MARKINGS
1. Aerodrome markings consist of signs on surface of movement areas to convey aeronautical

information.
2. Aerodrome ground markings shall consist of the following:
(a) Runway markings.

(b) Taxiway markings.
(c) Unserviceability markings.
Runway Markings
3. Runway markings shall consist of:
(a) Runway designation markings.

(b) Runway centre line markings.
(c) Runway threshold markings.
(d) Runway touch down zone markings.
(e) Runway side strip markings.
Runway Designation Markings
4. (a) Application. Runway designation markings shall be provided on all instrument and
non-instrument runways.
(b) Characteristics. Runway designation markings shall consist of a two-digit number

and on parallel runways shall be supplemented by a letter. The two-digit number shall be the
whole number nearest to one tenth of magnetic azimuth of centre line measured clockwise
from magnetic North when viewed from direction of approach. When the above rule gives a
single digit number, it shall be preceded by zero.
(c) Parallel Runways. In case of parallel runways, the runway designation number
shall be supplemented by a letter in the order shown below from LEFT to RIGHT when
viewed from the direction of approach.
For two parallel runways L R

For three parallel runways L C R
(d) Location. Runway designation markings shall be located at beginning of runway

after the threshold markings (Fig 3-1).
Threshold Markings
5. (a) Application. Threshold

markings shall be provided on all
paved instrument and non-
instrument runways.
(b) Location. The

longitudinal stripes of the
threshold marking shall
commence 6 m (20 ft) from the
Fig 3-1: Threshold Markings
runway threshold.
(c) Characteristics. The markings shall consist of a series of longitudinal strips of

uniform dimensions symmetrically placed on both sides of runway centre line and extending
laterally to 1.5 m (5 ft) from the edge of runway. The spacing between the stripes shall be
equal to the width of stripes except that a double spacing shall be provided between the
stripes nearest to the centre line. The dimension of stripes shall be 30 m (100 ft) long and 2.1
m (7ft) wide (Fig 3-1). The number of stripes shall be 10.
(d) Displaced Threshold

Markings. Where a runway
threshold is permanently
displaced, arrows conforming
to Fig 3-2 shall be provided on
the portion of the runway
before displaced threshold.
When a runway threshold is
Fig 3-2: Threshold Permanently Displaced
temporarily displaced from the
normal position, it shall be
marked as shown in Fig 3-3
and all markings prior to the
displaced threshold shall be
obscured except the runway
centre line markings, which
shall be converted to arrows.
Fig 3-3: Threshold Temporarily Displaced

315 Aerodrome Markings
Note. When the runway before a displaced threshold is unfit for the surface movement of aircraft,
unserviceability markings as described in Para 13, are required to be provided. Threshold marking in
this case shall commence after leaving 60 m of usable portion.
Runway Centre Line Markings
6. (a) Application. Runway centre line markings shall be provided on all instrument and
non-instrument runways.
(b) Location and Dimensions. Runway centre line markings shall consist of a series
of broken longitudinal lines along the runway centre line and extending along the whole length
of the runway between the two runway designation markings except when interrupted in
compliance with para 16.
The dimensions of
longitudinal lines shall be
30m (100 ft) long and
0.9m (3 ft) wide spaced
with a gap of 15m (50 ft)
(Fig 3-4). Fig 3-4: Runway Centre Line Marking
Side Strip Markings
7. Side strip markings shall be provided on all paved runways. These markings shall consist of
two lines extending the whole length of the runway parallel to and equidistant from runway centre line.
These are continuous lines of 0.9m (3 ft) width. The distance between two lines shall be 42 m (140 ft)
(Fig 3-1).
Touch Down Zone Markings
8. (a) Application. Touch down zone markings shall be provided on all instrument
runways.
(b) Characteristics. These shall be longitudinal stripes marked symmetrically on both

sides of the runway centre line. Dimensions of touch down zone markings shall be 22.5 m (75
ft) long and 1.8m (6 ft) wide with a gap of 0.9m (3 ft) between subsequent stripes. Gap
between two innermost stripes shall be 15 m (50 ft) (Fig 3-5).
(c) Location. Touch down zone markings shall be located over the first 600 m (2000 ft)
of instrument runways at longitudinal spacing of 150 m (500 ft). These markings shall be
provided with distance coding as shown in Fig 3-5.
Note. Runways served by PAR should be provided with

touchdown zone markings.
9. All markings on runway shall be painted white except

unserviceability marking which are painted orange.
Taxiway Markings
10. These markings shall consist of:
(a) Taxiway centre line markings.

(b) Runway holding position markings.
11. Taxiway Centre Line Markings. These markings shall be

single unbroken lines 0.15 m (6") wide along the centre line of
taxiway. These markings shall be painted white. This line shall
terminate where taxiway meets runway and shall not be continued so
as to cut across the runway. On a straight section of a taxiway the
marking shall be located along the taxiway centre line. On a taxiway
curve the marking shall continue from the straight portion of taxiway
at a constant distance from the outside edge of the curve.
12. Runway Holding Position Markings. These markings

shall consist of four lines of 0.15 m (6") width each with spacing of
Fig 3-5: Touch Down
0.15 m (6"). These markings shall be painted white for entire width of Zone Markings
taxiway at right angle to its centre line. The location of runway
holding position markings shall be 45 m (150 ft) from the nearest
edge of runway (Fig 3-6).
Note. The runway holding position

markings may be located at a greater
distance from the edge of runway
wherever it is found necessary to hold
aircraft or vehicles farther from a runway
so as to avoid interference with radio-aids.
Fig 3-6: Runway Holding Position Marking

317 Aerodrome Markings
Unserviceability Markings
13. Unserviceability markings shall be displayed on

those parts of movement area, which are unfit for landing,
take-off or surface movement of aircraft. Unserviceability
markings shall be in the form of a cross as given in Fig 3-7
and painted in orange.
14. In case of runway and taxi track, unserviceability

marking shall be displayed at each end of the
unserviceable portion. An unserviceability marking shall be
displayed on a runway or a taxiway or portion thereof, Fig 3-7: Unserviceability Markings
which is permanently closed to the use of all aircraft. On a closed runway a unserviceability marking
shall be placed at each end of the runway, or portion thereof, declared closed, and additional
markings shall be placed at interval of 300 m (1000 ft). On a taxiway a closed marking shall be placed
at each end of the taxiway or portion thereof closed.
15. Unserviceable portions of movement area other than runway and taxi track are to be
delineated by boundary markings with red flags and, where appropriate, an unserviceability marking
should be placed near the centre of the unserviceable area. Dangerous ground shall be marked by
white angles set up so that the adjoining sides of two or more angles will form imaginary boundaries
excluding or including the bad ground.
Interruption of Runway Markings
16. At an intersection of two or more runways the markings of the primary runway, except for
runway side stripe marking, shall be displayed and the markings of the other runway(s) shall be
interrupted. The runway side stripe marking of the primary runway may be either continued across the
intersection or interrupted.
17. At an intersection of a runway and taxiway the markings of the runway shall be displayed and
the markings of the taxiway interrupted, except that runway side stripe markings may be interrupted.
Aerodrome Markings at Operational Airfields
18. Certain markings as mentioned above are eliminated at operational aerodromes during peace and
war. Detailed instructions and specifications for such aerodromes are laid down by Air HQs from time
to time.
319
CHAPTER 4
AIR TRAFFIC SERVICES AND ATS UNITS
Air Traffic Control
1. General ATC Organisation. At Air Headquarters air traffic services are placed
under the Deputy Chief of-Air Staff. Dte of ATS, through Director Ops (T&H) and ACAS (Ops), is
responsible to advise DCAS on matters pertaining to the function of the air traffic services. At
Command Headquarters, function of the air traffic services is controlled by the SASO through Air II.
The CATCO at each Command is responsible to advise SASO on matters pertaining to air traffic
services at Stations under the respective Commands.
2. The Organisation of ATS unit, at stations wings which is placed under the Chief Operations
Officer (COO) (Fig 4-1). The COO is responsible to the AOC / Station Commander for the safe and
efficient function of operations at the Wing/Station. The Sqn Cdr of ATS squadron is the SATCO. As
a Specialist Officer, SATCO is responsible to supervise the function of ATC personnel and equipment
and take all steps to ensure
that men and material are
kept at a high degree of
functional efficiency. He is to
ensure that the ATC unit
functions as per the
instructions laid down in the
manual and directives issued
by Air Headquarters,
Command and group
Headquarters. He is to advise
the Station Commander on all
matters concerning the
achievement of aims as
enumerated for each Air
Traffic Service established at Fig 4-1: Organisation Chart of Op Support Group
a Station.
3. Air Traffic Services. Services provided for the safe and efficient conduct of flight are
termed air traffic services.
4. Objectives of Air Traffic Services.
(a) To prevent collision between aircraft.

(b) To prevent collision between aircraft on the manoeuvring area and obstructions on
that area.
(c) To expedite and maintain an orderly flow of traffic.
(d) To provide advice and information useful for the safe and efficient conduct of flights.
(e) To notify appropriate organisations regarding aircraft in need of search and
rescue aid and assist such organisation as required.
5. The ATS include the following:
(a) Air Traffic Control Services:

(i) Area Control Service.
(ii) Approach Control Service.
(iii) Aerodrome Control Service.
(b) Flight Information Service.
(c) Air Traffic Advisory Service.
(d) Alerting Service.
6. Air Traffic Control Service. A service provided for the purpose of:
(a) Preventing collisions between aircraft.

(b) Prevent collisions on the manoeuvring area between aircraft and obstructions.
(c) Expediting and maintaining an orderly flow of air traffic.
7. Area Control Service. ATS service for controlled flights in control areas.
8. Approach Control Service. ATC service for arriving or departing controlled flights.
9. Aerodrome Control Service. ATC service for aerodrome traffic.
10. Flight Information Service (FIS). A service provided for the purpose of giving advice and
information useful for the safe and efficient conduct of flights. Flight information service shall include
the provision of pertinent information such as:
(a) Sigmet information.

(b) Information on changes in the serviceability of Navigational aids.
(c) Information on changes in conditions of aerodromes and associated facilities, and of
any other information likely to affect safety.
321 Air Traffic Services and ATS Units
Note. FIS provided to IFR flights shall include in addition to the above:
(i) Weather condition reported or forecast on departure, at destination and alternate

aerodromes.
(ii) Collision hazards to aircraft operating outside control areas and control zones.
(iii) The information in (ii) including only known aircraft the presence of which might
constitute a collision hazard to the aircraft informed, will sometimes be based on data of
doubtful accuracy and completeness and ATS units cannot assume responsibility for its
accuracy.
11. Air Traffic Advisory Service. A service provided within advisory airspace to ensure
separation, in so far as possible, between aircraft which are operating in IFR flight plans.
12. Alerting Service. Provided to notify appropriate organisations regarding aircraft in need of
search and rescue and assist such organisations when required.
13. Air Traffic Service Units.
(a) Area Control Centre. A unit established to provide air traffic control service to
controlled flights, in control areas, under its jurisdiction.
(b) Approach Control Office. A unit established to provide air traffic control service to
controlled flights arriving at or departing from, one or more aerodromes.
(c) Aerodrome Control Tower. A unit established to provide air traffic control service
to aerodrome traffic.
(d) Flight Information Centre. A unit established to provide flight information service.
14. Jurisdiction of Various ATS Units.
(a) Control Area. An airspace of defined dimensions extending upwards from specified
limit above the earth, within which control service is provided to controlled flights.
(b) Control Zone. An airspace of defined dimensions extending upwards from the
surface of the earth to a specified upper limit, within which Air Traffic Control Service is
provided to controlled flights.
(c) Aerodrome Traffic Zone. Airspace of defined dimensions established around an

aerodrome for the protection of aerodrome traffic.
(d) Flight Information Region. Airspace of defined dimensions with in which flight
information service and alerting service are provided.
(e) Advisory Airspace.
(i) Advisory area. A designated area within a flight information region

where air traffic advisory service is available.
(ii) Advisory route. A route within a flight information region along which air
traffic advisory service is available.
15. Responsibilities of the Various A.T.S. Units. In India, the Area Control Centre and the
Flight Information Centre do not exist as separate units. The Area Control Centres perform the duties
of both the units. The responsibilities of the Area Control Centres are:-
(a) Providing flight information service to aircraft in flights within its region.
(b) Providing Air Traffic Control Service to controlled flights within control areas under its
jurisdictions.
(c) Maintaining up-to-date aeronautical information regarding aerodromes and facilities
within its region.
(d) Obtaining current weather information.
(e) Handling and assisting diversions of aircraft within its region.
(f) Initiating search and rescue.
In order to fulfil its responsibilities the ACC must have close liaison with the various aerodromes within
its region and also the ACCP of adjoining regions. The aerodromes will pass information such as
aircraft movements, state of serviceability of aerodromes, facilities, change of watch hours, weather
deterioration etc., to the ACC by the most suitable means of communication.
16. Approach Control Office. The Approach Control Office is responsible to provide Air Traffic
Control Service to arriving and departing controlled flights to the various aerodromes within its control
zone. The exact position at which the air traffic will be taken-over from / handed over to the
aerodrome control tower will be determined considering factors such as weather, nature of flight,
situation of the aerodrome etc. Close liaison will be maintained between the aerodrome control and
approach control in order to ensure that adequate operation is always maintained between aircraft in
flight.
17. Aerodrome Control Tower. It is responsible for:
(a) Control of all traffic (aircraft vehicular and pedestrian) on the manoeuvring area of the
aerodrome.
(b) Control of aircraft flying in the vicinity of the aerodrome in VMC.
18. Approach Control. It is the provision of air traffic control service for the parts of the
controlled flights associated with arrivals or departures.
19. The objectives of approach control service are to:
(a) Prevent collision between IFR flights and between IFR and controlled VFR
flights.
(b) Expedite and maintain an orderly flow of Air Traffic.
20. Responsibility for Provision of Approach Control. Approach control service shall be
provided by an approach control unit duly established for this purpose. If work load permits, it can be
combined with function of area control or aerodrome control service.
Procedure for Departing Aircraft
21. ATC Clearance. A departing controlled flight is provided with air traffic control clearance. This
is known as departure instructions. A departure clearance shall specify the following:
(a) Direction of take-off.

(b) Turn after take-off.
(c) Track to be made good before proceeding on the desired heading.
(d) Altitude restriction imposed before continuing ascent to the assigned cruising level.
(e) Route of flight.
(f) Any other necessary manoeuvre consistent with the safe operation of aircraft.
(g) Clearance limit.
Note. Transfer of radio communication and control responsibility should be effected early enough to
allow the receiving facility to clear an aircraft beyond the clearance limit fix before the aircraft reaches
it.
Information for Departing Aircraft
22. As early as practicable approach control shall transmit the following information to the aircraft:
(a) Known meteorological conditions and significant changes in the climb out areas.
These changes should relate to position of CB cells, turbulence, wind shear, dust storm rain,
etc.
(b) Information regarding changes in the operational status of radio, visual navigational
aids essential for take-of and climb shall be given before the aircraft takes off.
Procedure for Arriving Aircraft
23. Arriving controlled flights shall be given air traffic control clearance to expedite safe and
orderly flow of traffic. The clearance must specify the following:
(a) The route of flight.

(b) Assigned altitude.
(c) Clearance limit (name of the radio nav fix).
(d) Holding instructions, if any.
(e) Type of instrument approach procedures such as VOR approach procedure, QGH,
Surveillance Precision approaches, ILS approach etc.
24. In order to expedite departing aircraft, arriving aircraft may be requested to report leaving,
passing a reporting point or when starting procedure turn on final approach or to provide other
information to the approach controller as required.
25. IFR flight shall not be cleared for an initial approach below a specified minimum altitude or to
descend below that altitude unless:-
(a) The pilot has reported passing an appropriate point defined by a radio and during an
instrument approach procedure or:-
(b) The pilot reports that he has and can maintain the aerodrome in sight or;
(c) Under radar control.
Area Control
26. The organisation responsible to provide ATC service to controlled flights in control area is
known as “Area Control Centre” Control areas include airways and TMAs (Terminal Manoeuvring
Areas). When delineating control areas the following factors are considered:-
(a) Airspace sufficient to encompass flight profiles of IFR flights to which ATC service is
to be provided.
(b) Capabilities and coverage of navigation aids available.
(c) The extent to which such a service can be effectively provided.
27. Provision of Area Control Service. Area control service shall be provided by:
(a) An area control centre (ACC), or

(b) A unit providing approach control service in control zone or in a control area of limited
extent, when so authorised and where no ACC is established.
28. Responsibility for Control of Air Traffic. Responsibility for the control of all aircraft
operating within a given airspace shall be vested in a single ATC Unit. However, control of ac may be
delegated to other air traffic control units provided that effective co-ordination between air traffic
control units concerned is assured.
29. Functions of Area Control.
(a) Issuance of ATC clearance for the purpose of preventing collisions between controlled
flights under its control and jurisdiction.
(b) To expedite and maintain an orderly flow of traffic of flights provided with area control
service.
(c) To provide flight information service.
(d) To provide air traffic advisory service, if required, in advisory area and routes after
proper co-ordination with the concerned FIC.
(e) Alerting service.
(f) Effect co-ordination with under-mentioned ATS units.
(i) FIC
(ii) Approach Control
(iii) Aerodrome Control
(iv) Radar control.
30. Air Traffic Advisory Service is provided to IFR flights flying in advisory routes within the
advisory areas. This service is meant to advise the pilots about the presence of essential traffic and a
course of action to avoid potential collision hazard. However, it is left to the pilot to decide whether or
not to comply with the suggestion/advice transmitted by the advisory unit.
31. In case a pilot intends to comply with the suggestions / advice given by an advisory unit he
should do so only after notifying and if possible after the receipt of acknowledgement from the
concerned ATS unit responsible for the issue of clearances.
32. Aircraft intending to use advisory service must maintain continuous two-way communication
with the ATS unit. When advisory service is being provided, no attempt is to be made to take into
account an aircraft not maintaining two-way communication except for experienced those who are
known to have experienced radio communication failure.
33. The advisory service unit shall also use the same strip system as used in air ways control. The controller
responsible to provide the service in any particular sector may be positioned next to the airways control position.
34 Aircraft not making use of advisory service and conducting IFR flight in the advisory airspace
shall submit flight plan and notify all changes to the advisory unit.
35 IFR flights intending to cross an advisory route should do so at an angle of 90° or nearly as
possible to it at a level appropriate to its track.
Airways Control
36 Area Control Service provided to controlled flight in their en-route phase is termed as airways
control. To extend area control to en-route traffic, controlled airspace in the form of ‘Corridors’ are
established and defined with radio navigational aids. Such Corridors are known as Airways’ and have
specified lower and upper limits. An airways extends along a track starting from one navigational aid
to another or through series of navigational aids. The width or lateral dimension of airways vary from 8
km to 20 km (4 nm to 10 nm) on either side of the track. An airway in 10 nm wide over land and 20 nm
wide over sea / oceans. This width depends on the accuracies of the navigational aids available along
the route.
37. he need for extending area control to enroute phase of flights arises when the traffic density
along these routes increases to such an extent that sequencing and separation becomes essential for
the safe and expeditious flow of traffic.
TMA
38 When different airways approach in the vicinity of one more major aerodromes, the resultant
terminal airspace is protected and control area is established. Such controlled areas at the confluence
of airways are called “Terminal Manoeuvring Areas” (TMA). TMAs are suitably lined with control
zones of the aerodromes, located in terminal airspace to facilitate the provision of approach control
service for flights arriving at and departing from these aerodromes.
Note. Whenever the traffic density permits, the function of TMA and the approach control may be
combined.
ATC Unit for Airways Control
39 The unit established for the purpose of providing air traffic control service in TMAs and
airways is designated as Air Traffic Control centre or Area Control Centre.
40. Type of Air Traffic Control Service provided along with airways is:
(a) Air Traffic Control Services for controlled flights.

