Airspace CEES (fey CAPT. SAHIL KHURANA SEC-7, DWARKA, NEW DELHI-75 (+91) 9871866290, 9971663490ececee Ceeeeeeoe AIR LAW ‘Annex 1 | PERSONNEL LICENSING Annex? | RULES OFTHE AIR OO ‘Annex3 | METEOROLOGICAL SERVICE FOR INTL AIR NAVIGATION ‘Annex 4 | AERONAUTICAL CHARTS [Annex 5 | UNITS OF MEASUREMENT AIR GROUND OPS | [annex 6 —~ [Annex 7 | A/C NATIONALITY AND REGISTRATION MARKS "Annex 8 (AIRWORTHINESS OF AIRCRAFT ‘Annex 9 FACILITATION ‘Annex 10 AERONAUTICAL TELECOM ‘Annex 11 | AIR TRAFFIC SERVICES ‘Annex 12 | SEARCH AND RESCUE AIR 1 | ‘Annex 13 A/C ACCIDENT / INCIDENT INVESTIGATION ‘Annex 14 | AERODROMES UNLAWFUL INTERFERENCE | “Annex 18 SAFE TRANSPORT DANGEROUS GOODS BYAIR AEROBATIC FLIGHT - Manoeuvres intentionally performed by an aircraft involving an abrupt change in its attitude, an abnormal attitude, or an ‘abnormal variation in speed. MOVEMENT AREA - That part of an aerodrome to be used for the take-off, landing ond taxiing of aircraft, consisting of the manoeuvring area and the ‘apron(s). [MANOEUVRING AREA - That part of an aerodrome to be used for the take- off, landing and taxiing of aircraft, excluding aprons. SAHILAURANA SEC~7, DWARKA, NEW DELHI 09871866290evxeeeeeed:eeeeen e eeeecse AEROBATIC FLIGHT -NO PERSON SHALL FLY AEROBATICALLY U Inthe vicinity of an aerodrome at a distance of less than 2 NM from the nearest point of the perimeter of the aerodrome unless being flown higher than 1800m or 6000 feet. O when flying over city town village or populated area except when written permission by DG. 2 Aerobatics should commence at such a height so itis to be completed ‘at aheight not less than 2000 feet above AGL. By a licensed pilot or accompanied by a licensed pilot Instructor. Over aerodrome Minimum Height ~ 6000 feet Agl. PROHIBITED AREAS AND RESTRICTED AREAS Aircrofe shall not be flown in a prohibited area, or in a restricted area, the particulars of which have been duly published, except in accordance with the conditions ofthe restrictions or by permission of the State over whose territory the areas are established. 1 ifa following signal given by ground indicate ~ “A series of projectiles discharged at intervals of 10 seconds, showing ‘on bursting Red and Green lights.” i Indicates - The Aircrafts flying in the vicinity of a RESTRICTED, PROHIBITED or DANGER area and should take necessary actions. 0 Necessary actions includes ~ 0 FIRSTLY Will not fly further into the Prohibited Area. SECONDLY - Will not descend while stil above prohibited Area. THIRDLY. Will ASA he is aware of the fact, give the signal of distress MAYDAY , MAYDAY, MAYDAY by R/T FOURTHLY- immediately Squawk Distress code “7700” and land to the nearest aerodrome outside Prohibited Airspace. ‘AHILRHURANA, SEC—7, DWAREA, NEW DEL| COL OHOSOLEDOOHLOHO OLE OOO DOR 000 Restricted area- An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircroftis restricted in ‘accordance with certain specified conditions. Prohibited area- An airspace of defined dimensions, above the land areas or territorial waters of a State, within which the flight of aircrafts totaly prohibited. PROHIBITED AREAS IN INDIA ‘BOMBAY (Tower of Silence) (MATHURA REFINERY RASTHTRAPATI BHAWAN BHUBANESHWAR TOWER Danger area- An airspace of defined dimensions within which ‘activities dangerous to the flight of aircraft may exist at specified times. FORMATION FLIGHTS Aircraft shall not be flown in formation except by prearrangement among the pllots-in-command of the aircraft taking part in the flight and, for formation flight in controlled airspace, in accordance with the conditions prescribed by the appropriate ATS authority ‘No formation Flights Civil Airero SEC 7, OWARKA, NEW DELHI 09871866250,weveseeeeeeoe:e e e e e@ee000 AVOIDANCE OF COLLISION RULES Right of Way means the right to proceed without alteration of course. The oircraft that has the tight of way is required to maintain | its heading and speed, and observe the other aircraft whilst the collision risk exists. Rightof wey Approcchingheod-on- | =p UWhen two alrereftore approeching | ontorwey head-on or approximotely 0 and theres danger of colision, each Shall eter ts heading to therigt. Head.On Aer Course To Right |overtaking Alte Coun To Right Converging - When two aircroft are " sg converging at approximately the same level, the oircroft that has the otheron its ight shal ive way, t except os folows co GENEREAL RULES FOR AIR COLLISION AVOIDANCE Power driven flying machines must give way to airships, balloons, gliders. Airships must give way to balloons and gliders. Gliders must give way to balloons and power driven flying machines must give way to towing aircrofts. IMP:: The A/C which has other aircraft on its right shall give way and the aircraft on the right hos a right of way SEC~7, DWARKA, NEW OFUAI 09871866290be Ye & © Bale oe lacey o Saad wit bt ee A@ Ale on far Konong soilt tone primly wer afe on -famiicey, Ale fis! Aprons wil) Ae, primi over aft tn bp Peenty ove! any” after fit | 1@CCCOCOCOHECOCCOCROBOROMMAmMmaamae nares ~~ ~~ ~~eeceees @eecv2e0ece e OVERTAKING ‘An aircraft that is being overtaken has the right of way and the overtaking aircraft, whether climbing, descending, or in horizontal flight, shall keep out of the way by altering its heading to the right. ‘An overtaking aircraft is an oircraft that approaches from the rear on aline {forming an angle of less than 70°. LANDING ‘An aircraft in light, or operating on the ground or water, shall give way to aircraft landing or in the final stages of an approach to land. ‘SURFACE MOVEMENT OF AIRCRAFT In case of danger of collision between two aircraft taxiing on the movement ‘area of an aerodrome the following shall apply: O When two aircraft are APPROACHING HEAD ON, or approximately so, each shall stop or where practicable alter its course to the right so as to ‘keep well clear. G_When two aircraft are on a CONVERGING COURSE, the one which has the other on its right shall give way. An aircraft which is being OVERTAKEN by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the ‘other aircraft. UGHTS TOBE DISPLAYED BYAIRCRAFT | 9) yn f When Lights must be Displayed From sunset to sunrise (or during any other ‘period prescribed by the appropriate authority), all areraftin fight or on the ‘movement area of an aerodrome must display: / Anti collision lights intended to attract the attention of other aircraft. ACG Navigation lights intended to indicate the relative path ofthe eireroft ‘ton observer. No other lights shall be displayed if they are likely to be ‘mistaken for the navigation lights. SEC 7, DWARKA, NEW ELH 09871866290}OCCOHCHOH OL OCCLCESEEHSGLCOSEEHELEOOOEBSOE 2 Unless stationary, and otherwise adequately iluminated, ol arraft on the movemer shall display lights intended to. indicate the extremities oftheir structure and to attract attention the oireraft. (1) All aircraft operating on the movement area of an aerodrome whose “engines are running shall display lights which indicate that fact. NAVIGATION LIGHTS were Waite at == The angle of coverage : Parallel to the longitudinal axis to 110° left and other 110° tothe right. The angle of coverage : Parallel to the longitudinal axis to 70° either side. ANTL-COLUSION LIGHT Anti-Collision Lights Allaircroft, in flight or operating on the movement area of an aerodrome, that are fitted with anti colision PE tights, sholl display these lights atoll times. fon anti-colision light fits n ‘fight, the light isto be repaired prior to the next flight. SAHIL KHURANA SEC-7, DWAR ew OeLM 109871866290Ges On 9 Blin Besy of 970° You Jee lacer Lint f ucts A, - You will o Carbo ths fig “on Aju _ |oe § “Tow Ut forme | a« € COCKBHOHOCOOLEELEOS Ls PILOT'S SAYING Green to Green, all serene, ‘Red to Red, go ahead. fed to Green, you must be seen Green to Red, you could end up dead Failure of tights Cl When a pilots eware that @ navigation light has folled, ATC is ta be. informed and the aircraft is to land and have the light repaired before “contiouing the fight. When Anti Colision light fils Aircraft can continue fight and repairit before next fight..Since itis not by law. FLIGHT PLAN RULE ISNEEDED FOR Gi Any lant or portion of a fight requiring an ATC service. O Any ER fight in advisory airspace. 