(b) Flight Information Service and alerting service.
(c) Air Traffic Control Service for other traffic only while crossing or joining airways.
Division of Responsibilities
41. To facilitate the provision of effective air traffic control service, controlled airspace including
airways and TMAs are normally divided into different sectors of responsibility. Some of the sectors are
airways sectors (enroute sectors) and other are terminal sector (TMA sectors). Airways sectors are
responsible for airways control in the airspace of their jurisdiction. The terminal sectors are
responsible for flights arriving at and departing from the terminal area.
42. Each sector is manned by a team of controllers consisting of supervisors, co-ordinator,

assistant controllers and controllers. The different sectors at ATCC shall exercise close co-ordination
with each other. If a particular sector is manned by radar controller in addition to the procedural
controller, the procedural controller has the overall responsibility for the sector.
Co-ordination
43. Prior Co-Ordination shall be effected between:-
(a) Adjacent ATCCs/ACCs before the aircraft passes from one area of jurisdiction to
another.
(b) ATTCC/ACC and FIC.
(c) Adjacent sectors including TMAs.
(d) TMA and approach control for arriving and departing flights.
Clearances
44. In addition to the clearance issued in the provision of air traffic control service to controlled
flights, airways control will issue clearance to aerodrome and approach and TMA whenever applicable
as soon as possible after the request is received from these units or prior to such requests, if
practicable.
Transfer of Control
45. Transfer of control from one ATCC / ACC to another takes place:
(a) At an agreed airways reporting point.

(b) At the estimated time given for FIR boundary
(c) At any other agreed D/R position / location.
46. An ATCC transferring control of an aircraft should pass an estimate for the arrival of such
aircraft at the transfer point to the next ATCC / ACC 30 minutes ahead of aircraft’s actual passage
and on subsequent revision to this estimate in excess of 3 minutes.
47. If 30 minutes prior intimation cannot be given an ‘approach acceptance’ request shall be
made to the ATCC / ACC accepting/taking over control of aircraft.
48. Instruction regarding the transfer of communication will normally be given to aircraft 5
minutes before the ETA over transfer point.
49. The transfer of control of aircraft to approach control serving the aerodrome or aerodromes
shall be effected at a level/point (holding point) or time agreed ATCC/ACC and approach control.
329
CHAPTER 5
RULES OF THE AIR (GENERAL)
Visual Flight Rules
1. Visual Meteorological Conditions. Visual Meteorological Conditions are said to exist

when the prevailing visibility, distance from cloud, and ceiling are equal to or better than the specified
minimum. In Flight the criteria are:
(a) Visibility : 5 nm / 8 km.
(b) Distance from cloud : 200 yards / 1.5 km horizontally and 1000 feet / 200 meters
vertically.
2. Applicability. Unless authorised by the appropriate ATS authority, VFR flight shall not be
operated:
(a) Between sunset and sunrise.
(b) Above FL 200 (above flight level 150 in South East Asia).
(c) At transonic and supersonic speeds.
(d) When operating more that 100 nm seaward from the shoreline within controlled
airspace.
Note. Military aircraft operating above FL 150 in VMC may be authorised to fly in accordance with
VFR outside controlled airspaces if unable to establish two way communication with appropriate ATS
units.
3. Minimum Heights. Except when necessary for take-off or landing, or except by permission
from the appropriate authority, a VFR flight shall not be flown:
(a) Over the congested area of cities, towns or settlements or over an open air assembly
or persons at height les than 1000 feet (300 metres) above the highest obstacle within a
radius of 2000 ft (600 metres) from the aircraft.
(b) Elsewhere than as specified above, at a height less than 500 feet (150 metres) above
the ground or water.
4. Rules Governing Take-Off and Landing. VFR flights shall not take off or land at an
aerodrome or enter the aerodrome traffic zone/pattern when the ground visibility and or the cloud
ceiling are less than that specified for VMC in the laid down orders.
5. Special VFR Flights. VFR Flights, specially authorised can be permitted even in weather
conditions below VMC, subject to obtaining ATC clearance. Such flights are known as special VFR
flights.
6. lnflight Operation. VFR Flight shall be flown only in condition of visibility and distance from
clouds equal to or greater than those specified for VMC in the laid down orders.
7. Restrictions. VFR Flights except those operated in the immediate vicinity of the aerodrome,
shall not be operated
(a) At night.
(b) Above flight level 200 (above flight level 150 in South East Asia)
(c) More than 100 nm seawards from the shoreline in controlled air space.
8. Minimum Heights. Except for landing take off or by prior permission of appropriate
authority, VFR flights shall not be flown:
(a) At a heights less than 1000 feet (300 metres) above the highest obstacle within a
radius of 2000 feet (600 metres) from the aircraft, over congested areas of cities settlements
or over an open air assembly of persons.
(b) Elsewhere than, as specified in (a) above, at a height of less than 500 feet (150
metes) above ground or water.
9. Cruising Levels - General. VFR flights, in level cruising phase, operated above 3000 feet
from ground or water shall be conducted at a flight level appropriate to the track in accordance with
system of cruising levels prescribed for Indian Airspace in the AIP and DGCA circulars.
10. VFR Flights in Controlled Air Space (instrument Visual). VFR flights conducted in
controlled airspace (instruments visual) shall select cruising levels- used by IFR flights in accordance
with the system of cruising level prescribed by DGCA through NOTAMS except that correlation of
levels to track shall not apply when indicated in ATC clearances.
11. Compliance with Instructions. VFR flights shall comply with the provisions of ATC services as
laid down in general flights rule
(a) When forming part of aerodrome traffic at controlled aerodromes.

(b) When operated as special VFR flights.
(c) When operated in controlled airspace (instrument visual).
331 Rules of the Air (General)
12. Change from VFR to IFR. A VFR flight when electing to change to IFR shall:
(a) Communicate the necessary changes to be effected to its current flight plan or;
(b) Submit a flight plan to the appropriate ATS unit and obtain clearance prior to
changing over the IFR flight when in controlled airspace.
13. A pilot may be allowed to fly in accordance with the instrument flight rules in visual
meteorological conditions.
14. Compliance with instruments flight rules is compulsory under the following circumstances
although the flights are operated in visual meteorological conditions:
(a) When operated during night with exception of such local flights as may be exempted by
the Air Traffic Control. For this purpose, the local flight is wholly conducted in the immediate
vicinity of the aerodrome.
(b) When operated more than 100 nm seaward from the coast-line in controlled airspaces.
15. In South Asia, flights shall be conducted in accordance with the instrument flight rules (even
when not operating in the instrument meteorological conditions) when operated above FL 150.
However, IAF aircraft not fitted with adequate radio communication facilities or due to operational
reasons may fly VFR.
16. Definition of Night. “Night” means the hours if darkness between sunset and sunrise or
such other period between sunset and sunrise as may be prescribed by the appropriate authority and
in India it means in respect to the period of summer time, the time between one hour after sunset and
one hour before sunrise and in respect to the remainder of the year, the time between half an hour
after sunset and half an hour before sunrise ; provided that it shall be deemed to be ‘night’ when
between the hours of sunset and sunrise when any unlighted aircraft or other unlighted prominent
(object cannot be clearly seen at a distance of at least 5000 yards. (i.e., 2.5 nm or 4.5 km
approximately).
Instruments Flight Rules
17. Aircraft Equipment. Aircraft shall be equipped with suitable instruments and with
navigational aids appropriate to the route to be flown.
18. Minimum Levels. Except for take off or landing or when specifically authorised by the
appropriate authority, an IFR flight shall be flown at a level not below the minimum flight altitude
established by DGCA in India or where no such minimum flight altitude has been established at:
(a) Over a high terrain or in mountainous areas, at a level which is at least 600 meters
(2000 feet) above the highest obstacle located within 8 km of the estimated position of the
aircraft.
(b) Elsewhere at a level which is at least 300 metres (1000 feet) above the highest
obstacle located within 8 km of the estimated position of the aircraft.
19. Change from IFR Flight to VFR Flight. An IFR flight electing to change to Visual Flight
Rules, shall notify the appropriate unit, specifically, that the IFR flight is cancelled and communicate
the change to be made to its current flight plan.
20. Rules Applicable to IFR Flights within Controlled Airspace. IFR flights shall comply with
the provisions of ATC instructions as specified in the general rules. The cruising levels to be used by
IFR flights for operation in controlled airspace shall be in accordance with the system of cruising
levels in use (as published by the DGCA for India Airspace) except that the correlation of levels to
track prescribed therein shall not apply whenever otherwise specified in ATC clearance.
21. Cruising Level of IFR Flights Outside Controlled Airspace. An IFR flight operating in
level cruising flight outside controlled airspace shall be flown at a cruising level appropriate to its track
as specified in the cruising levels in the Indian airspace (except when below 3000 ft amsl).
22. Communication. An IFR flight operating within specified areas or along specified routes
outside controlled airspace shall maintain a listening out watch on the appropriate radio frequency and
establish two way communication as necessary, with the ATS units providing flight information service
/ advisory service.
23. Position Reports. An IFR flight operating outside controlled airspace shall comply with the
following provisions
(a) Submit a flight plan.

(b) Maintain listening out watch on the appropriate radio frequency and establish two way
communication as necessary with the air traffic service units providing flight information
service and shall report position as specified (rules of the Air-General).
Note. Aircraft electing to use the air traffic advisory service while operating IFR within specified
advisory airspace are expected to comply with provision of air traffic control service. However, flight
plans and changes thereto are not subjected to ATC clearance.
VERTICAL SEPARATION: CRUISING LEVELS
24. Cruising level as followed in India are given below.
Fig 5-1: Quadrantal Cruising Levels Between FL 30 and 140
0000 to 0890 0900 to 1790 1800 to 2690 2700 to 3590

Flight Altitude Flight Altitude Flight Altitude Flight Altitude
Level (m) Level (m) Level (m) Level (m)
30 900 35 1050 40 1200 45 1350
50 1500 55 1700 60 1850 65 2000
70 2150 75 2300 80 2450 85 2600
90 2750 95 2900 100 3050 105 3200
110 3350 115 3500 120 3650 125 3800
130 3950 135 4100 140 4250
Table 5-1: Quadrantal Cruising Levels (Magnetic Tracks)

Fig 5-2: Semi-Circular Cruising Levels Between FL 150 and 600
0000 to 1790 1800 to 3590

IFR Flights VFR Flights IFR Flights VFR Flights
Flight Altitude (m) Flight Altitude Flight Altitude Flight Altitude
Level Level (m) Level (m) Level (m)
150 4550 155 4700 160 4900 165 5050
170 5200 175 5350 180 5500 185 5650
190 5800 195 5950 200 6100 205 6250
210 6400 215 6550 220 6700 225 6850
230 7000 235 7150 240 7300 245 7450
250 7600 255 7750 260 7900 265 8100
270 8250 275 8400 280 8550 285 8700
290 8850 300 9150 310 9450 320 9750
330 10050 340 10350 350 10650 360 10950
370 11300 380 11600 390 11900 400 12200
410 12500 420 12800 430 13100 440 13400
450 13700 460 14000 -- --
-- -- 480 14650
500 15250 520 15850
540 16450 560 17050
580 17650 600 18250
Table 5-2: Semi-Circular Cruising Levels (Magnetic Tracks)

Standard Altimeter Setting Procedure
25. (a) A transition altitude is specified for each aerodrome or designated area which is
minimum 1500 feet above aerodrome elevation.
(b) The transition level is the lowest flight level available for use above the transition
altitude.
(c) The transition layer is the airspace between the transition altitude and the transition
level. (Due to changes in pressure, the vertical extent of the layer will vary).'
(d) Reports of vertical position of aircraft will be expressed as follows:
(i) When at or below transition altitude express vertical position in terms of

altitude indicated by the altimeter set to QNH.
(ii) When at or above transitions level vertical position in terms of flight levels
indicated by the altimeter set to 1013.2 mb.
(e) During climb after take-off, use QNH until transition altitude is reached, thereafter use
flight levels. During descent for landing, use flight levels until transition level is reached,
thereafter use QNH.
Note. The vertical position of an aircraft flying through the transition layer will be reported as
‘altitude’ when descending and as a ‘flight level’ when ascending.
337
CHAPTER 6
RT PROCEDURES AND PHRASEOLOGY
Radio Communication Standard Phraseologies.
1. Spelling Alphabets. When proper names, service abbreviations and words of which the
spelling is doubtful are spelled out in Radio Telephony (RT) the following alphabet shall be used:
Letter to be Identified Identifying Word Representation of Pronunciation in English

A Alfa Alphah
B Bravo Brah Voh
C Charlie Charlee (or Shar Lee)
D Delta Dell Tah
E Echo Eck Oh
F Foxtrot Foks Trot
G Golf Golf
H Hotel Hoh tell
I India In Dee Ah
J Juliet Jew Lee Et
K Kilo Key Loh
L Lima Lee Mah
M Mike Mike
N November No Vem Bar
O Oscar Oss Car
P Papa Pah Pah
Q Quebec Qeh Beck
R Romeo Row Me Oh
S Sierra See Airrah
T Tango Tang Go
U Uniform You Nee Form
V Victor Vik Tah
W Whiskey Wiss Key
X X-Ray Ecks Ray
Y Yankee Yan Key
Z Zulu Zoo Loo
2. Pronunciation of Numbers.
1 One Wun
2 Two Too
3 Three Tree
4 Four Fower
5 Five Fife
6 Six Six
7 Seven Saveen
8 Eight Ait
9 Nine Niner
0 Zero Zee Row
. Decimal Day - See - Mal
1000 Thousand Tou - sond
3. All numbers except whole thousand will be transmitted by pronouncing each number
separately. Whole thousands shall be transmitted by pronouncing each digit in the number of
thousand followed by the word thousand. Some of the examples are:
Number Spoken As
10 One Zero
75 Seven Five
100 One Zero Zero
583 Five Eight Three
5000 Five Thousand
25000 Two Five Thousand
4. R/T Call-sign for Ground Stations of Aeronautical Mobile Service. Where necessary for
identification the under mentioned words shall be used following the name of the location to indicate
the service required at the location concerned.
CONTROL Area Control Centre

RADIO Aeronautical station (Long Range R/T) used on HF, e.g., BOMBAY RADIO
HOMER Radio Direction Finding Station (VHF DF)
APPROACH Approach Control Office
TOWER Aerodrome Control Tower
INFORMATION Flight Information Centre
RADAR Surveillance Radar
DIRECTOR OR
GCA Operator
PRECISION
339
CHAPTER 7
DIVERSION AND RESPONSIBILITY OF CAPTAIN
Definition
1. Diversion is the act of flying to an aerodrome, other than that originally intended, for the
purpose of landing. This term applies both when the captain of the aircraft makes the decision and
when the advice or order emanates from an appropriate ground authority.
2. Reason for Diversions. Diversions are normally made for any of the following reasons:-
(a) Aircraft unserviceability or shortage of fuel.

(b) When the weather enroute is hazardous.
(e) When the weather at the aerodrome of first intended landing is reported to be below
the pilot’s break-off altitude for the aid to be used.
(d) When there is a reported failure of the essential ground aids necessary for use at the
proposed time of landing.
(e) When obstructions on the landing constitute a hazard to aircraft and cannot be
removed in time.
(f) When the aerodrome of destination has been closed.
Categories of Diversions
3. All diversions originated by ground authorities to the captain of an aircraft fall into one of two
categories:
(a) Grade 1 (Mandatory).

(b) Grade 2 (Advisory).
4. When the captain of an aircraft requests a diversion for reasons of his own the diversion does
not have any category but may be classified according to the nature of the case.
5. Grade-1 Diversion (Mandatory). This message to the captain of an aircraft indicates one of the
following conditions:
(a) The weather en-route or at the destination aerodrome is hazardous to flying.

(b) The diversion is to be made for some administrative or operational reason. The
captain of an aircraft must accept this order unless to do so would endanger his aircraft or its
occupants. A Grade 1 Diversion can only be originated by an aircraft operating authority and
cannot be originated by any air traffic control authority. However, air traffic control may
transmit or handle a Grade 1 Diversion on behalf of the originating authority.
6. Grade-2 Diversion (Advisory). This message to the captain of an aircraft indicates one of
the following conditions:
(a) The weather en-route or at the destination aerodrome may be hazardous in

flying.
(b) For some physical reason, landing at the destination aerodrome is hazardous
e.g., obstructed runway, failure of vital facilities.
7. The captain of an aircraft need not accept this advice and may elect to continue to the
destination aerodrome and investigate the weather or landing conditions. However, if the captain of an
aircraft chooses to disregard a Grade 2 Diversion he is responsible for ensuring that he can
subsequently reach diversion aerodrome with a safe fuel margin appropriate to his type of aircraft and
the method of approach and landing. A Grade 2 Diversion, being advisory can be originated by any air
traffic control authority as well as by an aircraft operating authority. Where an air traffic control
authority has issued an advisory diversion message to an aircraft without prior consultation with the
aircraft operation authority, the operation authority is to be informed of this action as soon as possible.
A Maximum of two approaches can be made in case a grade 1 diversion is refused, failing which a
diversion is mandatory.
8. Duties of Pilot-in-Command.
(a) The operator shall designate for each flight one pilot as Pilot - in-Command, who shall
supervise and direct the other members of the crew in the proper discharge of their duties in
the flight operations.
(b) In addition to being responsible for the operation and safety of the aircraft during flight
time, the Pilot-in-Command shall be responsible for the safety of the passengers and cargo
carried and for the maintenance of flight discipline and safety of the members of the crew.
(c) The Pilot-In-Command shall have final authority as to the disposition of the aircraft
while he is in command.
341
CHAPTER 8
DISTRESS COMMUNICATION
1. Definition.
(a) Aircraft Station. A mobile station in the aeronautical mobile service, other than a
survival craft station, located on board an aircraft.
(b) Distress. A condition of being threatened by serious and / or imminent danger and
of requiring immediate assistance.
(c) Rescue and Co-Ordination Centre. A unit responsible for promoting efficient
organization of search and rescue service and for co-ordinating the conduct of search and
rescue operations within a search and rescue region.
(d) Rescue Unit. A unit composed of trained personnel and provided with equipment
suitable for the expeditious conduct of search and rescue.
(e) Search and Rescue Services Unit. A generic term meaning, as the case may be,
rescue co-ordination centre, rescue sub-centre or alerting post.
(f) Urgency. A condition concerning the safety of an aircraft or other vehicle, or of

some person on board or within sight, but which does not require immediate assistance.
EMERGENCY PROCEDURES
General
2. The various circumstances surrounding each emergency situation preclude the establishment
of exact detailed procedures to be followed. Air traffic control units shall maintain full and complete
coordination, and personnel shall use their best judgment in handling emergency situations.
Note. To indicate that it is in a state of emergency, an aircraft equipped with an SSR transponder
might operate the equipment as follows:
(a) On Mode A, Code 7700 for distress.

(b) On Mode A, Code 7500, to indicate specifically that it is being subjected to unlawful
interference. (Hijack)
(c) On mode A, Code 7600 indicating failure of on board communication equipment.
Priority
3. An aircraft known or believed to be in a state of emergency, including being subjected to

unlawful interference shall be given priority over other aircraft.
Distress Frequencies
4. The ICAO Communication Procedures require that an aircraft in distress when it is airborne
should use the frequency in use for normal communications with aeronautical stations at the time.
However, it is recognized that, after an aircraft has crashed or ditched, there is a need for designating
a particular frequency or frequencies to be used in order that uniformity may be attained on a world -
wide basis, and so that a guard may be maintained or set up by as many stations as possible
including direction-finding stations, and stations of the Maritime Mobile Service.
5. With respect to survival craft stations the following emergency/distress frequencies are
provided:
(a) VHF - 121.5 Mhz.
(b) UHF - 243.0 Mhz.
(c) HF - 500 kHz, 2182 kHz, 8364 kHz.
HF frequencies 500 kHz and 2182 kHz are the international distress frequencies to be used when
requesting assistance from the maritime service.
Transponder Operations - Emergency
6. The pilot of an aircraft encountering a state of emergency shall set the transponder to Mode A
Code 7700 except when previously directed by ATC to operate the transponder on a specified code.
In the latter case he shall maintain the specified code unless otherwise advised by ATC.
Notwithstanding the procedure pilot may select Mode A Code 7700 whenever he/she has specific
reason to believe that this would be the best course of action.
Distress and Emergency Signals
7. The following signals used either together or separately, mean that grave and imminent danger
threatens and immediate assistance is requested:
(a) A signal made by radiotelegraphy or by any other signalling method consisting of the
group SOS (...---... in the Morse code).
(b) A signal sent by radiotelephony consisting of the spoken word MAYDAY.
(c) Rockets or shells throwing red lights, fired one at a time at short intervals.
343 Distress Communication
(d) A parachute flare showing a red light.
Note. None of the provisions in this section shall prevent the use by an aircraft in distress of any
means at its disposal to attract attention make known its position and obtain help.
Urgency Signals
8. The following signals used either together or separately, mean that an aircraft wishes to give
notice of difficulties which compel it to land without requiring immediate assistance.
(a) The repeated switching on and off of the landing lights.

(b) The repeated switching on and off of the navigation lights in such a manner as to be
district from flashing navigation lights.
9. The following signals used either together or separately, mean that an aircraft has a very
urgent message to transmit concerning the safety or a ship, aircraft or other vehicle, or of some
person on board or within sight.
a) A signal made by radiotelegraphy or by any other signaling method consisting of the

group XXX.
b) A signal sent by radiotelephony consisting of the spoken words PAN PAN.
UNLAWFUL INTERFERENCE
General
10. An aircraft which is being subjected to unlawful interference shall endeavour to notify the
appropriate ATS unit of this fact, any significant circumstances associated there with and any
deviation from the current flight plan necessitated by the circumstances, in order to enable the ATS
unit to give priority to the aircraft and to minimize conflict with other aircraft.
11. When an air traffic services unit knows or believes that an aircraft is being subjected to
unlawful interference, no reference shall be made in ATS air-ground communications to the nature of
the emergency unless it has first been referred to in communications from the aircraft involved and it
is certain that such reference will not aggravate the situation.
Transponder Operations - Unlawful Interference with Aircraft in Flight
12. Should an aircraft in flight be subjected to unlawful interference, the pilot-in-command shall
endeavour to set the transponder to Mode A Code 7500 to give indication of the situation unless
circumstances warrant the use of Code 7700.
13. When a pilot has selected Mode A Code 7500 and is subsequently requested to confirm the
code by ATC he/she shall, according to circumstances, either confirm this or not reply at all.
Note. The absence of a reply from the pilot will be taken by ATC as an indication that the use of
Code 7500 is not due to an inadvertent false code selection.
Procedures
14. The following procedures are intended as guidance for use by aircraft when unlawful
interference occurs and the aircraft is unable to notify an ATS unit of this fact.
(a) Unless consideration aboard the aircraft dictate otherwise, the pilot-in-command
should attempt to continue flying on the assigned track and at the assigned cruising level at
least until able to notify an ATS unit or within radar coverage.
(b) When an aircraft subjected to an act of unlawful interference must depart from its
assigned track or its assigned track and at the assigned cruising level without being able to
notify an ATS unit or within radar coverage.
(c) When an aircraft subjected to an act or unlawful interference must depart from its
assigned track or its assigned cruising level without being able to make radiotelephony
contact with ATS, the pilot-in-command should, whenever possible.
(i) Attempt to broadcast warnings on the VHF emergency frequency and other
appropriate frequencies unless considerations aboard the aircraft dictate otherwise.
Other equipment such as on-board transponder, data links etc., should also be used
when it is advantageous to do so and circumstances permit, and
(ii) Proceed in accordance with applicable special procedure for in flight

contingencies, where such procedures have been established and promulgated in
ICAO Document 7030 - Regional Supplementary Procedures : or
(iii) If no applicable regional procedures have been established, proceed at a

level which varies from the cruising levels normally used for IFR flight in the area by
300 m (1,000’) if above FL 290 or by 150 m (500’) if below FL 290.
Emergency Descent
15. Initial action by the Air Traffic Control Unit. Upon receipt of advice that an aircraft is
making an emergency descent through other traffic, all possible action shall be taken immediately to
safeguard all aircraft concerned. When deemed necessary, air traffic control units shall immediately
broadcast by means of the appropriate radio aids, or if not possible, request the appropriate
communications stations immediately to broadcast an emergency message.
16. Action by the Pilot-In-Command. It is expected that aircraft receiving such a broadcast
will clear the specified areas and stand - by on the appropriate radio frequency for further clearances
from the air traffic control unit.
17. Subsequent Action in the Air Traffic Control Unit. Immediately after such an emergency
broadcast had been made the area control centre, the approach control office, or the aerodrome
control tower concerned shall forward further clearances to all aircraft involved as to additional
procedures to be followed during and subsequent to the emergency descent.
DISTRESS AND URGENCY RADIO TELEPHONY COMMUNICATION PROCEDURES
General
18. The radiotelephony distress signal MAY DAY and the radiotelephony urgency signal PAN
PAN shall be used at the commencement of the first distress and urgency commencement of the first
distress and urgency communication respectively.
19. At the commencement of any subsequent communication in distress and urgency traffic, it
shall be permissible to use the radiotelephone distress and urgency signals. The originator of
messages addressed to an aircraft in distress or urgency condition shall restrict to the minimum the
number and volume and content of such messages as required by the condition.
20. If no acknowledgement of the distress or urgency message is made by the station addressed
by the aircraft, other stations shall render assistance.
Note. “Other stations” is intended to refer to any other station which has received the distress or
urgency message and has become aware that it has not been acknowledged by the station
addressed.
21. Distress and urgency traffic shall normally be maintained on the frequency on which such traffic
was initiated until it is considered that better assistance can be provided by transferring that traffic to
another frequency.
Note. 121.5 Mhz or alternative available VHF or 243.0 Mhz UHF or HF frequencies may be used as
appropriate.
22. In case of distress and urgency communications, in general, the transmissions by radiotelephony
shall be made slowly and distinctly, each word being clearly pronounced to facilitate transcription.
RADIOTELEPHONY DISTRESS COMMUNICATIONS
Action by the Aircraft in Distress
23. In addition to being preceded by the radiotelephony distress signal MAYDAY preferably
spoken three times, the distress message to be sent by an aircraft in distress shall.
(a) Be on the air-ground frequency in use at the time:-

(b) Consist of as many as possible of the following elements spoken distinctly and, if
possible, in the following order:-
(i) Name of the station addressed (Time and circumstances permitting).
(ii) The identification of the aircraft.
(iii) The nature of the person in command.
(iv) Intention of the person in command.
(v) Present position, level (i.e. flight level, altitude, etc., as appropriate) and
heading.
Action by the Station Addressed or First Station Acknowledging the Distress Messages
24. The station addressed by aircraft in distress, or first station acknowledging the distress
message shall:-
(a) Immediately acknowledge the distress message.

(b). Take control of the communication or specifically and clearly transfer the
responsibility advising the aircraft if a transfer is to be made.
(c) Take immediate action to ensure that all necessary information is made available, as
soon as possible, to:
(i) The ATS unit concerned.
(ii) The aircraft operating agency concerned, or its representative, in accordance
with pre-established arrangements.
(d) Warn other stations, as appropriate in order to prevent the transfer of traffic to the
frequency of the distress communication.
Imposition of Silence
25. The station in distress, or the station in control of distress traffic, shall be permitted to impose
silence, either on all stations of the mobile service in the area or on any station which interferes with
the distress traffic. It shall address these instructions “to all stations”, or to one station only, according
to circumstances. In either case, it shall use:
- STOP TRANSMITTING
- The radiotelephony distress signal MAYDAY.
The use of the signals shall be reserved for the aircraft in distress and for the station controlling the
distress traffic.
Action by all other Stations
26. The distress communications have absolute priority over all other communications, and a
station aware of them shall not transmit on the frequency concerned, unless:-
(a) The distress is cancelled or the distress traffic is terminated.

(b) All distress traffic has been transferred to other frequencies.
(c) The station controlling communications gives permission.
(d) It has itself to render assistance.
27. Any station which has knowledge of distress traffic, and which cannot itself assist the station
in distress, shall nevertheless continue listening to such traffic until it is evident that assistance is
being provided.
Termination of Distress Communications and of Service
28. When an aircraft is no longer in distress, it shall transmit a message cancelling the distress
condition. When the station which has controlled the distress communication traffic becomes aware
that the distress condition is ended, it shall take immediate action to ensure that this information is
made available, as soon as possible to:
(a) The ATS unit concerned.

(b) The aircraft operating agency concerned, or its representative, in accordance with
pre-established arrangements.
29. The distress communication and silence conditions shall be terminated by transmitting a
message, including the words “Distress Traffic Ended”, on the frequency or frequencies being used
for the distress traffic. This message shall be originated only by the station controlling the
communications when, after the reception of the message prescribed, it is authorised to do so by the
appropriate authority.
RADIOTELEPHONY URGENCY COMMUNICATIONS
Action by the Aircraft Reporting an Urgency condition (except Medical Transports)
30. In addition to being preceded by the radiotelephony urgency signal PAN PAN, preferably spoken
three times and each word of the group pronounced as the French word “panne”, the urgency
message to be sent by an aircraft reporting an urgency condition shall:
(a) Be on the air-ground frequency in use at the time.

(b) Consist of as many as required of the following elements spoken distinctly and, if
possible, in the following order:
(i) The name of the station addressed.
(ii) The identification of the aircraft.
(iii) The nature of the urgency condition.
(iv) The intention of the person in command.
(v) Present position, level (i.e. flight level altitude, etc., as appropriate and
heading.
(vi) Any other useful information.
Note.
(a) The foregoing provisions are not intended to prevent an aircraft broadcasting an
urgency message, if time and circumstances make this course preferable.
(b) The station addressed will normally be that station communicating with the aircraft or
in whose area of responsibility the aircraft is operating.
Action by the Station Addressed or First Station Acknowledging the Urgency Message
31. The station addressed by an aircraft reporting an urgency condition, or first station
acknowledging the urgency message, shall:
(a) Acknowledge the urgency message.

(b) Take immediate action to ensure that all necessary information is made available
as soon as possible to:
(i) The ATS unit concerned.
(ii) The aircraft operating agency concerned, or its representative, in accordance
with pre established arrangements;
Note. The requirement to inform the aircraft operating agency concerned does not have
priority over any other action which involves the safety of the flight in distress, or of any other
flight in the area, or which might affect the progress of expected flights in the area.
(c) If necessary, exercise control of communications.
Action by other Stations
32. The urgency communications have priority over all other communications, except distress and all
stations shall take care not to interfere with the transmission of urgency traffic.
351
CHAPTER 9
FORCED LANDING
1. General Considerations. A forced landing is a landing which was not allowed for in the
flight plan. As a general rule forced landing is not to be resorted to. The safety of the crew is best
ensured by abandoning the ac. It is preferable, on nose wheel aircraft, to carry out a forced landing
with the under carriage down to lessen the initial impact shock.
2. Through pre-flight planning and knowledge of emergency drills & procedures and sound
airmanship can either obviate the need for a forced landing or if one does become necessary, give the
pilot the greatest chance of completing it successfully. The various types are considered under two
main headings.
(a) Forced landing with power

(b) Forced landing without power or with only partial power.
3. Forced landing with Power. This type of forced landing may have to the carried out at a
normal diversion airfield or a disused airfield or a airfield /other suitable area these are explained
below.
(a) Normal Diversion. Landing a diversion airfield should present no problem as long
as the pre-flight preparation had been thorough and methodical. The main item to check
would be the airfield elevation and runway length available for landing.
(b) Use of Disused Airfield. There are a number of disused airfields in India with
runways suitable for an emergency landing. If such an airfield has a white bar painted below
the normal white cross displayed on the threshold, this indicates that it can be used for forced
landing. A landing should not be made on an airfield with letters ‘EX’ painted in white on the
runway, as this denoted that explosives are stored there.
(c) Use of other Suitable Areas. If a disused airfield is not available, a field or other
suitable area with the following characteristics should be chosen.
(i) The surface should be reasonably smooth, hard and free form obstructions.
The field should not have pronounced slope.
(ii) The leeward and if possible, the windward boundary should not have any
high obstruction.
(iii) If possible, the selected field should be near some means of communication
such as a road or house.
4. General. Technique when landing away from an airfield, the decision to carry out a forced
landing must be made while sufficient fuel & time remains. This will allow a suitable field to be
selected and proper inspection of the field carried out. While flying over the field, compass headings
should be noted and prominent land marks pinpointed to subsequently unable an accurate circuit to
be flown. In the absence of runway approach aids and in condition of low visibility an accurately timed
bad weather circuit should be flown.
5. Forced Land without Power. Actions to be taken in case of engine failure at any stage of
takeoff / low altitude are laid down in local order and these are followed explicitly.
Surface How to recognize

Ploughed The colour varies with the nature of the soil, no vegetation being visible. If
Land furrows are visible, land along them if the undercarriage is not retractable
Ripe grain Colour varies with the type of crop from buff to golden brown. If there is a wind,
movement of the grain will appear in waves flowing in the direction of the wind.
Health land A mottled brownish green colour, usually in large areas on high ground. It is
often covered or partly covered with gorse or heather. The surface is usually
pock, marked with rabbit holes, etc.
Marsh land Dark green, with still darker green spots or patches. Scattered pools or water or
streams can generally be seen in the vicinity.
Rocky uneven As for health land plus rocks of various colours.
ground
Forest The colour depends on the time of the year and the types of trees, but
recognition is easy.
Table 9-1: Forced Landing Fields
Note. It is recommended that a suitable field within 30 deg of the take off heading should be
selected and external stores / fuel tanks jettisoned before the landing is attempted.
6. Engine Failure at Altitude. In case of an engine failure at altitude and a decision is made
to force land the ac, the maximum time should be spent in selecting a suitable landing area and
planning circuit. Only frequent practice in carrying out forced landing under simulated engine off
conditions can ensure success in case of an actual emergency. Once a suitable field is selected, it
must be the endeavour of the pilot to feed into a pattern which would enable him to reach a key point
at a pre-determined height. It is important to take elevation of the terrain into consideration during the
planning and execution of the pattern.
7. Surface of the Landing Area. The ability to recognize various types of surface comes with
experience, and a guide to these are given in Table 9-2
353 Forced landing
Surface How to Recognize
Stubble An even buff colour, regular lines being visible from low altitudes.
Usually a mottled green, varying from dark green if low-laying and damp to
Grass land
brownish green if dry or burned by the sun.
An even sandy colour without dark spots or lines. On a beach, the sand a
Firm sand
few yards from the waters edge is usually suitable.
A rich dark uneven green. Regular to grain crops, but regular lines will be
Young grain crops
visible at a greater height.
The colour varies with the nature of the soil, no vegetation being visible. If
Ploughed land
furrows are visible along them and if the undercarriage is not retractable.
Colour varies with the type of crop from buff to golden brown. If there is any
Ripe grain wind movement of the grain will appear in waves flowing in the direction of
the wind.
A mottled, brownish green colour, usually on a large areas on high ground.
Heath land It is often covered with gorse or heather. The surface is usually pock-
marked with rabbit holes, etc.
Dark green, with still darker green spots or patches. Scattered pools of
Marsh land
water or streams can generally be seen in the vicinity.
As for heath land, plus rocks or various colours.
Rocky uneven
ground
The colour depends on the time of the year and the types of trees, but
Forest
recognition is easy.
Table 9-2: Surface of the Landing Area

355
CHAPTER 10
AIR FIELD LIGHTING SYSTEM
AERODROME LIGHTING
1. A high intensity electrical lighting system shall be installed at all aerodromes intended for
operation at night, in dusk or poor visibility conditions by day. At AF aerodromes, the OWL lighting
system (Czech type) has been in use. Emergency lighting system consisting of gooseneck flares and
marker lamps should also be conveniently available at least on the primary runways in the event of
failure of normal lighting system.
2. The electrical lighting shall comprise of the following:-
(a) Runway edge lights.