1 Any fight where the appropriate ATC service is required to provide a fight information service (FIS)alerting service, and search and rescue (SAR) service; Where the authority has determined that a FPL should be filed to facilitate coordination between cvllian and military authorities; O Any flight across international borders. 60 minutes Fora flight to be provided with an ATC serv be led at east 60 minutes before departure, or advisory ATC the FPLis to 10 minutes SEC—7, DWAR, EW ELA 3872865290COOCHCHCHCHOCOHHCOCHOHCHOHHOOOLOOHOETEOVEVVVVUT EECoeeecov0eee eo eecoee é (3 2 change: For the fling ofa FPLin flight, the FPLis to be filed ot least 10 minutes before the aircraft is estimated to rea The intended point of entry into an area where ATC advisory is to be provided; or The point of crossing an airway or advisory route. DELAYS AFTER FILING Inthe event of a delay of 30 minutes in excess of the estimated off-block time ‘fora controlled flight or a delay of one hour for an uncontrolled flight for which o fight plan has been submitted, the fight plan should be amended or new fight plon submitted and the old fight plon cancelled. Adherence to the FPL A pilot operating a controlled flight is required to adhere to the CPL (Current Flight Plan) Inadvertent Changes Ifa controlled flight deviates from the FPL, the following action Isto be token: Deviation from Track Adjust the heading to regain the desired track as soon as practicable. 1D Variation in TAS {IF TAS ot cruising level changes (ors expected to change) by 5% or more from that given in the FPL, inform the ATC. _l[thee ETA changes by more than #/-3 minutes, the ETA is to be revised te ATC. ‘In an Oceanic Control Area, report changes in ETA of +/-3 mins or more. SAHIL KHURANA 1038718662907 é « Liam Steen fle dn [Up Me o gpowed ‘ Yedy Red Do wat Lard hop ‘ 7 Covina Cinch « fasuems Red Do uot laud tooue clear of 7 Quek toned edi ase ‘ Leanne Cores avo de schon any ce av : avelewgaite lorcliy Clana : Sleody Gaon Ay Resdeont. Cleo th fale 4 4 tat leas to bod DS a ne tay ee Lasch on Roupl of akody gf Resor, etn iuggebe foortelry cxhjt of rew bye acd lanckp Giglis . Grckitale ftot fos Ale Bes Gracey aust uvqauy de lac} ay ey te Mile. Je Sipol Ale bay flack his os bed Por dg Chet) flow) > Do vat eset wit fren Fobed by visible Cinie) gfe Com fol We aul Kf fier it aed vill [vel ch aleavst Alaachons nave ATSeooe a) ® Time ‘nail communications, time is to be expressed as Co-ordinated Universal Time (UTC) utilising the 24 hour clock: A time check isto be obtained before ‘operating a controlled fight. COMMUNICATIONS RULE A comtroited flight is required to maintain two way RTE communications with the controlling ATCU. 1 Communication Failure in VMC Yan aircroftis unable to communicate (receive and acknowledge ATC instructions and indicate a state of emergency), in addition to squawking 7600 and maintaining a visual watch for signals, if lying In VMC, maintain VMC and land at the nearest suitable aerodrome. ATC sto be informed as ‘soon as possible once the aircraft lands. Communication Failure in IMC U Maintain the last assigned speed and/or level, for a period of 20 ‘minutes after the failure to report over the last compulsory reporting point; Proceed in accordance with the FPL to the navigation faclity serving the destination aerodrome and hold on that facility; Descend from the facility at the last received and acknowledged Expected Approach Time (EAT), or where no EAT has been issued, at the ETA from the FPL (4); then Fly anormal instrument opproa 1 Lond within 30 minutes of the ETA. Estimated time of arrival(ETA) - For IFR flights, the time at which itis estimated that the aircraft will arrive over that designated point, defined by reference to navigation aids, from which its intended that an instrument ‘pproach procedure will be commenced. SAVUL KHURANA, 9871866290>BOSSOCOHOCCHOHHHCECOHCOOLC EEO OEE