(b) Runway threshold identification lights.
(c) Runway end lights.
(d) Over-run lights.
(e) Runway approach lights.
(f) Taxiway edge lights.
(g) ORP/Turning Points lights.
(h) Aerodrome Beacon.
(j) VASI.
(k) Landing Direction Indicator.
(l) Wind Direction Indicator.
(m) Remote Control Panel.
3. The layout of the above lighting is shown at Fig 10-1 and layout of secondary runway lighting
is shown at Fig 10-2.
4. Runway Edge Lights. The lights are to be placed along the full length of the runway and
shall be in two parallel straight lines equidistant from the centre line of the runway. The lights shall be
placed not less than 1.5 m (5 ft) and not more than 4.5 m (15 ft) from the edge of the runway. The
lights shall be uniformly spaced in rows at intervals of 60 m (200 ft). When runway is intersected by
another runway or taxiway, lights may be spaced without conforming to 60 m (200 ft) spacing to meet
the specific requirement. Each case should be examined to ensure that pilots are not misled. Touch
down points will be indicated by double lights on either side of the runway at distance of 300 m (1000
ft) from the threshold. The lateral distance between two lights shall be 3 m (10 ft). Half way markings
shall be indicated by providing five additional lights on either side of the runway. The lateral distance
between these lights shall be 3 m (10 ft).
Fig 10-1: Main Runway Lighting
Fig 10-2: Secondary Runway Lighting
Note. Each runway light for the primary runway shall be three aspect lights and shall consist of one
omni- directional (45 watt) and two unidirectional lights (65 watts each). For the secondary runway,
only omni-directional lights will be fitted. All runway lights are to be clear lights, except that the last 1/3
of the runway at both ends will be provided with amber filters facing the direction of landing. This will
enable a pilot to determine the distance to go while on the landing run and also the distance covered
during take-off.
5. Runway Threshold Identification Lights. Five lights shall be provided on either side of the
runway to indicate the threshold, visible in the direction of approach. The inner most light shall be in
line with the runway edge light and the lateral distance between the threshold lights shall be 3 m (10
ft). These lights shall be of the same pattern as runway lights i.e. three aspect for the primary runway
357 Airfield Lighting System
and omni for the secondary runway. The uni-directional lights facing the approach direction shall have
green filters. The unidirectional lights facing the runway shall have red filters. The omni-lights shall
correspondingly have half red/half green filters.
6. Runway End Lights. When both thresholds of a runway are at the runway extremities,
fittings serving as runway threshold identification lights are provided with red filters in the direction of
landing are used as runway end lights. Where thresholds have been shifted from runway ends,
additional lights may be provided for this purpose.
7. Over-Run Lights. These lights will be placed along the length of over-run in two parallel
straight lines and shall be in line with the runway edge lights. The longitudinal spacing of the lights will
be 30 m (100 ft), commencing 30 m (100 ft) from the threshold. These lights are three aspect lights
and have red filters to indicate the over-run area. In addition, the fifth row from the threshold will be
supplemented on either side by four clear lights. The lateral distance between the clear lights shall be
3 m (10 ft). For aerodromes which do not have the standard 300 m (1000 ft) over-run, the following
procedures shall be followed:-
(a) For 270 m (900 ft) over-run clear lights denoting half way position shall be same as for
300 m over-run i.e. in line with the fifth row from the runway end.
(b) For 330 m(1100 ft) or 360 m (1200 ft) over-run clear lights denoting half way position shall
be in line with sixth row from the runway end.
(c) If over-run is less than 270 m(900 ft), the clear lights denoting half way are to be
dispensed with.
8. Approach Lights. These are high-intensity uni-directional clear markers with a narrow
vertical and large horizontal spread, suitable for ground or pole mounting. Each light is of 200 watt.
Their layout will be as follows:-
(a) Instrument Approach Runway. A culvert centre line and crossbar approach
lighting system, designed to serve as an aid to pilots during approach shall be followed. It
shall consist of a row of lights on extended centre line of the runway extending over a
distance of 900 m (3000 ft) from the runway threshold with four cross bars at 300 m, 450 m,
600 m and 750 m from the runway threshold. The centre line approach lights shall commence
at the end of the SGA. The first cross bar shall be 300 m (1000 ft) from the threshold if over-
run and SGA combined are less than 300 m (1000 ft), otherwise it shall be at 450 m (1500 ft).
(b) Non-Instrument Approach of Primary Runway. Six lights 30 m (100 ft) apart
shall be provided on the extended centre line of the runway. The first light will be placed at a
distance of 30 m (100 ft) from the end of SGA.
(c) Secondary Runway. Lead-in-lights in the form of ‘TEE’ shall be installed on the
approach of all secondary runways. There shall be a total of ten lights commencing 90 m (300
ft) from the end of the over-run area. Their spacing shall be 30 m (100 ft) longitudinally and 6
m (20 ft) laterally.
9. Fitment and Adjustment of Lights. All runway uni-lights are set at 4 degree upward and
2.5 degree inwards. Threshold and overrun lights are set at 5 degree upwards and 2.5 degree
inwards. Approach lights upto second bar are set at 6 degree, fourth bar at 7 degree and fourth to end
at 7.5 degree.
10. Taxiway Lights. These are omni-directional lights with blue filters and are to be so
arranged as to provide a clear and continuous indication of the taxiing route to be followed. Each light
is of 45 watt. The lights are to be placed on both sides of taxiway and as near the edge as possible,
but not more than 1.5 m (5 ft) away. The spacing of the lights in a straight line should be 60 m (200 ft)
but reduced on curves for clear indication of the route to be followed. These lights shall be provided
on main and link taxiways only.
11. ORP/Turning Point Lights. Three sides of the ORP will be provided with taxiway lights (45
watt), while the remaining i.e., runway side will have no lights. The distance between the taxiway type
of lights will be 15 m (50 ft).
12. Aerodrome Beacon. The aerodrome beacon shall be located on to the control tower. The
location of the beacon shall be such that the beacon is not shielded by the objects in significant
directions and does not dazzle pilots approaching to land. The aerodrome beacon shall show green
flashes alternating with white flashes. The frequency of total flashes shall be from twelve to thirty per
minute. The light from the beacon shall show at all angles of azimuth. The vertical light distribution
shall extend upwards from an elevation of not more than 1 degree to an elevation sufficient to provide
guidance to the maximum elevation at which the beacon is intended to be used.
13. Visual Approach Slope Indicator Systems (VASIS). The visual approach slope indicator
system is intended for use by aircraft in all weather conditions during day and night for making visual
approaches. The VASI System is two colours (white & red) type of installation, which gives the pilot
visual guidance in regard to correct angle of approach. When the runway, on which VASI system is
provided, is equipped with ILS/PAR, the siting and elevation of light units shall be such that visual
approach slope conforms as closely as possible with glide path of ILS/PAR. The beam of light
produced by light units of VASIS shall be such that in clear weather the effective visual range of the
system shall be at least 7.4 km (4 NM). The standard visual approach slope indicator system consists
of the following:-
(a) VASIS and AVASIS. Suitable for aeroplanes having eye to wheel height not
exceeding approx 4.5 m (15 ft) in the flare attitude.
(b) 3-Bar VASIS and 3 Bar AVASIS. Suitable for aeroplanes having eye to wheel
height not exceeding approx 16m (52 ft) in flare altitude.
14. VASIS and AVASIS. The VASIS shall consist of

twelve light units arranged in upward and downward positions
and symmetrically dispersed along the runway centre line in
the form of two pairs of wing bars with three light units in each
wing bar as shown in Fig 10-3. Each light unit consists of
three, 200 watt lights. The AVASIS shall consist of four, six or
eight light units as shown in Fig 10-4. The lights can either be
placed on one side of the runway or symmetrically along the
runway centre line. The light units placed on both sides of
centre line symmetrically will provide the roll guidance
indication to the pilot. The beam of light produced by the light
units shall show through an angle of at least 1 deg 30 sec
above and below the mean of the transition sector both by
day and by night and in azimuth through at least 10 deg by
Fig 10-3: VASIS
day and 15 deg by night. A suitable intensity control shall be
provided so as to allow adjustments to meet the prevailing ambient conditions and avoid dazzling the
pilot during approach and landing. The pilot of an aircraft during approach will:-
(a) When above the approach slope, see all the lights to be white.
(b) When on the approach slope, see the downwind lights white and upwind lights red.
(c) When below the approach slope, see all the lights to be red.
Fig 10-4: AVASIS

15. 3-Bar VASIS and 3-Bar AVASIS. The 3-Bar VASIS shall consist of the VASIS plus the
installation of a pair of additional upwind wing bars symmetrically and equally positioned for the
Fig 10-5: 3 Bar VASIS Fig 10-6: 3 Bar AVASIS

runway centre line and with at least two light units in each additional wing bar as shown in Fig 10-5.
The 3-Bar AVASIS shall consist of an AVASIS with three light units in each wing bar with at least two
light units, as shown in Fig 10-6.
16. Indication to the Pilot on 3-Bar Systems.
(a) When flying the aeroplanes with eye to wheel height not exceeding 4.5 m (15 ft) in
flare altitude the indication will be :-
(i) When above the approach slope, see either the downwind and middle lights
white and the upwind lights red or when further above, all the lights white.
(ii) When on the approach slope, see the downwind lights white and the middle
and upwind lights red; and
(iii) When below the approach slope see the downwind middle and upwind lights
red.
(b) When flying aeroplanes with eye to wheel height not exceeding approx 16 m (52 ft) in
flare attitude, the indication will be :-
(i) When above the approach slope see the downwind, middle and upwind lights white.
(ii) When on the approach slope, see the downwind and middle lights white and the
upwind lights red; and
(iii) When below the approach slope see either the downwind lights white and the middle
and upwind lights red or when further below, all the lights red.
17. PAPI and APAPI. The Precision Approach Path Indicator (PAPI) system shall consist of a
wing bar of four sharp transition multi-lamp units (Red and White) equally spaced. The system shall
be located on the left side of the runway unless it is physically impracticable to do so. The APAPI
system shall consist of a wing bar of two sharp transition multi-lamp (or paired single lamp) units. The
light units shall be located in basic configuration shown in Fig 10-7. The wing bar shall be constructed
and arranged in such a manner that a pilot making an approach will: -
(a) When on or close to the approach slope, see the two units nearest to the runway as
red and the two units farthest from the runway as white.
(b) When above the approach slope, see the one unit nearest the runway as red and the
three units farthest from the runway as white; and when further above the approach slope,
see all the units as white; and
(c) When below the approach slope, see the three units nearest the runway as red and
the unit farthest from the runway as white and when further below the approach slope, see all
the units red.
Fig 10-7: Typical PAPI Wing Bar Fig 10-8: Typical APAPI Wing Bar
Note. Here a runway is used by ac requiring visual roll guidance which is not provided by other
external means then a second wing bar may be provided on the opposite side of the runway.
18. Landing Direction Indicator (Landing 'T'). This will be located adjacent to the signal
square to indicate the runway in use. The remote control switch will be provided in the control cabin
so that the direction of the Landing TEE can be changed electrically by the aerodrome controller, with
the change of the runway.
19. Wind Direction Indicator. Special lights are to be provided to illuminate the main windsock
so that it can be seen during night. A complete set shall be provided as part of the aerodrome lighting
system.
20. Remote Control Panel. Remote Control Panel for selection of various components of
aerodrome lighting and control of intensity shall be located in the control cabin for operation by ATS
personnel. Arrangements for provision of this panel at the alternate ATC should also be made.
21. General. A non-aeronautical ground light which might prevent or cause confusion in the
clear interpretation of aeronautical ground lights should be extinguished, screened or otherwise
modified so as to eliminate such possibility.
22. Apron Lighting. Floodlights should be provided on the apron, intended to be use at night. It
should be located in a manner so as to provide adequate illumination with minimum glare to the pilots
and controllers.
23. Hazard Beacons. When hazard beacons are used, one beacon should be located at the
most prominent and highest feature of the object located. In the event of group of closely space
objects, additional hazard beacons shall be located at intervals of not more than 900 m (3000 ft) on
prominent features. Hazard beacons shall show a succession of red flashes. The number of flashes
per minute shall be between 20 and 80. The duration of flash shall exceed that of dark period.
Emergency Lighting
24. In the event of a sudden power failure and to provide some guidance to the pilots of an
aircraft on the final stages of the approach during the momentary period of darkness before the
standby service comes into operation, it is essential that lighted goosenecks flares are provided as
per the emergency lay-out in addition to the electric lighting.
25. Emergency Layout. In addition to runway electrical lighting, gooseneck flares shall be laid out
in the following manner:-
(a) Gooseneck flares are to be placed at intervals of 400 ft on both sides of the runway.
(b) In addition to (a) above, 2 additional goosenecks each on both sides of runway are to
be placed to mark the beginning, touch down point and end of the runway.
(c) Five additional goosenecks on both the sides to mark the half way point.
(d) Five goosenecks are to be placed on the approach as lead-in-lights, 400 ft from the
threshold of the runway.
(e) Ten goosenecks shall be used to make Landing TEE.
Retro-Reflective Taxiway Edge Markers
26. The taxiways leading to blast pens have not been provided with electrical lights as passive air
defence measures, though the requirement of taxiway guidance exists on these taxiways as well.
Retro-Reflective Taxiway Edge Markers have been scaled for all IAF
flying stations for such taxiways. Each flying station is authorised 150
markers (120 blue and 30 red) as Class 'C' store. These markers can be
installed on taxiways by insertion into pre-embedded cylindrical pipes or
by driving into ground with spikes fitted to the batons (Fig 8). These can
also be used for providing additional guidance on blind turns, bifurcation
of taxiways, ends of ac parking areas/aprons, additional obstruction
markers and on taxiways not provided with electrical lights. These
markers are effective on taxiways upto width of 50 ft when placed at a
distance of maximum of 100 ft. The spacing needs to be educed on Fig 10-9: RRTM
bends, curves and zones/areas requiring additional prominence.
27. I-Lights. Goosenecks are being replaced by the installation of I-Lights. These are inverter
operated lights placed coincident with the normal runway lighting. The purpose of I-Light system is to
provide lighting (emergency) in case of a power failure till the ACP changes over to standby power
supply (or the power supply is restored). Alternatively, these lights can generate upto 15 mins to effect
safe recovery of an a/c which has already commenced its approach. The other advantages that I-
Lights offer are that these are environmentally friendly. These also prevent the reduction in ground
visibility caused by burning goosenecks and further avoid the necessity of manual deployment which
is a tedious process on ground.
365
CHAPTER 11
ESCAPE / EVASION AND SURVIVAL
Introduction
1. The possibility of isolation in enemy dominated territory during the course of combat
operations is one of the hazards of modern war which all fighting men must face. Aircrew may be
required to fly over enemy held territory when the danger to their being forced or shot down will
always exist. On the ground, our forward elements such as the Helicopters and LAS Units may
suddenly find themselves isolated behind enemy lines. From the moment an individual realises that
he is isolated, his prime duty is to evade immediate capture and take subsequent steps necessary to
remain free, survive, move to other areas and finally to return to friendly territory. Circumstances do
however arise when capture cannot be avoided. If captured, he is duty bound to escape and resist the
enemy’s efforts to exploit him through interrogation, indoctrination and propaganda. Such determined
resistance to enemy’s attempts at exploitation is not only feasible but is the only honourable course to
follow. The psychological and physical stresses to which every prisoner of war is exposed are by and
large the same. However, in such circumstances, nothing would give him more confidence to face the
situation boldly than a fore-knowledge of the problems that would generally confront him and their
possible solution. Various drills or techniques of survival must, therefore, be carefully studied and
practiced so that actions in emergency will be instinctive.
Evasion
2. Successful evasion depends on the right attitude of mind and on the confidence and spirit of
each individual. This spirit can be best created by proper training, sound physical fitness and provision
of suitable survival equipment.
3. Reasons for Evasion. There may be different motivating factors for different people. For
some it may be desire to return to loved ones; for others a refusal to be laboured and humiliated as
matter of personal pride. Here are some factors that bear directly on the military effort against the
enemy.
(a) To return and fight yet another day.

(b) To deny intelligence particularly that of immediate tactical value, to the enemy.
(c) To provide intelligence for own forces.
(d) To deny the enemy a source of propaganda.
(e) To serve as a morale booster for own forces.
4. Technique of Evasion. If you find yourself isolated behind enemy lines, do not panic.
Move to a place of concealment and relax to get over the shock. If injured, attend to your injuries
against haemorrhage. Having sorted yourself out, carefully prepare your evasion plan. Here are some
general tips:
(a) Orientate yourself in relation to the areas under own and enemy control.
(b) Choose route bypassing enemy dispositions to avoid detection.
(c) A route which requires minimum physical exertion should be selected. Towns,
inhabited areas, communication networks, bridges, as well as enemy strongholds, must be
avoided.
(d) Travel by night preferably in the early hours of the morning or during same of low
visibility as for instance in rain when sentries are least alert. However be careful to avoid
disorientation and loss of direction while doing so.
(e) Take stock of your food and water.
(f) Set your mind on the journey ahead. Walk slowly and conserve your strength at all
costs.
5. Travel Precautions. While travelling cross-country, take full advantage of cover and
concealment. It is generally wise to move parallel to ridges and valleys rather than at right angles to
them. Use a track of some sort and cut a new track only as a last resort. For communication with one
another whisper or pass messages through hand movements. Don’t step on dry twigs as they crack
and make noise.
6. Isolation in Jungle. Prior to entering a jungle, make a mental note of the topography,
including features, like rivers, lakes, high ground, villages etc. If you have to bale out, arrange a
rendezvous for the crew before you jump out, the ideal being the wrecked ac. A jungle provides
splendid concealment but caution and good planning will still be necessary. If you are more than one,
walk in single file. Keep a good lookout and ears alert for any noise or conversation. Pre-flight briefing
should enable you to have a fair idea of enemy disposition so that sneaking across to own lines and
safety will be possible.
7. Isolation in Desert. In your journey to safety, do not travel unless you are certain you can
reach your destination with the water supply available. Rest in shade during day and travel only by
night. Head for a coast or water source or an inhabited area.
367 Escape / Evasion and/ Survival
8. Isolation in Built up or Industrial Areas. Evasion is dependent on many factors. The

prime requirement is good topographical knowledge of the area. Knowledge of local languages and
customs is of great help.
9. What not to Carry. An evader must be careful to divest himself of all tell tale matters such
as money, old travel tickets, passes, photographs, cigarettes, matches, clothing, name tabs, labels or
any other document, which may give away information that he can legitimately refuse to give under
the Geneva convention in the event of his being captured as a POW.
10. Assisted Evasion. It is best to avoid making ones presence known to anybody but
situations will arise when it may become absolutely necessary to seek local help or seek the
assistance of an active underground ‘Resistance’ or ‘Partisan’ a movement. It is better to know the
locals.
11. Local Assistance. When you come across a man, approach empty handed and with a
smile. If you are being guided, try to make on elementary check that you are not being led to the
enemy. If you doubt the reliability of locals, keep off from them unless you are in a desperate situation.
12. Partisan Movement. The existence of an active underground ‘Resistance or ‘Partisan’

Movement in the country may assist in escape. However the method of contacting such an
organization must be known as part of the pre-flight briefing. Otherwise, it could be dangerous to try
and solicit help to get in touch with any such organization at the spur of the moment.
13. Conclusion. A pilot who finds himself in enemy territory reasonably close to the border has
every chance of evading capture unassisted as no amount of vigilance can effectively seal off along
international borders. To sum up, the success of an evasion plan depends mainly on quick, careful
and discreet planning which will entail taking all factors into consideration, and executing the plan with
utmost speed and caution. To accomplish this, an aggressive will to survive is the foremost
prerequisite.
Survival
14. Experience has shown that personnel equipped and trained in sound survival technique will
have substantially a better chance of evading capture and making good their escape to friendly
control. During the initial stages when the individual is isolated, knowledge of correct survival
techniques very often means, the difference between remaining alive and free or submission to
capture in order to obtain shelter, food and medical care. If he is forced to travel to areas more
suitable for extended survival or to rendezvous points in friendly control, knowledge of how to survive
while on the move will be essential. If the nature of war or the distance to friendly territory is such that
isolated personnel must practice extended static survival in difficult terrain and adverse weather
conditions, knowledge of correct survival techniques will again be essential for success.
15. Factors Effecting Survival. The factors which hinder or aid survival may be classified as
enemies of and aids to survival. Disease, injuries, fear, thirst, hunger, heat, cold, loneliness and
boredom are its enemies. Its aids include the “will” to survive, knowledge of terrain and survival
techniques, equipment carried and physical fitness, with proper knowledge and suitable equipment it
should be possible to survive with ease. The time to study the subject is not after abandoning the ac
but before. Get hold of a copy of IAP-7 Survival on land and digest its contents. It outlines detailed
instructions on jungle, desert, snow and radiological survival.
16. Survival Equipment. To give you the best chance to survive, carry the following essentials
on you when in action or on a sortie over enemy held areas (Aircrew only).
(a) Money belt containing appropriate currency of the area over which operationally
engaged.
(b) Disc Identity Nos. one and two with your rank, name, and service number and religion
engraved.
(c) Blank chit embodying a guarantee from the Govt. of India of a prescribed monetary
reward to anyone who helps the bearer of the chit in escaping or reaching any of the Indian
Armed Forces forward posts.
(d) Map of the area over which operationally engaged. Safe areas pick up points escape
routes, exit points. R.T. call signs and other useful information should be memorised and
repeated once during pre-flight briefings to ensure thorough knowledge of them. Under no
circumstances should anything be marked on the map or any other written material carried.
(e) An unloaded pistol with adequate cartridges, for personal defence, concealed if
possible.
(f) A civilian set of clothes gives great chances of evasion and could be suitably carried
in conformity with flight safety requirements. However the effectiveness of this use has to be
carefully decided, so that in sensitive areas one is not shot as an enemy agent/spy.
(g) ‘Composite aircrew survival pack’ appropriate to the ac flown containing usual
survival equipment, rations compass and first aid kit.
17. Conclusion. The will to survive is inherent in every one of us. Given proper training in
sound survival techniques, physical stamina to stand unusual strains in difficult environments and
necessary equipment to pull through hard living conditions would make survival, a lot easier.
Extracts from Geneva Convention (1949)
18. (a) Article 13. Prisoners of war must at all times be humanely treated. Any unlawful act
or omission by the detaining power causing death or seriously endangering the heath of a
prisoner of war in its custody is prohibited and will be regarded as a serious breach of the
present convention. Likewise prisoners of war must at all times be protected particularly
against acts of violence or intimidation and against insults and public curiosity.
(b) Article 17. Every prisoner of war, when questioned on he subject, is bound to give
only his surname, first name and rank, date of birth and army regimental, personal or serial
number of falling this, equivalent information.
(c) Article 42. The use of weapons against prisoners of war especially against those
who are escaping or attempting to escape shall constitute an extreme measure, which shall
always be preceded by warning appropriate to the circumstances.
(d) Article 71. Prisoners or war shall be allowed to sent and receive letters and cards
the said number shall not be less than two letters and four cards monthly.
(e) Article 99. No prisoner of war may be tried or sentenced for an act which is not
forbidden by the law of detaining power or by international law in force at the time the said act
was committed.
Aide Memoir for Prisoners of War
19. (a) When questioned, give only your service number, rank, name and date of birth. The
best answer to every other question is “I don’t know”.
(b) Avoid looking the interrogator directly into the eye. The may enable him to get the
information without a direct answer. This will also overcome hypnotising effect.
(c) Never make an admission or a confession, whether verbal or in writing.
(b) Keep your body and mind clean and healthy.

(e) Have implicit faith in your superiors, your service, your country, your Government and
in yourself.
(f) Never let down your fellow prisoners. Do not believe the enemy’s statement that your
friends have talked. It is an old trick to make you talk.
(g) During interrogation, be Courteous and correct but do not convey the impression of
willingness to co-operate by an obsequious attitude.
(h) Remember that you are first and foremost a serviceman, although temporarily in
captivity. At all times, maintain a service bearing and conduct yourself as a serviceman.
(i) If you know the enemy’s language, never disclose it.
(k) Beware of stool pigeons and enemy medical personnel in the camp Doctors and
nurses are often employed to collect information.
(l) Look out for Microphones and Tape recorders in the POW Camp. A common
practice is to position one microphone in an obvious place where it can be easily detected
and a second one properly concealed. Having located the first microphone, prisoners
consider safe and are inclined to be careless in their talk.
(m) Do not try to be outstanding in anything. Loose yourself in the crowd. It will save you
a lot of harassment and improve your changes of escape.
Finally here are Three Golden Rules
20. (a) Avoid becoming a prisoner at all costs.

(b) If you become a prisoner due to reasons beyond your control, try your very best to
escape.
(c) Till such time that you can escape, keep mouth shut.
Survival on Land
21. Your survival depends upon your exploiting the environment and the available equipment to
the best of advantage. You owe it both to yourself and to your country the service to survive.
Remember that regardless of the equipment and the techniques your survival depends on your own
ingenuity and keenness. Let not the stress of an alien situation coerce you into a defeat. Where there
is will there is always a way. The factors which hinder and those which aid survival can be classified
into enemies of and aids to survival.
Enemies of Survival
22. The following are enemies of survival:
(a) Disease.
(b) Thirst.
(c) Hunger.
(d) Heat and cold.
(e) Panic.
(f) Fear.
(g) Loneliness and boredom.
(h) Injury.
Aids to Survival
23. The following are the aids to survival:
(a) The will to survive.

(b) Knowledge of:
(i) Terrain over which you fly.
(ii) Survival technique.
(iii) Equipment carried.
(c) Equipment available.
(d) Physical Condition.
24. Preparation for Survival - Pre-flight Actions.
(a) Be survival minded.

(b) Practice emergency crew drills.
(c) Always wear the correct flying clothing.
(d) Check your survival equipment before each flight. Immediately replace any
missing or deteriorated item.
(e) Prepare your maps with care.
(f) Make sure you thoroughly know Emergency Signal Procedures.
25. Action in an Emergency. Sudden emergency in air may leave no tine other than to pull the
firing handle or bale out. However, if time does permit and at first hint of difficulty, send an emergency
message. Distress messages can always be cancelled if the emergency passes. The captain must
keep his crew members informed of his intentions. The choice of abandoning the ac in flight or of
crash landing may depend upon the type of ac and the nature of emergency and may not rest with the
captain. However, if a choice is available, it is best to stay with the ac. Advantages of remaining with
the ac are:
(a) Crew are together. Survival as a group is easier than independent survival.
(b) Aircraft will act as a marker for search ac.
(c) Aircraft can prove to be a source of fuel and survival equipment.
26. Immediate Actions after Landing.
(a) Get clear of the ac as soon as it comes to a stop and stay clear until all the risk of the
explosion is over. Sit back and relax. Take stock of your situation. Calmly plan a sensible
course of action. Look for landmarks, Try to locate your site. Try for radio contact. Check
emergency equipment. Get signalling equipment ready for instant use. Prepare shelter to
protect yourself from rain, hot sun, cold and insects. Ration food and water. Start a log book.
Choose a leader. Bear in mind, cheerfulness, determination to live and common sense are
as important as food and water.
(b) Render First Aid to the injured. Make injured men comfortable. Be careful when
removing casualties from ac. Do not touch open wounds or burns with your fingers. Do not
give liquids to unconscious patients. Prioritise treatment of injuries as per requirement.
27. Signalling. Get all your emergency signalling aids ready for immediate use.
(a) Radio Equipment.
(i) Use ac radio before batteries lose their charge.

(ii) Activate Pilot Rescue Beacon (PRB)
(iii) Operate the Dinghy Radio as much as possible and especially during
international silence periods of 15-18 and 45-48 minutes past each hour.
(b) Sound Signals. It can help homing land rescue teams. It will also help to attract
other crew members who are lost or summon help when required.
(i) Three shots of firearms in quick succession is an urgent distress signal.

(ii) Whistle
(iii) Shouting, hitting a tall tree with stout stick or beating metal ac parts.
(e) Visual Signals.
(i) Pyrotechnics can be employed by using very pistol and cartridge two star red.
(ii) Three smoke Signals in the form of an equilateral triangle is a recognised
distress signal. The smoke must contrast with the back ground. Black smoke can be
produced by adding oil or rubber to a fire and white smoke by green grass or leaves.
Use smoke by day, bright flame by night.
(iii) Make three fires in a triangle of 100'.
(iv) Lights, e.g. batteries or torch.
(v) Heliograph.
(d) Ground Signals.
(i) Sea Marker Dye can be used in lakes and rivers also. Use only when an ac
is in sight.
(ii) Parachutes.
(iii) Aircraft.
(iv) Dinghies.
(v) Ponchocape.
(vi) Shadow signals.
(vii) Raft signals.
(e) Miscellaneous. Climb a tree, hoist a white or coloured improvised flag. A trampled
or burned grass pattern will be seen from the air. Keep a constant lookout for search ac.
28. Shelter. Protection from the elements such as cold, sun, rain, snow, wind, animals and
insects is always required. This can only be afforded by some form of shelter. Few points should be
borne in mind before selecting the place for a camp site:-
(a) Stay close to the ac.

(b) Solid ground with good drainage free of mud and decayed vegetation.
(c) Utilise and improve and natural shelter.
(d) Avoid game trails and insects.
(e) Avoid swampy ground and river beds. To make shelters, aeroplane and parachute can
be used. Aeroplane can be used in warm weather, if it is waterproof and can be made insect
proof. Parachute shelters should be made double skinned with an insulating layer of air in
between two layers of parachute material. Temporary shelters should only be used in winter if
they can be well insulated and in hot conditions if they can be made insect proof and
ventilated. In all shelters it is advisable to have the bedding raised from the floor as a layer of
insulating material.
29. Fire Making. Fire is one of the survivor’s vital needs. With it you can keep warm, cook, dry
clothing, sterilize water, wounds and signal for help.
30. Clothing. Proper clothing is necessary for protection against sun burns, insert pests and
scratches. Keep your clothing clean and in repair. Clean clothes have better warming as well as
cooling qualities and will last longer. Try to keep your clothing and shoes dry. Don’t put your shoes too
close to fire for drying. They may stiffen and crack. Wear two pairs of socks if walking. Wear the
correct clothing for the theatre of operation. The parachute material can be used to improvise head
covering, foot bindings and a sleeping bag.
31. Health Hazard. Keeping well is essential when you are stranded. Physical condition has
lot to do for coming out safely.
(a) Save your Strength. Avoid fatigue. Get enough sleep. Stop worrying, learn to
take it easy.
(b) Take Care of Your Feet. When walking, if your feet hurt stop walking and take care
of them. Apply adhesive tape smoothly on the portion of the feet where shoes rub.
(c) Guard Against Skin Infection. Take care of even the smallest scratch, cut or
insect bite. Use antiseptic cream on deep wounds. Cuts and scratches are likely to get
seriously infected which may lesson your chances of coming out safely.
(d) Guard Against Gastro-Intestinal Sickness. Dysentery and other Gastro-Intestinal

sickness can be prevented by drinking pure water. Try to eat only freshly cooked food or food
properly preserved. Besides be on your guard against other health hazards specific to
different terrains.
32. Water. Water is more important than food during survival. Start looking for it immediately. If
your water supply is low or if you cannot find water do not drink for 24 hrs. Apart from water contained
in personal survival packs and ac packs, rain water collected directly in clean containers is safe to
drink without purifying. There can be other sources also depending on area and terrain. Purify all
water before drinking by boiling or using Halazon tablets drinking un-purified water has risk of
dysentery, cholera, typhoid, worms and leeches.
33. Food. There are three sources of food available to the survivor. These are:
(a) Emergency Rations. Don’t just rely on your emergency rations to see you through.
Conserve it as much as you can.
(b) Animals, Birds or Fish. Do not be fussy about strange foods. Anything that
creeps, crawls, swims, runs or flies is a possible source of food. Animal food includes
mammals,, birds, reptiles, frogs, fish insects and turtles. In the absence of a gun try killing the
animal with a club or a sharpened stick. Various traps and snares can be made to catch
animals. Fish traps and nets can be set up in rivers and streams.
(c) Plant Food. Avoid brightly coloured fruits or berries unless you know them to be
harmless. Leave anything with a milky sap. Don’t eat anything that has a bitter or acid taste.
Leave all fungi.
34. Edibility Rules (If doubtful of food)
(a) Take a pinch of the food and eat it; wait for 8 hrs.
(b) If there is no ill effect take a handful, eat and wait for further 8 hrs.
(c) If still there is no ill effect, eat as much as required, prepared in the same way as for
the test. Preserve extra food. Food should be prepared properly.
35. Travels. Consider all factors before deciding to travel.
(a) Preparation for Trek. Don’t overload yourself or leave behind vital equipment.
Arrange pack so that weight falls on your shoulders. Wear comfortable shoes you can walk
home. Blaze your trail so that you can get back to the campsite, if necessary.
(b) Choosing a Destination. Pick objectives that are easy to find, e.g., coasts rivers or
roads. After you decide the objective, stick to it. Travelling down stream is the best. Three
prominent methods of navigation can be used.
(i) Use the air compass.
(ii) By using the Sun shadow, cast by an object at 1200 hrs. (local time) will
indicate N & S.
(iii) By using the Stars that rise vertically from the horizon indicate East, those
that set vertically indicate West.
Jungle Survival
36. Jungle is a term applied to natural forest of a particular land or region It may be wet tropical
rain forest or dry open scrub country. The rain jungle is a difficult and unpleasant land to live in and
travel through.
37. Pre-Flight Preparation.
(a) Knowledge of the terrain.

(b) Attention to personal clothing and kit.
(c) Commonsense and initiative.
(d) Frequent practices.
(e) Ability to learn through mistakes.
38. Action During Emergency. Prior to entering jungle, whether by bailing out or crash
landing, make a mental note of the topography including features like rivers, lakes, paddy fields,
villages etc. Arrange a rendezvous for the crew before bailing out. The best rendezvous is the
wrecked ac. Consider landing areas like beaches, clearings, paddy fields. Don’t land on tree tops. If
only tree tops are visible, a bail out is preferable to a force landing.
39. Immediate Actions After Landing.
(a) Take shelter from rain, sun and insects.

(b) Protect yourself against bites by mosquitoes and pests.
(c) Don’t leave landing site without carefully blazing or marking your route.
40. First Aid. Even the smallest scratch can quickly become dangerously infected. Promptly
treat any wounds.
41. Signalling. Set up your fires and other signals in a natural clearing along edges of streams
or try to make a clearing. Signals under dense jungle growth would not be seen. Use radio. A good
signal can be made by stretching your parachute across a narrow stream. Tie shroud lines securely to
trees on either bank.
42. Clothing.
(a) Keep your body covered for following

(i) To prevent insect bites.
(ii) To prevent scratches from vegetation.
(iii) To prevent sunburns in open country.
(b) Improvise puttees from parachute to keep out ticks and leeches.
(c) Wear a neck cloth or head covering.
(d) If you lose your shoes or they wear out improvise a pair of sandals from parachute or
canvas.
(e) Dry your clothing before nightfall to avoid discomfort from cold.
(f) Keep any extra socks or clothes dry to replace wet ones.
43. Shelter. Pick a camp site on a high spot away from swamps. Use the aeroplane as a
shelter but make it mosquito proof. Dig a small drainage ditch just inside your shelter and leading
down hill. Don’t sleep on wet ground. In mountainous jungle, nights are cold so arrange a fire with a
reflector of log or rocks.
44. Fire Making. Wood is plentiful. Dry wood can be found hanging in network, of vines or
lying on bushes. Green leaves thrown on a fire make a smoke that will keep mosquitoes off.
45. Water. There should be no trouble finding water in the jungle. The sources of water are:
(a) Streams, pools, springs, swamps, rivers, rain, plants, bamboo and coconut.
(b) Collect rainwater by digging a hole and lining it with pieces of canvas or catch water
dripping from trees.
(c) Animal trails often lead to water, follow them but don’t get lost.
46. Food.
(a) Animal Food. These are rats, lizards, frogs, snakes, turtles and tortoise, pig, deer
and birds. All birds are edible. Fish is plenty but watch out for poisonous fish. Worms soup or
silver paper make good bait. A fish net can be used.
(b) Plant Food, Bamboo. The tender shoot growing from the bamboo can be cut into
pieces, boiled and eaten, e.g., Fem-Kochibhai, Tailing, Kopi.
(c) Avoid any Unknown Fruits. Avoid fruit with a milky sap don’t eat anything tasting
bitter. Leaves do not contain many calories but do satisfy hunger and quench thirst.
47. Travel. Travel only when it is day light. Don’t try to crash through thick jungle. Find a trail
and follow it. Go down hill till you find a stream - then follow the stream. Walk in single file, machete
man leading, then map reader and then the rest of the party looking for food. Stop for 5 min after
every 30 min. Always blaze a trail. Make camp and get under mosquito netting before dusk. Get
plenty of sleep and rest.
48. Jungle and Health Hazards.
(a) Panic.
(b) Sun and Heat.
(c) Fever e.g., Malaria, Typhoid, Dysentery.
(d) Animal, e.g., Leeches, Snakes, wild animals.
(e) Personal Hygiene. This is important and following points must be borne in mind:
(i) Care of the feet.
(ii) Camp sanitary arrangement.
(iii) Blister’s, treat them immediately.
Desert Survival
49. Desert may consist of large tracts of barren land consisting entirely of sand or areas of broken
stone and pebbles. Rain is infrequent and storms may occur and alternating hot days and cool nights
are a feature. Live with the desert - do not fight it. Remember the Arab - he is not surviving in the
desert but lives there and likes it.
50. Pre-Flight Preparation.
(a) Water is essential. Carry all the water if you intend walking home.
(b) Carry smaller items on your person, e,g. Heliograph.
(c) Learn all about the conditions you are likely to encounter in your area.
51. Action in Emergency. Try and stay with the ac. Prevailing wind determined by formation
of sand dunes which run approximately at right angles to it. Avoid these ‘Sand Seas’. If possible force
land on level ground. If necessary land cross-wind parallel to the dunes. If you are forced to bail out
make your way to the wreckage, if it is within reasonable distance.
52. Immediate Actions After Landing.
(a) Lack of water will be your biggest problem. Keep your head and the back or neck
covered and get into shade right away to reduce sweating and loss of body water. Rig a
temporary shelter by draping parachute canopy from trailing edge of main plane.
(b) Don’t drink any water for first 24 hours.
(c) Institute immediate rationing of food and water.
(d) Decide whether you are staying or travelling, considering all factors.
53. First Aid.
(a) Move injured personnel into the shade

(b) Treat any wound at once.
54. Signalling.
(a) You can make a good improvised flare from a tin can filled with sand and sacked with
petrol. Add oil and pieces of rubber to make dense smoke for during day signals. Burn petrol
or use other bright flame at night.
(b) If there is any bush in the area, gather it in piles and have it ready to light.
(c) Heliograph is a very good desert signal. Practice using it.
(d) Use radio if available.
(e) Spread out dinghies and parachutes, if they are not needed for shade.
55. Clothing.
(a) Wear clothing for protection against sunburn, heat, sand and insects.
(b) Keep body and head covered during daytime - you will last longer on less water.
(c) Wear long pants and shirts with sleeves rolled down. Keep them loose and flapping
to stay cooler
(d) If you have a head covering, wear a cloth neck piece under it to protect the neck. If
you have no hat, improvise one like the Arabs. During dust-storms wear a covering for your
mouth and nose-parachute cloth will do.
(e) Wear sun-goggles or improvise an eye shield out of a piece of cloth.
(f) Keep sand out of your shoes. Stop often, take shoes off and shake out sand. Make
puttees from parachute cloth and wrap them spirally to overlap your shoes. These will keep
sand fleas out.
(g) If you have lost your shoes or they wear out, improvise the sandals.
(h) Desert nights can be cold especially in winter. If you travel, don’t throw away any
clothing. If you have no clothing, wrap yourself in parachute on cold nights.
56. Shelter.
(a) You will need shelter mostly from sun and heat. Natural shelter is limited to shade of
cliffs or hills, caves rock ledge. Don’t use inside of the aeroplane for shelter in the day time
as it will be hot. Get under the shade of a wing if you have no other shelter.
(b) If with the aeroplane, you can make a good shelter by tying a spread out parachute
as an awning to the wing leaving the lower edge at least 2' clean of the ground for air
circulation.
(c) If aeroplane, is not available make a single pole Para Teepee or spread parachute
over pillars made of rock pieces. Two layers of cloth separated by an air space is cooler than
single layer. Scoop down into the sand as it is cooler.
(d) In winter months, use inside of the ac for protection from cold and rain especially at
night. If aeroplane is not available, make a shelter of parachute with the sides anchored
securely to the ground by pegging or using rocks.
(e) In rainy seasons, dig a drainage trench round the base of your shelter with a lead
away trench running down the slope. Collect this water to supplement your water supply.
57. Fire Making.
(a) If oil and petrol are available, make improvised stoves. Lubricating oil can be burnt
with a wick arrangement.
(b) Desert bushes burn readily. If there is no surface vegetation, try digging for thick
masses of roots which burn well.
(c) Dry animal dung makes an emergency fuel.
(d) In and near an oasis, stems of palm leaves and similar wood will serve as fuel.
58. Water. In the desert your life depends on your water supply and the degree to which you
can protect your body from direct exposure to sun and heat. Do these things to conserve water:
(a) Don’t drink for first 24 hrs.