EES BAO0COEE we ane [ Expected approach time (EAT)- The time at which ATC expects that an arriving aircraft, following a delay, will leave the holding point to complete its approach for @ landing. RULES OF THE AIR FLIGHT RULES ~VFR AND JFR 2 nats Cheeta ey Tas ox bel thos “avon etsy dy UAC cb) Soup clepen, { rorsoftuehalt [astrument meteorological conditions}- Meteorological conditions expressed “in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions. Special VER flight -A VER fight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC. Visual meteorological conditions} Meteorological conditions expressed in “terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima. a Visibility - Visibility for aeronauticel purposes isthe greater of: > The greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognized when observed ‘against a bright background; > The greatest distance at which lights in the vicinity of 1000 candles can be seen and identified against an unlit background. Sava RANA SEC 7, DWARKA NEW DELoe eeeevece ee e e ° e e e e e e e e e e e Ceiling - The height above the ground or water of the base of the lowest layer of cloud below 6 000 metres (20 000 feet) covering more than half the sky. Class space | Vertical Limits | _Visbi Distance from Cloud A,B,C Dand E ‘Atand above 8kar-— \ and FL 100" \Y Fand 10008 veil, and (A NL 180m bron OA een, wisesios) | eow Lit | kn —| ome Fand G Carola and insight of Auntie 98 SLelGmbsecin | Si? ce heer igh = TAKE-OFF AND LANDING VER fights cannot take-off or land at an aerodrome in a CTR, or enter an ‘aerodrome traffic zone or traffic pattern when: “+ The ceiling is less than 1500 fe “+ The visibility is less than 5 km NIGHT ~ NO VER AT NIGHT ‘MINIMUM HEIGHTS AVER flight shall not be flown: “SAHILRHURANA SEC-7, DWARKA, NEW DELLeee eee @®ee000 O Over the congested areas of cities, towns or settlements, or over an ‘9pen air assembly of persons, ata height less than 300 m (1000 ft) above the highest-obstacle within a radius (9f 600m from the aircraft: O \etsewhere, at a height less than 150m (500 ft) above the ground or water: Weather Deterioration below VMC {fit becomes evident that a controlled VER flight will not remain in VMC, the. pilot isto: - 1 Request an amended clearance to continue to the destination ‘aerodrome by another route remaining in VMC; 1 Lond at the nearest useable aerodrome; or Q sFoperating ina CTR, request a SVER clearance; or O File an 1FR FPL. SPECIAL VER (SVFR) SVER is defined as a clearance to fly within a CTR in conditions less than VIC ins clear of cloud and in visual contact with the Provision of SVER_ Where a pilot cannot, or has good reason not to, comply with IFR in @ CTR he/she may request a special VER (SVR) clearance to: > Entera CTR to land at an aerodrome within the CTR: > Take off rom an aerodrome within a CTR and depart from the CTR; or > To fly between aerodromes within a CTR. Take-off Conditions SEC 7, DWARKA, NEW ELA 105871866290gato”) s(impehe Tote} ea, VRS fies fics pre RT re 90 ay" a 5 Nb me‘According to ICAO a SVFR flight may take off from an aerodrome in a CTR providing the ground visibility is not less than 1500 m « ‘MINIMUM HEIGHT RULE (isc) > ver high terrain orin mountainous areas, ata level which is at least p {600/m (2 000 ft above the highest obstacle located within & km ofthe ‘ estimated position of the aircraft » Elsewhere than as specified in a), at level whichis at least 300 m (2 (000 ft) above the highest obstacle located within 8 km of the estimated e position of the aireraft e IFRis Flown when ever weather is below VMC and when Pilot wishes to fly JER but with proper navigational equipment’s on board Reduced Vertical Separation Minima (RVSM) The desired cruising levels for turbo-jet aircroft are adjacent to the tropopause (typically F1350-370). In the upper airspace these levels quickly become occupied and congestion arises. To overcome this (in part), a system of reduced vertical separation is ‘applied whereby the 1000 ft separation between FLs is maintained up to #1410. Above F410, the inaccuracy in the altimeter operation is too great for continuation of the reduced minima. This immediately doubles the available Fs between F1290 and the limit of the application, F1410. This standard is known as Reduced Vertical Separation Minima (RVSM) e REQUIREMENTS To lyin airspace where RVSM is opplied, an aircraft must be equipped with — Two independent altitude measuring systems; An altitude alerting system (activated by deviation from the selected altitude); An automatic altitude contro! system (height lock), sav KHURANA SEc—7, DWARKA, NEW DELI ona7iese200|Aevsrt Arshax stely fron (Lode {Alo B piweum Seperobsn Abave foro iu dyoonft 2B) minier ceferafin Relueen Gun Teale fe Axe (7 Aoret> §). pasieum Sepeuaban flere (Lr Hs Puset Naan is loveft 5), Kinin [sperm io RUST Above firte for Janu Traut, ® Byomoft G], tasinaien Gefen Belay fi-rte os lovoft opaxk Traffic aud Bove fe (Gam Sie)1 An SR system with altitude reporting (mode C) connected to the system used for the automatic altitude control system. O Additionaily, the operator must be opproved for RVSM operations. Reduced Vertical Separation Minima (RVSM) es | ) Sa fea) Ey zl FCN ial Geel Reduced vertical separation minima or minimum (RVSM) is the reduction of the standard vertical separation required between aircraft flying ‘between F1.290 (29,000 ft) and FL410 (42,000 ft) inclusive, from 2,000 feet to 41,000 feet This therefore increases the number of aircraft that can safely fly ina particular volume of airspace. SEC-7, DWARKA, NEW DEL 103871866290Co CP mteas Lovey im te dion fT roe 7 I og [Tite ladup awd Tals df rey vol Gircioly nse ive Bhatt bai fn et qs doh sit i é pi a Glia fy 4» pepe pal Bet spa lyeew wy dal Guwit follow ie prope wo GITIZTS Rod aud \ellows akpfet pee Z 5 Byud tad Gout paths is been [¥e Z| Syl Ieltns 5 Hawereney fies ais poov 7 Sone buher . gue fA RepPOCSSHOCHHOFOCHOHHOHCHOHECOOOCOCE OEE EOE OOO 1. The starboard navigation light of an szeraft is visible over an arc of. grees. 70 (6) 420 {e) 110° (a) 220 2. Rprohibited area means an area over which: (a) Fae withi mess probed ) Fig of ara i totaly prohibited (©) tow ings prohibitea G . [o} Oniyinsrument ying practice can be done. 7 3. An aircraft not ited with navigation lights cannot be flown: (ol Atany time. (b) Daring hours of it [e) witout permision of serodome officer (a) wtneut permission om the DGC 4. tfnavigaional lights fal at night then {o}tandas soon a posible wthout endangering the satty ofthe siralt™ {EF to destination [ch Rewwn to departure aerodrome (6}cantinue fine Prohibited of fight over Mathura refinery (a) witharadueof NM (b) nina rae 10 kn (0) ith ina fetus f 20m {9} Withina cue of 0 Ne 6, Anticollson lights light {a) Rodin clour affixed tp ofthe control tower (b) Aredtighton the por wing of the iret [c) red ight vile der above and below the horizon ofthe irra which ssl nal (a) Tre navigation ighs of any aera ae called ant-colson lights 7. An aircrafts following a track of 175" (M) ona VER plan. The choice of fight lvele availabe tothe pilot are (a) 50,20, 80, 130, 170, 19,210, 230250, 270200 (b) 55,75, 95,155, 195,235, 235,255,275, 295, (c) 50, 709,110,130, 160, 80,200,220, 240, 260, 0 (ol) 55, 75,95, 115,135," NoVER above F150, SAHIL KHURANA, SEC 7, DWARKA, NEW OELItue Yelle fescchont i seiafe God tages! om iS falew ip ond TTahucol 5 poole d Sara) ee ee Gt 3) 2 Had Paved Sufaus only 5 Tile of wd lady Hard Barf GI Tori sled vot to looped b fasol Gafoue elles Pepesting , fre offi tole, pilabs of visthy Ae stout efor ; (wre ove 6? | athe 4, bow Leki! 7 |_t iam ° weTTTTESCOHCCOCOCOE OOS EOL COCO CCE AAEEOE8 ‘8. Above fight level 290 the minimum vertieal separation between aircraft on reciprocal; tracks in RSM area (a) 1000 feet upto Fano {fb} 2000 feet upto Fa30 Fel 000 feet upto F450 (3) S000 ee to F650 9, Allflight above > flight evel are to be cleared IFRixespectve of weather conditions (a) F280 (b) Faso fe) Fao {a F100 10, The highest fight level that canbe flown in india is (3) 460° () 450 fe a0 (a) 400 