(b) Rest in shade during the heat of the day. Don’t exert yourself.
(c) Travel or work only at night and in the early morning when it is coolest.
(d) Don’t gulp water - drink only in small sips. Hold a little while in your mouth before
swallowing. If you have very little water use it only to moisten your lips.
(e) Wear clothing and headgear at all times during the day.
(f) If you have less than I pint of water per day, don’t eat. Don’t smoke if water is short.
(g) Keep your water supply in the shade. Guard against loss or spillage.
(h) Use it sparingly.
59. The various sources of water in desert are worth knowing.
(a) Along sandy beaches dig a hole just above the high tide mark.
(b) In stony desert country look for dry stream beds and dig at the lowest point.
(c) If you find damp sand; dig a hole and wait - water may seep into it.
(d) Pick the lowest point between sand dunes and dig 3' to 6'. If sand becomes damp,
keep digging until you hit water.
(e) Scoop out a hole, cover the bottom with a piece of canvas, fill the basin with stones.
Dew may collect on rocks and trickle down on the canvas. Collect water early in the morning.
Dew may collect on exposed metal surfaces like aeroplane parts and covers of tin cans.
Wipe it with a handkerchief and wring it into a container.
(f) Look for water holes and wells along caravan routes. Small water holes in dried
stream beds are often covered-search carefully for them. Purify all such water.
(g) Some desert plants like cactus store water suck or pound the pulp.
(h) Sound of birds in semi-arid country means water is near. Flocks of birds will circle
over a water hole in very dry desert.
(i) Trails of animals may lead to water.
(k) Rain is a good source. Erect rain traps.
(l) Snails can be pounded in a cloth and squeezed to give some water.
Temp. in°F Pints 24 hrs

60. Daily water requirement to maintain water
95° 9
balance, resting in the shade at all times is given at
Table 11-1. This requirement increases with activity 90° 6½
and rise in temperature. Walking in desert in temp of 85° 4½
just over 100°F causes loss of 2 pints per hr. through 80° 2 1/3
sweat. S o there is no future in trying to walk when the 75° 2
sun is up. Table 11-1: Daily Requirement of

Water
61. As far as possible, fluid loss should not be permitted to exceed 8 pints if you wish to stay in
reasonably good condition. You may feel cooler without clothes but evaporation of sweat increases
and so loss of water will increase. So keep your clothes on. Sweat contains salt as well as water and
the loss of salt must be made good, otherwise you may suffer from heat stroke, heat exhaustion or
muscular cramps. Take 2 - 3 salt tablets everyday, provided ad equate supply of water is available.
62. Food. Food spoils quickly in the desert. Open tinned emergency ration only as needed and
eat contents as soon as possible after containers have been opened.
(a) Animal Food. Look for animals at water holes, lying in areas under and in bushes.
Their presence depends on water and cover. They are commonly seen at dusk or dawn. The
common animals are rabbits, lizards, snakes. You will have to bait them and trap them after
finding their burrows. Don’t go chasing them or you may wander too far and get lost.
(b) Plant Food. Edible plants are rare. Some wild plants may be found along dry
stream beds or around water holes. Follow rules for testing eating plants. Various types of
cactus palm fruit and flowering shrub are usually available. Beware of cactus like plants with
a milky sap as they are poisonous.
63. Travel.
(a) Don’t travel unless you are certain you can reach your destination with the water
supply available.
(b) Water is most important in desert survival. Carry along all you can at the expense of
food and other equipment. Take along a piece of parachute to serve as sun-shade during the
day. Carry some extra clothing for cold nights.
(c) Travel only at night. Get down in shade during the day and rest.
(d) Head for a coast, a known route of travel, a water source or inhabited area. Follow
the easiest route possible. Avoid soft sand and rough terrain.
(e) Take care of your feet. Clear sand out of your shoes frequently.
(f) Distance in desert will fool you - to play safe multiply your estimation by three.
(g) If a sandstorm comes up, sit or lie down or try, to get into the leeward of any natural
shelter. Cover your mouth and nose, protect your eyes and stay till the storm blows over.
64. Health Hazards.
(a) Sun and Heat. This may take the form of heat exhaustion or heat stroke. The
former is characterised by vomiting and cramps and a feeling, of faintness. The latter may be
accompanied by high temperature, dry skin or even unconsciousness. Treatment is given by
keeping the patient in the shade and reducing his temperature by spraying the whole body
with cool water and fanning the patient. Salt tablets added to drinking water will obviate the
effects of heat exhaustion.
(b) Sunburn can be dangerous. If you must be out in the sun never expose head or
skin.
(c) Mosquitoes. in neighbourhood of villages and oasis may be malarious. Ticks are
numerous in some areas. Protect yourself against them (see jungle hazards).
(d) Look out for snakes, spiders and scorpions. Dust your clothing and specially
shoes before wearing.
(e) Sore Eyes. It results from excessive exposure or unprotected eyes to direct sun
light, glare or dust particles.
Sea Survival
65. An approach is made to the problem of survival at sea from the time that a successful ditching
or parachute alighting is carried out until rescue it ultimately effected. Survival, anyhow, requires
good teamwork, sound planning and a thorough knowledge of the correct use of emergency
equipment.
66. Immediate Action after Ditching.
(a) Release of Dinghy. The dinghy from the ac stowage must be released immediately
after ditching. Crew members should be made responsible for assisting the dinghy from its
stowage to ensure that cordage does not become entangled, and that the dinghy is not
punctured by contact with sharp edges. Whenever possible, the dinghy should be launched in
the water on the lee ward side to facilitate getting clear of the wreckage, thereby minimizing
the risk of entanglement with the sinking aircraft.
(b) Entering the Dinghy. As soon as the ac has come to rest, the crew should collect
all survival and emergency equipment, leave by the appropriate exits, and enter the dinghy.
One should never jumps into the dinghy - an almost certain way of causing damage. An
inverted dinghy should not be boarded. It is impossible to correct an inverted dinghy from the
mainplane. One member of the crew should enter the water. The dinghy then may be righted
by pulling on the handling patch and applying a downward pressure on the CO2 cylinder.
(c) The Single Seat Dinghy. As soon as the feet touch the water after a parachute
alighting with the single seater dinghy, the quick release mechanism should be operated to
free the parachute harness. On coming to the surface, the lanyard should be ripped from the
pack and the dinghy withdrawn. The manual valve should then be operated slowly to inflate
the dinghy. After inflating the dinghy, the two handling loops over the narrow end should be
grasped, and entry affected by pulling on them and kicking vigorously.
(d) Without the Dinghy. Where the dinghy is not available as a result of an
unsuccessful ditching, the following points should be borne in mind:-
(i) Particularly, socks and shoes should not be discarded unless it is necessary
to do sc to remain afloat.
(ii) Blood circulation should be maintained by moving continuously, but do so
effortlessly as energy conserved helps to maintain body heat.
(iii) Shouting should be avoided, as this reduces much needed energy.
(iv) Inflation of life jacket should be checked periodically.
(e) Abroad the Dinghy. Abroad the dinghy the person in command should organise a
search for any missing members. The painter should be cut and the dinghy paddled clear of
the sinking ac. Attempts should be made to salvage any items of equipment which may have
floated clear of ac.
(f) When Clear of the Aircraft. Throw out the sea-drogue to prevent drifting too far
from the scene of ditching. Where there is more than one dinghy - all should be connected by
at least 25' of cord. A regular inspection of each dinghy for leaks, damage chaffing, rigging,
correct inflation and of personal clothing equipment should be made. Also all the equipment
should be lashed securely to prevent loss. If rough seas, rain etc. are experienced weather,
aprons should be rigged immediately to keep occupants dry.
(g) First Aid. First aid should be administered without delay to injured personnel and
those suffering from shock.
67. Plan of Action. After the initial emergencies, a full agreement of everybody on all the
following points should be obtained. This eases the general tension
(a) Available rations, particularly water.

(b) Position in relation to the nearest land, surface craft, and main shipping lanes and air
routes.
(c) The likelihood of air search and its probable efficiency in view of prevailing weather
conditions.
(d) The state of W/T contact, and the amount of information successfully signalled prior
to ditching.
(e) Knowledge of and the advantages to be gained from wind, current and tides.
(f) Generally, it is preferable to remain in the position of ditching, but should
circumstances favour a departure from this area (e.g., proximity of land, shipping lanes etc.)
no time should be lost in getting ‘under way’ in order to take advantage of the crew’s initial
fitness and energy. The plan of action should be adhered to always.
(g) Dinghy Log. If possible a log should be maintained with all relevant information
and occurrences.
(h) Signalling Gear. All signalling gear should be checked and prepared for instant
use. Visual signalling devices are to be kept as dry as possible. Fluorescent sea markers
should be employed at intervals to attract searchers.
(j) Allocation of Duties. Mental disturbances are likely to be encountered after
several days at sea, as a result of mounting apprehension and exhaustion. Duties therefore
as signaller, navigator, fisherman and ac spotter, keeps each person occupied. Duties should
be performed slowly and without stress.
68. Rationing of Water and Food. For the first 24 hrs, water should be issued only to injured
or distressed personnel. On the second, third and fourth days the ration should be fairly liberal 14
ounces per head, if available. From the fifth day onwards, fit personnel should each receive two
ounces daily. Hard rations consisting mainly of food tablets, sweets and energy pills, are provided in
each emergency pack. When drinking water, the lips mouth, and throat should be moistened before
swallowing. On no account should salt water be consumed.
69. Additional Sources of Water. To supplement the quantity of fresh water provided in the
emergency kit, water may be obtained from the following sources:
(a) Rain Water. Improvise rain traps, use dinghy weather apron, empty water cans etc
for the purpose.
(b) Iceberg and Old Sea Ice. Fresh water may be obtained by melting pieces of ice
broken from an iceberg. Floating pieces of ice in the vicinity of an iceberg may also be a
source of fresh water.
(c) Immersion of the Body. It is possible to absorb a certain amount of water by

immersion of the body. One must remain in the water for an hour or more to gain any real
benefit from this.
70. Additional Sources of Food.
(a) Fishing. With the exception of jellyfish, all fish found in the open sea all are edible.
Poisonous fish stay mainly close to the shore. As a general rule, however, the fish to be
avoided may be identified by their slimness, sunken eyes, loose or flabby skin and unpleasant
odour. The ‘flies’ supplied with the fishing kit, piece of brightly coloured cloth or personal
trinkets may be used for catching fish. There is a danger of Barracuda or Sharks lurking in
the vicinity of large school of small fishes. If their presence is suspected, fishing should be
discontinued.
(b) Birds. All sea birds are edible. They may be caught by fish intestines across the
surface of water. Land birds some times fly out to sea, and may venture to settle on the
dinghy.
(c) Crabs and Shrimps. They can be found in seaweed, which should be shaken in
the dinghy. Owing to their saltiness, they are of little value as food unless drinking water is
plentiful.
71. Precautions Against Climate.
(a) Warm Climate. Sun shelter should be erected in warm climates. Unnecessary
clothing should be discarded, but the whole body should remain covered with one layer of
material. Cover head and neck properly. During the day clothing should be worn soaked in
sea water, but dried for re-donning before sun-down. Protect the eyes from sunlight and
reflected glare. As a precaution against sunburn, use anti-sunburn cream from first aid kit.
(b) Cold Climate. Keep dinghy as dry as possible. Dry wet clothes or remove
dampness by squeezing them. Wrap the body with parachute. Adequate insulation against
the cold floor of the dinghy will help transfer the body heat to persons suffering from cold.
Occupants should lie together in the bottom of the dinghy. Hands can be warmed under arm-
pits between things etc. Mild exercise should be taken to avert stiffness.
72. Dangerous Fish. The dangerous fish are ‘Sharks, Barracuda, Moray Eal and Sword Fish.
No items of clothing’s should be discarded, when they are suspected in an area. Fishing should be
abandoned. Occupants should ensure that all parts of their body are well inside the dinghy and
remain quiet. In shark infested water waste matter should be thrown outboard only during the hours
of darkness.
73. Health Hazards. The following ailments which are liable to be suffered by survivors at sea
are due chiefly to exposure to sea water, climate and shortage of fresh water.
(a) Sea sickness.

(b) Immersion foot.
(c) Salt-water sores.
(d) Sore eyes.
(e) Parched lips and cracked skin.
(f) Constipation or difficulty of urination.
(g) Frost bite.
74. Signals. Aircraft emergency packs are provided with various forms of signalling gear to
guide rescuers to distressed crews. They are:
(a) Radio.
(b) Sea Marking Dye.
(c) Visual-signal pistols or lamps.
(d) Sound whistles.
(e) Heliographs.
75. Land Indications. The proximity of land may be indicated by:
(a) Increasing number of birds.

(b) Presence of driftwood, flotsam, and seaweed.
(c) Appearance of small broken cumulus clouds.
387
CHAPTER 12
CRASH FIRE FIGHTING
1. General. Fire is essentially a chemical reaction, and may be caused by various agents.
Basically to be sustained, all fires require the presence of three essential in ingredients which are:
(a) Fuel.
(b) Oxygen.
(c) Temperature.
In case any of these ingredients are removed the chemical reactions ceases. The basic of concept of
fire fighting is based upon interfering with the basic chemical reaction by the use of various agents
now available.
2. Classification of Fires. Fires are classified as follows on the basis of source

agents/material:
(a) Class A. Fires caused by solid carbonaceous material such as paper, wood, grass
etc. The primary extinguishing agent used to combat these fires is water.
(b) Class B. Fires caused by liquid hydrocarbons such as POL. Foam is the primary
agents used to extinguish these fires.
(c) Class C. These fires are gaseous fire caused by inflammable gases such as LPG.
Carbon dioxide and dry chemical powders are the primary agents used to combat these fires.
(d) Class D. These fires are metallic fires, can be caused only by metals whose
melting point is higher than the ignition temperature. If the melting point is lower the metal will
melt before it can catch fire. Such fires are best extinguished by special dry chemical powder.
(e) Class E. These are electrical fires. Dry chemical powder, CO2 or Halons are used
as extinguishing agents.
3. First Aid Fire Fighting Appliances. Followings are the common fire extinguishers
available in the IAF:
(a) Soda Acid Extinguishers.
(i) Colour - Red.

(ii) Capacity - 2 gallons.

(iii) Operation - A CO2 Cartridge and Sodium Bicarbonate mixed with water are
placed in a metal cylinder. A glass bottle containing Sulphuric Acid is placed below
the metal cylinder. On operating the plunger, CO2 is released and expelled under
pressure.
(b) Water - CO2 Extinguisher:-
(i) Colour - Red.

(ii) Capacity - 2 gallons
(iii) Operation - A CO2 Cartridge and water are placed in a metal cylinder. On
operating a plunger the CO2 is released causing the water be expelled under
pressure.
(c) Chemical Foam Extinguishers.
(i) Colour - Chocolate Brown.

(ii) Capacity - 2 gallons.
(iii) Operation - The outer cylinder holds a solution NAOH and a second cylinder
within contains solution of A12 (SO4)3. On pulling up a spring loaded plunger and
shaking the container, the two chemical mix and react to form a foam compound
which is expelled by CO2 which is also formed during the chemical reaction. The
chemical potency of the compounds reduces with age and monthly maintenance
checks are required to be carried out.
(d) Dry Chemical Extinguishers.
(i) Colour - Red.

(ii) Capacity - 20 Pounds.
(iii) Operation - A mild steel container is used to store the chemical powder, A
CO2 cartridge is operated by means of a trigger and the pressurised gas is used to
discharge the powder as required.
(e) Carbon Dioxide Extinguishers.
(i) Colour - Black.

(ii) Capacity - 12 pounds per cylinder (various sizes available).
(iii) Operation - Most modern cylinder are fitted with demand type regulators and
the required amount of gas can be discharged as required. The nozzle must be held
firmly only by the insulated grip during operation.
389 Crash Fire Fighting
(f) Halon Extinguisher. These extinguishers are similar in external construction and operation
to CO2 extinguisher and are available in various sizes. Halons (Halogenated Hydrocarbons) are
stored in liquid form under pressure. This class of agent has proved to be very effective against liquid
fuel fire, running fuel fires and engine fires.
391
CHAPTER 13
AIR DEFENCE CLEARANCE
Introduction
1. In order to enable the Air Defence Organisation to keep track of all friendly aircraft operating
in vital areas and to take action against unidentified/unfriendly aircraft intruding into these areas, a
system of Air Defence authorisation for friendly aircraft has been introduced. The vital areas of air
space where identification of all aircraft is essential are termed as Air Defence Identification Zones.
Aim
2. To lay down Standard Operating Procedures for prior notification and issue of Air Defence
Clearance by IAF Air Defence agencies in respect of all aircraft flying within any of Indian Air Defence
Identification Zones (ADIZs).
Definitions
3. Air Defence Identification Agency (ADIA). ADIA is an Air Force unit responsible for
identification of aircraft within its area of jurisdiction. In the IAF, Air Defence Direction Centre (ADDC)
performs this function.
4. Air Defence Identification Zone (ADIZ). It is an area of defined lateral dimension where
identification is required by ADIA for all aircraft operating in it or approaching on such a heading that it
may penetrate in to the area.
5. Air Defence Clearance (ADC). ADC signifies authorisation of a proposed flight by the ADIA
originating from and /or penetrating into an Indian ADIZ during peace and war.
6. Air Force Movement Liaison Unit (AFMLU). AFMLU is an Air Force unit collocated with
the Flight Information Centre (FIC) of the Authority of India (AAI) for liaison between AAI and ADIA at
FIC level.
Air Defence Identification Zone (ADIZ)
7. It is an area of defined lateral dimension where identification is required by ADIA for all air
operating in it or approaching on such a heading that it may penetrate in to the area.
8. For facilitating identification and to affix responsibility, eight ADIZs viz, ADIZs Mumbai, West,
North, Delhi, Central India, Kolkata, East and South are specified and promulgated by the Govt. of
India. The ADIZs have since been reorganised and the dimensions of the new ADIZs are under
promulgation. These new Air Defence Identification Zones are as follows:
(a) ADIZ Mumbai. A circular airspace of 150 Nm with Mumbai as centre excluding air-
space of ADIZ west protruding into this area.
(b) ADIZ west. It is the entire airspace over the area bounded by the coordinates,
2930N / 7314 E, 2930 N/ 7538 E, 2430 N/ 7325 E, 2304 N / 7237 E, 2210 N / 7250 E,
2030N/7100 E, 2115 N/ 6815 E, 2339 N/ 6805 E and thence along the international border
with Pakistan upto 2930 N / 7314 E.
(c) ADIZ North. The entire airspace north of Latitude 2930 N.
(d) ADIZ Delhi. The entire Indian airspace bounded by joining the co-ordinates
2930N/7538 E, 2930 N.8000 E, 2430 N, 8000 E, 2430 N, 7325 E, and 2930 N, 7538 E.
(e) ADIZ Central. It is the entire airspace bounded by the coordinates 2930 N -8000 E,
2930 N / 8020 E, then along the India-Nepal boundary oin the North , upto 2840 N/ 8600 E
2915 N/ 8600 E, 2611 N/ 8000 E and 2930 N/ 8000 E.
(f) ADIZ Kolkata. The entire airspace over the area bounded by the co-ordinates 2640
N/8600 E along the Indo-Nepal border upto a point 2622 N/8733 E joined by the shortest line
through Kishanganj (2605 N/ 8755 E) to a point 2556 N/ 8804 E and then along the
international boundary with Bangladesh upto a point 2040 N/ 8915 E, 2040 N/ 8600 E, 2315
N/ 8600 E and upto 2640 N/ 8600 E.
(g) ADIZ East. The entire airspace over the area North-East of the shortest line
shortest line through Kishanganj (2605 N/ 8755 E). Joining the borders of Nepal and 2622 N/
8733 E and Bangladesh at 2556 N/ 8804 E.
(h) ADIZ South. The entire Indian airspace covering the southern peninsula south of
line joining 1800 N/ 7510 E, 1800 N/ 8100 E and 1700 N/ 8200 E excluding areas already
included in ADIZ Mumbai. The Lakshadweep Islands and Port Blair Island territories are also
excluded from this zone.
Purpose of ADC
9. The purpose of issuing ADC is as follows:
(a) To provide air defence identification agency with advance flight notification for prompt
identification by correlation of flight data.
393 Air Defence Clearance
(b) To avoid wasteful flying effort involved in physical recognition of friendly aircraft.
(c) To ensure prompt and appropriate action to investigate unknown flights.
(d) To effectively deal with unauthorised and objectionable intrusion by foreign aircraft.
(e) To plan the air surveillance/ radar surveillance/ close control by the Air Defence
organisation.
Application of Air Defence Clearance
10. No flight of an aircraft civil/military, Indian or foreign originating within ADIZs or penetrating
into an ADIZ is permitted without an Air Defence Clearance (ADC). An aircraft flying without an ADC
or failing to comply with restriction of deviating from its flight plan is liable to interception by armed
fighters.
Requirement of Air Defence Clearance
11. No flight (including aircraft, heptrs and UAVs) by civil or military Indian or foreign operator,
originating with an ADIZ defined in Para 8 above and those penetrating into these ADIZs is permitted
without an Air Defence Clearance. The procedure for issue of ADC is outlined in the succeeding
paragraphs. An aircraft flying without and Air Defence Clearance of Failing to comply with any
restriction or deviating from its flight plan is liable to be intercepted by armed IAF fighters.
Validity of an Air Defence Clearance
12. ADC shall be valid up to 30 minutes after ETD.
Procedure for the Issue of Air Defence Clearance
13. Requirement during peace being distinctly different from those during war or undeclared
International hostilities, the procedure has been divided in two parts i.e. during peacetime and during
war.
During Peace Time
14. During peacetime, operations of all civil aircraft, both Indian and foreign, are subject to certain
conditions as laid down by DGCA/ Air Headquarters. The procedure for issue of ADC is given in the
succeeding paragraphs.
15. Scheduled Civil Indian/International Flights.
a) On receipt of a detailed flight plan at the FIC, the Duty Officer will pass it to AFMLU.
b) AFMLU will issue Air Defence Clearance and record the ADC number on the Flight
Clearance form.
c) AFMLU will simultaneously pass the detailed flight plan to the concerned ADIA. In
case communication lines do not exist to the ADIA, the movement is to be passed through
concerned adjacent AFMLU.
d) FIC will pass actual time of departure, in-flight position reports and any changes in
flight plan to AFMLU after the aircraft is airborne. This information is to be passed by FIC
expeditiously so that the aircraft can be identified well in time by our AD agencies and undue
stress on or reaction by the Air Defence system is avoided.
e) AFMLU will in turn, relay information at (d) above to the concerned ADIA and
neighbouring AFMLU.
16. Non-Scheduled Civil Indian/International Flights. These flights operate subject to certain
conditions laid down by DGCA. On satisfying that these laid down conditions have been complied
with, DGCA will issue the YA number thereby clearing the flight, Based on this YA number, the
concerned AFMLU would issued the ADC number an the subsequent procedure would be the same
as at para 15 above. Clearance of non-scheduled civil national/international flights landing at sensitive
IAF air fields would be governed by the AOR policy issued by the Dte of Intelligence at Air HQ. Air HQ
(JD Ops Room) in turn will issue AOR signal to concerned ADIAs.
17. Private Operators. All private operators have to comply with certain conditions laid down
by the DGCA, for flights within Indian airspace. Whenever such flight originate/terminate at a military
air base, Air headquarters authority in the form of an AOR is imperative. The provisions of the policy
on issue of / obtaining of AOR have been specified in the Air HQ letters of AIR HQ/S. 20112/14/A1
(O) IV date 22 Mar 94 and Air HQ is 17726/11/ATS date 09-Feb 98. Where these conditions are
satisfied procedure, as laid down at para 15 above will apply.
18. Indian Military Aircraft.
a) The base of origin is to pass the detailed flight plan to the controlling ADIA for
obtaining Air Defence Clearance. The base will also pass a detailed flight plan to
FIC/AMCC/NACC for their clearance.
b) On receipt of detailed flight plan, the ADIA from whose area of responsibility the
proposed flight is originating will issue the requisite Air Defence Clearance.
c) The ADIA issuing clearance at sub-para (b) above will communicate full details of the
flight to the adjacent ADIA, in whose area of responsibility the proposed flight is expected to
enter.
d) For flights originating from airfields, where no communication exists with any ADIA,
the base of origin is to pass the flight details through the FIC to the AFMLU. This AFMLU, in
turn, is to pass on full details of the flight to the concerned ADIA, obtain Air Defence
Clearance number from the ADIA and convey the same to the FIC for onward communication
to the base of origin of the flight.
19. Foreign Military Aircraft. Foreign military aircraft are permitted of fly in Indian air space
subject to specific clearance by the Air Headquarters. This permission is conveyed to the ADIA by an
AOR signal issued by Air Headquarters. The following procedure will apply to foreign military aircraft,
for issue of ADC.
(a) On receipt of detailed flight plan, the MC Duty Officer will pass the same to the
AFMLU.
(b) On receipt of the flight plan, the AFMLU will pass details to ADIA and obtain Air
Defence Clearance (From ADIA).
(c) The AFMLU will, on receipt of clearance from ADIA, accord ADC number to the flight
and pass the same to the FIC.
(d) Issue of ADC for foreign military aircraft is strictly subject to Air HQ clearance through
an AOR Signal and the details therein. AOR clearance shall normally be valid for the specified
time + one hour of the estimated schedule (of departure and arrival time) for a period of 3
days or as spelt out in the AOR signal. ADC shall be valid for specified time + 30 minutes of
the planned ETD.
(e) In case the flight plan is at variance with the AOR signal, AFMLU will refer the matter
to Air Headquarters Ops Room telephonically and seek instructions before issuing the ADC.
20. Flying Club Aircraft. Following procedure will be adopted for the issue of ADC for Flying
Club aircraft.
(a) Aircraft performing local flying within 5 Nm from the centre of the runway and upto
1000 ft of height are exempted from obtaining ADC. However, flying club aircraft operating
from Patiala, Karnal and Hissar will be permitted to fly without obtaining ADC upto 3000 ft
AGL but within a radius of 5 Nm from the centre of the runway.
(b) For aircraft on cross country flights or flights outside the envelope mentioned at Para
17(a) above, the Flying Club concerned is to obtain the ADC from ADIA through the nearest
IAI station or from the AFMLU through FIC. In the latter case AFMLU will inform the
concerned ADIA(S).
21. Aerial Spraying Operations. Civil aircraft engaged in aerial spraying within ADIZs and
operating from civil aerodromes or improvised airstrips are to be cleared by DGCA after consultation
with Air Headquarters where necessary. Air Headquarters will disseminate this information to the
concerned Air force formations/units. However, during their ferry to and from their base to the area of
operations, procedures laid down at Para 16 above are to be followed.
General
22. The general provisions governing ADC are as follows:
(a) Where the proposed flight involves intermediate stopover, the ADC will cover the
complete flight to the final destination. Should, however, departure from intermediate station
be delayed by more than 30 minutes, a fresh ADC will be necessary.
(b) Flights originating in one FIR and terminating in another, or flying through another
ADIZ would not be required to obtain prior ADC from all FICs. For this purpose, the receipts of
flight plan from FIC of flight origin and co-ordination report will suffice. ADC is to be issued by
the AFMLC/ADIA of the ADIZ of origin. These details will be passed by FIC to AFMLC and by
the latter to ADIA.
(c) ATS Routes are laid down by DGCA in consultation with Air Headquarters. These
routes will not be altered by any lower formation. Difficulty, if any, will be referred to Air HQ for
decision.
(d) Each ADIA is responsible for transmission of flight plan information to the adjacent
ADIA through their Movement Liaison channels.
(e) The responsibility of obtaining Air Defence clearance is that of the Chief Operations
Officer / Aerodrome Officer of the departure base/airfield. He is accountable for any aircraft
taking off from his base/aerodrome. He is ensuring that ADC is obtained in accordance with
the provisions of the Air Staff Instruction.
(f) No Air Defence Clearance is required for flights within the control zone/vicinity of an
airfield i.e. vertically upto 1000 ft and horizontally upto 5 Nm from the centre of the runway.
This flying will be regulated by laid down procedures between the airfield control and ADIA.
(g) The existing communication facilities at certain airfields do not permit smooth
transmission of flight plan data to and from the concerned FIC. In such cases, AD
organisations, including concerned ADDCs and AFMLUs, would extend all possible
assistance in transmission of flight plan data, ADCs, destination clearances etc to concerned
FIC and airfield without prejudice to AD operations.
(h) In the event of failure or non-existence of communication at an airfield, the aircraft

may be allowed to take off from such airfields with specific instructions endorsed on the flight
clearance form to contact FIC/ ACC / Approach control immediately after it is airborne and
obtain Air Defence Clearance. This procedure will apply only to aircraft fitted with radio
facilities. Aircraft without radio communication are to obtain Air Defence clearance before take
off.
During War or Undeclared International Hostilities
23. During the periods of war and undeclared hostilities, international traffic is restricted, if not
suspended. All internal civil and military flights operating within Indian air space would normally be in
direct support of national war effort. In addition to the purposes mentioned at Para 9 above, security of
friendly aircraft assumes greater importance. The procedure that will regulate the issue of Air Defence
Clearance during periods of war of undeclared hostilities is as given hereafter.
24. Indian Foreign Civil Aircraft.
(a) FIC will pass detailed flight plan to AFMLU.

(b) AFMLU will obtain the clearance from Regional Coordination Centre (RCC) (During
hostilities, these centres would be set up at Delhi, Mumbai, Kolkata, Chennai and
Thiruvananthapuram by Air HQ alongside the respective AFMLUs).
(c) On clearance from RCC, AFMLU will transmit the flight plan to the ADIA and obtain
ADC number and endorse the same on the flight plan.
(d) Duty officer at AFMLU will brief the Captain of the aircraft about special instructions
that govern the specific flight.
(e) ADIA will pass the flight plan to adjacent ADIA.
(f) ADIA will pass the flight plan to all enroute and destination airfields.
(g) Issue of AD clearance for foreign aircraft will be strictly subject to special
authorisation from Air HQ.
25. Indian Military Aircraft. During hostilities, all military flying will regulated as per procedures
which have been evolved for the purpose. All such flights will be regulated by ADDCs. All flying
stations will ensure that the ADDC concerned has the full details of all flights within their assigned
area. For security reasons, no information on these flights will be passed to AFMLC and FIC.
26. Foreign Military Aircraft. Foreign military aircraft may be permitted to fly in Indian
airspace, by Air Headquarters. This permission is conveyed to ADIA by an AOR signal issued by Air
HQ. The procedure at Para 24 above will be followed for obtaining / grant of ADC.
27. General. The requirements of identification and security of friendly aircraft are vital during
hostilities. Since air situation is continuously changing, all aircraft transiting from one Air Defence
Sector to another sector are required to obtain permission of the concerned ADIA before entering its
area of responsibility. In addition, ADIA will take the following factors into consideration while issuing
ADC:
(a) Safe routing and flight level depending on the air situation and own and enemy’s
radar capabilities in the area.
(b) Ability to protect friendly aircraft.
(c) Special routing instructions and compulsory reporting points.
(d) Availability of diversionary airfields and navigational and landing aids for the route
cleared.
(e) Airfield entry and exit points and heights over these.
(f) Any other restrictions imposed by appropriate authority.
28. Time is of vital importance in Air defence. It is essential that flight plan details, in-flight reports
and allied data are transmitted clearly and promptly. Wrong or delayed information will result in
infructuous Air Defence reaction by our AD agencies. Accuracy, punctuality and promptness are
keynotes to successful implementation of procedures.
Air Defence Movement Number
29. All ADIAs and AFMLUs are to record serially all flight plans in the Aircraft Movement Record
Sheets. This Serial number is called the “Air Defence Movement Number”. When an ADIA of AFMLU,
after issuing the ADC to a proposed flight, passes the flight plan to another ADIA or AFMLU, the Air
Defence Movement Number is to be obtained from the receiving agency as a confirmation.
Conclusion
30. Air Space Management to ensure sustained National Security must remain a matter of
primary concern. As such the need for a very high sense of cooperation in the field between all
services and civil agencies should be accorded utmost importance.
399
CHAPTER 14
AIR TRAFFIC CONTROL SERVICES
Clearance
1. Clearance is the authorisation given by an traffic control authority for an

aircraft to proceed under specified conditions. The term is restricted to conditions governing flight
made within or through controlled airspaces.
2. Clearance is required to be obtained in the following circumstances:
(a) All flights undertaken from one aerodrome to another irrespective of distance
involved.
(b) In IMC (IFR Flight)
(c) If the flight is to be made under IFR at the pilots request.
(d) At night, irrespective of weather conditions.
(e) Along Airways within the coverage of an Air Traffic Control Unit irrespective or
weather conditions.
(f) Crossing Airways within the coverage of an Air Traffic Control Unit irrespective of
weather conditions.
(g) Controlled airspace in which IFR apply at all times.
3. Clearance is given by the Air Traffic Control Authority operating a controlled airspace and not
by an Aerodrome Air Traffic Control Officer. The latter may, however, assist the Captain of the aircraft
to obtain the clearance.
4 Clearance to Operate in VMC. Departing aircraft may be cleared subject to maintaining

operation in visual meteorological conditions till a specified time or to a specific location if reports
indicate that this is possible.
5 Operation on and in the Vicinity of an Aerodrome. An aircraft operated on or in the

vicinity of an aerodrome shall whether or not within an aerodrome traffic zone.
(a) Observe other aerodrome traffic to avoid collision.

(b) Conform with or avoid the pattern of traffic formed by other aircraft.
(c) Make all turns to the left when approaching for a landing and after take-off unless
otherwise instructed.
(d) Land and take-off into wind unless safety, runway configuration or air traffic
considerations determine that a different direction is preferable.
VISUAL SIGNALS
Light and Pyrotechnic signals
6. Instructions. Light signals are directed from Aerodrome Control to aircraft concerned.
LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON GROUND

Steady green Cleared to land Cleared for take-off
Steady Red Give way to aircraft and Stop
continue circling
Series of green flashes Return for landing * Cleared to taxi
Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
Series of white flashes Land at this aerodrome and Return to starting point on the
proceed to apron * aerodrome
Red pyrotechnic Notwithstanding any previous
instructions do not land for the
time being
* Clearances to land and to taxi will be given in due course
7. Acknowledgement by an Aircraft
(a) When in flight:
(i) During the hours of daylight – by rocking the aircrafts wings. This signal
should not be expected on the base and final legs of the approach.
(ii) During the hours of darkness – by flashing on and off twice the aircrafts
landing lights or if not so equipped, by switching on and off twice its navigation lights.
(b) When on ground
(i) During the hours of daylight – by moving the aircrafts ailerons and rudders
(ii) During the hours of darkness – by flashing on and off twice the aircrafts
landing lights or if not so equipped, by switching on and off twice its navigation lights
6. Authorization of Special VFR flights.
(a) When traffic conditions permit, special VFR flight may be authorized subject to the
approval of the unit providing approach control service and the provisions sub-paras given
below.
401 Air Traffic Control Services
(b) Requests for such authorization shall be handled individually
(c) Separation shall be effected between all IFR flights and special VFR flights in
accordance with separation minima in parts III and IV and, when so prescribed by the
appropriate ATS authority, between all special VFR flights in accordance with separation
minima prescribed by that authority.
(d) When the ground visibility is not less than 1500 metres special VFR flights may be
authorized to enter a control zone for the purpose of landing or to take off and depart directly
from a control zone. Within Class E airspace, special VFR flights may take place whether or
not the aircraft is equipped with a functioning radio receiver.
(e) Special VFR flights may be authorized to operate locally within a control zone when
the ground visibility is not less than 1500 metres provided that:
(i) The aircraft is equipped with a functioning radio receiver and the pilot has
agreed to guard the appropriate communication frequency. or.
(ii) Within Class E airspace, if the aircraft is not equipped with a functioning radio
receiver, adequate arrangements have been made for the termination of the flight.
403
CHAPTER 15
FLIGHT PLANNING
Submission of a Flight Plan
1. Information relative to an intended flight or portion of a flight, to be provided to air traffic

service units, shall be in the form of a flight plan.
2. A flight plan shall be submitted prior to operating:
(a) Any flight or portion thereof to be provided with air traffic control service
(b) Any IFR flight within advisory airspace
(c) Any flight within or into designated areas, or along designated routes, when so
required by the appropriate ATS authority to facilitate the provision of flight information,
alerting and search and rescue services.
(d) Any flight within or into designated areas, or along designated routes, when so
required by the appropriate ATS authority to facilitate co-ordination with appropriate military
units or with air traffic services units in adjacent States in order to avoid the possible need for
interception for the purpose of identification
(e) Any flight across international borders.
Note: The term "flight plan" is used to mean variously, full information on all items comprised in the
flight plan description, covering the whole route of a flight or limited information required when the
purpose is to obtain a clearance for a minor portion of a flight such as to cross an airway, to take off
from or to land at a controlled aerodrome.
3. A flight plan shall be submitted before departure to an air traffic service reporting office or,
during flight, transmitted to the appropriate air traffic service unit or air-ground control radio station,
unless arrangements have been made for submission of repetitive flight plans.
4. Unless otherwise prescribed by the appropriate ATS authority, a flight plan for a flight to be
provided with air traffic control service or air traffic advisory service shall be submitted at least sixty
minutes before departure, or, if submitted during flight, at a time which will ensure its receipt by the
appropriate air traffic services unit at least ten minutes before the aircraft is estimated to reach:
(a) The intended point of entry into a control area or advisory area
(b) The point of crossing an airway or advisory route.

INSTRUCTIONS FOR THE COMPLETION OF THE FLIGHT PLAN FORM
General
5. (a) Use block capitals.
(b) Adhere to the prescribed formats and manner of specifying data.
(c) Commence inserting data in the first space provided. Where excess space is
available leave unused spaces blank.
(d) Insert all clock times in 4 figures, UTC.
(e) Insert all estimated elapsed times in 4 figures (hours and minutes).
(f) Shaded area - preceding Item 3 is to be completed by A TS and COM services.
(g) Complete Items 7 to 18 as indicated here under.
(h) Complete also Item 19 as indicated here under, when so required by the appropriate
A TS authority or when otherwise deemed necessary.
(j) Do not introduce oblique or spaces where they are not required.
Note: Item numbers on the form are not consecutive, as they correspond to Field Type numbers in
ATS messages.
Item 7: Aircraft Identification (Maximum 7 Characters)
6. Insert one of the following aircraft identifications not exceeding 7 characters.
(a) The call sign determined by the military authorities if this will be used to identify the
aircraft in RT during flight.
(b) The ICAO designator for the aircraft operating agency, followed by the flight
identification when in RT the call sign to be used by the aircraft will consist of the ICAO
telephony designator for the operating agency followed by the flight identification.
(c) The registration marking of the aircraft when:
(i) The RT call sign to be used will consist of this identification alone or
preceded by the ICAO RT designator for the aircraft operating agency.
(ii) The aircraft is not equipped with radio.

405 Flight Planning
Item 8: Flight Rules and Type Of Flight. (One Or Two Characters)
7. (a) Flight Rules. Insert one of the following letters to denote the category of flight rules
with which the pilot intends to comply:
I if IFR
V if VFR
Y if IFR first and specify in Item 15 the point or points
Z if VFR first where the change of flight rules is planned
(b) Type Of Flight. Insert one of the following letters to denote type of flight when so
required by the appropriate ATS authority:
S if Scheduled Air Service

N if Non-Scheduled Air Transport Operation
G if General Aviation
M if Military
X if other than any of the defined categories above
Item 9: Number and Type of Aircraft and Wake Turbulence Category
8. (a) Number of Aircraft. (1 or 2 Characters) Insert the number of aircraft, if more than
one.
(b) Type of Aircraft. (2 to 4 Characters) Insert the appropriate designator as specified

in ICAO Doc 8643, "Aircraft Type Designators" or, if no such designator has been assigned,
or in case of formation flights comprising more than one type, insert ZZZZ, and specify in Item
18, (the numbers) and type(s) of aircraft preceded by TYP/....
(c) Wake Turbulence Category. (1 Character) Insert an oblique Stroke followed by

one of the following letters to indicate the wake turbulence category of the aircraft.
H HEAVY, to indicate an aircraft type with a maximum certificated take-off mass

of 136,000 kg (300,000 Ib) or more.
M MEDIUM, to indicate an aircraft type with a maximum certificated takeoff

mass of less than 136,000 kg (300,000 Ib) but more than 7,000 kg (15,500 Ib).
L LIGHT, to indicate an aircraft type with a maximum certificated take-off mass

of 7,000 kg (15,500 Ib) or less.
AIRCRAFT TYPE DESIGNATORS (ICAO DOC 4643/16)

AND WAKE TURBULENCE CATEGORY (1 Character).
Aircraft Name/Model ICAO Designator Military Designator

Airbus A300 EA30/H -
Airbus A310 EA31/H -
Basant HA 31 HN31/L -
Boeing 707 B707/M -
Boeing 737 B737/M -
Canberra M272/M CNBR/M
Dornier 228-100 DO81/L -
Harrier - HAR/M
HJT 16 - Kiran HN 16/L -
Hunter - HUNT/L
IL 76 I L 76/M -
Jaguar - JAGR/M
Mirage 2000 - MIR2/M
Sea Harrier - SHAr/M
Sea King WLSK -
Item 10: Equipment
9. (a) Radio Communication, Navigation and Approach Aid Equipment. Insert one
letter as follow:
N. if no COM / NAV / Approach aid equipment for the route to be flown is carried, or the
equipment is unserviceable or
S. If standard COM / NAV / Approach aid equipment for the route to be flown is carried
and serviceable (See Note 1) and/or
Insert one or more of the following letter to indicate the COM/NAV/Approach aid equipment
available serviceable:
Designation COM/NAV/APP aid equipment Designation COM/NAV/APP aid equipment

A (Not allocated) M Omega
B (Not allocated) O VOR
C LORAN C P (Not allocated)
D DME Q (Not allocated)
E (Not allocated) R RNP type certification (See Note
5)
407 Flight Planning
F ADF T TACAN
G GNSS U UHF RTF
H HF RTF V VHF RTF
I Inertial Navigation W
J (Datalink) (See Note 3) X When prescribed by ATS
K (MLS) Y
L ILS Z Other equipment carried (See
Note 2)
Note 1: Standard equipment is considered to be VHF RTF, ADF, VCR and ILS, unless, another
combination is prescribed by the appropriate ATS authority.
Note 2: If the letter Z is used, specify in Item 18 the other equipment carried, preceded by
COM/..and/or NAV/..., as appropriate.
Note 3: If the letter J is issued, specific in item 18, the equipment carried preceded by DAT/followed
by one letter.
Note 4: Information on navigation capability is provided b ATC for clearance and routing purposes.
Note 5: Inclusion of R indicates that an aircraft meets the RNP type prescribes for the route
segment(s), route(s) and/or area concerned.
(b) SSR Equipment. Insert one of the following to describe the serviceable SSR
equipment carried.
N NIL
A Transponder Mode A (4 digits-4096 codes)
C Transponder Mode A (4 digits-4096 codes) and Mode C.
X Transponder Mode S without both aircraft identification and pressure
altitude transmission.
P Transponder Mode S including pressure altitude transmission but no
aircraft identification transmission.
I Transponder Mode S, including aircraft identification transmission, but no
pressure altitude transmission.
S Transponder Mode S, including both pressure altitude and aircraft
identification transmission.
(c) ADS Equipment.
D ADS Capability
Item 13: Departure Aerodrome and Time (8 Characters)
10. Insert the ICAO four-letter location indicator of the departure aerodrome or If no location
indicator has been assigned, Insert ZZZZ. and specify in Item 18, the name of the aerodrome,
preceded by DEP/..….or if the flight plan is received from an aircraft in flight, Insert AFIL, and specify
in Item 18, the ICAO four-letter location indicator of the location of the ATS unit from which
supplementary flight plan data can be obtained, preceded by DEP/……, then 'without a space’ insert
for a flight plan submitted before departure, the estimated off-block time or for a flight plan received
from an aircraft in flight, the actual or estimated time over the first point of, the route to which the flight
plan applies.
Item 15: Route
11. Insert the first cruising speed as in 7a and the first cruising level as in 7b without space
between them. Then, following the arrow Insert the route description as in para 7c.
(a) Cruising Speed. (Maximum 5 characters) Insert the True Air Speed for the first or
the whole cruising portion of the flight, in terms of:
Kilometers per hours, expressed as K followed by 4 figures (e.g. KO930)

Knots, expressed as N followed by 4 figures (e.g. NP610) or
Mach number, when so prescribed by the appropriate ATS authority, to the nearest
hundredths of unit Mach, expressed as M followed by 3 figures (e.g. MO63)
(b) Cruising Level. (Maximum 5 character) Insert the planned cruising level for the first
or the whole portion of the route to be flown in terms of:
Flight level, expressed as F followed by 3 figures (e.g. FO65, F310) or

Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. AO65, A110)
or
Standard Metric level in tens of meters, expressed as S followed by 4 figures (e.g.
S1030) or
Altitude in tens of meters, expressed as M followed by 4 figures (e.g. MO940) or
For uncontrolled VFR flights, the letter VFR.
(c) Route (Including of Speed, Level and / or Flight Rules).
Flights Along Designated A TS Routes.
(i) Insert if the departure aerodrome is located on, or connected to the ATS
route, the designator of the first A TS route or
(ii) If the departure aerodrome is not on, or connected to the ATS route, the
409 Flight Planning
letters DCT followed by the point of joining the first ATS route, followed by the
designator of the ATS route.
(iii) Then insert each point at which either a change of speed or level, a change
of ATS route, and/or a change of flight rules is planned.
Note: When a transition is planned between a lower and upper ATS route and the routes
are oriented in the same direction, the point of transition need not be inserted.
(iv) Followed in each case by the designator of the next ATS route segment,
even if the same as the previous one or by DCT, if the flight to the next point will be
outside a designated route, unless both points are defined by geographical co-
ordinates.
Flights Outside Designated ATS Routes.
(i) Insert points normally not more than 30 mins flying time or 370 km (200 NM)
apart, including each point at which a change of speed or level, a change of track, or
a change of flight rules is planned or when required by appropriate ATS authorities.
(ii) Define the track of flights operating predominantly in an east-west direction

between 700 N and 700 S by reference to significant points formed by the
intersections of half or whole degrees of latitude with meridians spaced at intervals of
10 degrees of longitude. For flights operating in area outside those latitudes, the
tracks shall. be defined by significant points formed by the intersection of parallels 'of
latitude with meridians, normally spaced at 20 degrees of longitude. The distance
between significant points shall, as far as possible, not exceed one hour's 'flight time.
Additional significant points shall be established as deemed necessary.
(iii) For flights operating predominantly in a north-south direction, define tracks by

reference to significant points formed by the intersection of whole degrees' of
longitude with specified parallels of latitude, which are spaced at 5 degrees.
(iv) Insert DCT between successive points unless both points are defined by
geographical co-ordinates or by bearing and distance.
12. Conventions. Use only the conventions listed below and separate each sub-item by space.
(a) ATS Route (2 to 7 characters). The coded designator assigned to the route
or route segment including, where appropriate, the coded designator assigned to the
standard departure or arrival route (e.g. V 457, W 39).
(b) Significant Point (2 to 11 characters). The coded designator (2 to 5

characters) assigned to the point or if no coded designator has been assigned, one of
the following ways:
(i) Degrees only (7 characters). 2 figures describing latitude in

degrees, followed by 'N' or 'S', followed by 3 figures describing longitude in
degrees, followed by 'E' or 'W'. Make up the correct number of figures, where
necessary, by insertion of zeros, e.g. 28N079E.
(ii) Degrees and Minutes (11 characters). 4 figures describing latitude

in degrees and tens and units of minutes followed by 'N' or 'S', followed by 5
figures describing longitude in degrees and tens and units of minutes,
followed by 'E' or 'W. Make up the correct number of degrees, where
necessary, by insertion of zeros, e.g. 1950N 07834E.
(iii) Bearing and Distance from a Navigation Aid. The identification

of the navigation aid (normally a VOR), in the form of 2 or 3 characters, then
the bearing from the aid in the form of 3 figures giving degrees magnetic,
then the distance from the aid in the form of 3 figures expressing nautical
miles. Make up the correct number of figures, where necessary, by insertion
of zeros, e.g. a point 740 (M) at a distance of 40 nms from BBM (VOR)
should be expressed as BBMO74040.
(c) Change of Speed or Level (Maximum 21 characters). The point at which a

change of speed (5% TAS or 0.01M or more) or a change of level is planned,
expressed exactly as in para (b) above, followed by an oblique stroke and both the
cruising speed and the cruising level, expressed exactly as in para 11 above, without
a space between them, even when only one of these quantities will be changed e.g.
BM / 0284 A 045.
(d) Change of Flight Rules (Maximum 3 characters). The point at which the
change of flight rules is planned, expressed exactly as in sub-paras (b) or (c) above
as appropriate, followed by a space and one of the following:
VFR if from IFR to VFR
IFR if from VFR to IFR
e.g. BM VFR
BBM / N0284 A 045 IFR
(e) Cruise Climb (Maximum 28 characters). The letter C followed by an

oblique stroke; then the point at which cruise climb is planned to start, expressed
411 Flight Planning
exactly as in para (b) above; followed by an oblique stroke; then the speed to be
maintained during cruise climb, expressed exactly as in para 11a above, followed by
the two levels defining the layer to be occupied during cruise climb, each level
expressed exactly as in para 11b above or The level above which cruise climb is
planned followed by the letters 'PLUS', without a space between them.
e.g. C/32N 090W/M080 F 270 F 290
C/32N 090W/M080 F 290 PLUS.
Item 16 : Destination Aerodrome and Total Estimated Elapsed Time, Alternate Aerodrome (S)
13. Destination Aerodrome And Total Estimated Elapsed Time. (8 Characters).
(a) Insert the ICAO four letter location indicator of the destination aerodrome
followed without space by the total estimated elapsed time or if no location indicator
has been assigned.
(b) Insert ZZZZ, without a space followed by the total estimated elapsed time
and specify in item 18 the name of aerodrome, preceded by DEST/....
Note 1: For a flight plan submitted on the ground, total estimated elapsed time
commences at take off.
Note 2: For a flight plan received from an aircraft in flight, the total estimated
elapsed time is the estimated time from the first point of the route to which the flight
plan applies.
14. Alternate Aerodrome (S). (4 characters).
(a) Insert the ICAO four letter location indicator(s) of not more than two alternate
aerodromes separated by a space or if no location indicator has been assigned to the
alternate aerodrome.
(b) Insert ZZZZ and specify in Item 18 the name of the aerodrome, preceded by
AL TN/....
Item 18: Other Information
15. (a) Insert 0 (zero) if no other information or any other necessary information in the
preferred sequence shown below, in the form of the appropriate indicator followed by an
oblique stroke and the information to be recorded:
(b) EET. Significant points or FIR boundary designators and accumulated estimated
elapsed times to such points or FIR boundaries, when so prescribed on the basis of regional
navigation agreements, or by the appropriate ATS authority. e.g. EET/BBG 0745, EET/XYZ
0830.
(c) RIF. The route details to the revised destination aerodrome, followed by the ICAO
four-letter location' indicator of the aerodrome. The revised route is subject to re-clearance in
flight. e.g. RIF/HHY W20 MMV
(d) REG. The registration markings of the aircraft, if different from the aircraft
identification in Item 7.
(e) SEL. SELCAL Code if so prescribed by the appropriate ATS authority.
(f) OPR. Name of the operator, if not obvious from the aircraft identification in Item 7.
(g) STS. Reason for special handling by ATS, e.g. hospital aircraft, one engine
inoperative, e.g. STS/HOSP, STS/ONE ENG INOP.
(h) TYP. Type(s) of aircraft, preceded if necessary by number(s) of aircraft, if ZZZZ is

inserted in Item 9.
(j) PER. Aircraft performance data, if so prescribed by the appropriate A TS authority.
(k) COM. Significant data related to communication equipment as required by the

appropriate ATS authority, e.g. COM/UHF only.
(l) NAV. Significant data related to navigation equipment as required by the

appropriate ATS authority, e.g. NAV/INS.
(m) DEP. Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAO
four-letter location indicator .of the location of the ATS unit from which supplementary flight
plan data can be obtained, if AFIL is inserted in Item 13.
(n) DEST. Name of destination, if ZZZZ is inserted in Item 16.
(p) ALTN. Name of alternate aerodrome(s), if ZZZZ is inserted in Item 16.
(q) RMK. Any other plain language remarks when required by the appropriate ATS
authority or deemed necessary.
Item 19: Supplementary Information
16. (a) Endurance. After E/insert a 4-figure group giving the fuel endurance in hours and
minutes.
(b) Persons on Board. After P/insert the total number of persons (passengers & crew)
on board, when required by the appropriate ATS authority. Insert TBN (to be notified) if the
total number of persons is not known at the time of filling.
413 Flight Planning
(c) Emergency and Survival Equipment.
(i) R/ (RADIO)
Cross out U if UHF on frequency 243.0 MHz is not available.
High ight V if VHF on frequency 121.5 MHz is not available.
Cross out E if emergency location beacon-aircraft (ELBA) is not
available.
(ii) S/ (SURVIVAL EQUIPMENT)

Cross out all indicators if survival equipment is not carried.
Cross out P if polar survival equipment is not carried.
Cross out D if desert survival equipment is not carried.
Cross out M if maritime survival equipment is not carried.
Cross out J if jungle survival equipment is not carried.
(iii) J/ (JACKETS)
Cross out all indicator if life jackets are not carried.
Cross out L if life jacket is not equipped with lights
Cross out F if life jacket is not equipped with fluorescent.
Cross out U or V or both as in R/ above to indicate radio capability of
jackets, if any.
(iv) D/ (DINGHIES) (NUMBER)
Cross out indicators D and C if no dinghies are carried, or insert

number of dinghies carried.
(CAPACITY)
Insert total capacity, in persons of all dinghies carried.
(COVER)
Cross out indicator C if dinghies are not covered.
(COLOUR)
Insert colour of dinghies if carried.
(v) A/ (AIRCRAFT COLOUR AND MARKINGS) Insert colour of aircraft and

significant markings.
(vi) N/ (REMARKS)
Cross out indicator N if no remarks or indicate any other survival
equipment carried and any other remarks regarding survival
equipment.
(vii) C/ (PILOT)
Insert name of pilot-in-command.
(FILED BY)
Insert the name of the unit, agency or person filing the flight plan.
Fig 15-1: ICAO Approved Flight Plan

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FIS BOOK 4

ATC AND AIRMANSHIP

Terms and Definitions

4. Aerodrome Reference Point (ARP). It is a designated geographical location of an

14. Air Traffic Control Centre. An organisation established to provide:

(a) Air traffic control within a control area (where established).

19. Alerting Service. A service provided to notify appropriate organizations regarding ac in

Note. An alternate aerodrome may be the aerodrome of departure.

39. Distress Message. Emergency message to be used when an ac is threatened by serious

(a) When set to a QNH, altimeter setting will indicate altitude.

55. ILS Categories (ICAO)

(b) ILS Category II (Special authorization required). An ILS approach procedure

(c) ILS Category III (Special authorization required).

57. Instrument Approach Procedure (IAP). A series of predetermined manoeuvres by

58. Intermediate Approach. That part of an instrument approach procedure in which ac

68. Notices to Airmen (NOTAM). A notice containing information concerning the

(a) Active thunderstorm area.

(a) Heavy (H). All aircraft types of 136,000 Kg or more.

AIRFIELD LAYOUT AND FACILITIES

1. Characteristics. The siting, layout and physical characteristics of an airfield should

(b) Flight Strip. It

Standard Dimensions of Area

Sl Areas Dimensions Remarks

Table 2-1: Standard Dimensions of Areas Associated With Aerodromes

Siting of Control Tower

Siting of Runway Controller’s Cabin

Runway Crossing Point

(i) Not less than 500 m in width.

Fig 2-3: Declared Distances

1. Aerodrome markings consist of signs on surface of movement areas to convey aeronautical

2. Aerodrome ground markings shall consist of the following:

(a) Runway markings.

3. Runway markings shall consist of:

(a) Runway designation markings.

Runway Designation Markings

(b) Characteristics. Runway designation markings shall consist of a two-digit number

For two parallel runways L R

(d) Location. Runway designation markings shall be located at beginning of runway

5. (a) Application. Threshold

(b) Location. The

(c) Characteristics. The markings shall consist of a series of longitudinal strips of

(d) Displaced Threshold

Fig 3-3: Threshold Temporarily Displaced

Runway Centre Line Markings

Side Strip Markings

Touch Down Zone Markings

(b) Characteristics. These shall be longitudinal stripes marked symmetrically on both

Note. Runways served by PAR should be provided with

9. All markings on runway shall be painted white except

10. These markings shall consist of:

(a) Taxiway centre line markings.

11. Taxiway Centre Line Markings. These markings shall be

12. Runway Holding Position Markings. These markings

Note. The runway holding position

Fig 3-6: Runway Holding Position Marking

13. Unserviceability markings shall be displayed on

14. In case of runway and taxi track, unserviceability

Interruption of Runway Markings

Aerodrome Markings at Operational Airfields

AIR TRAFFIC SERVICES AND ATS UNITS

Air Traffic Control

4. Objectives of Air Traffic Services.

(a) To prevent collision between aircraft.

5. The ATS include the following: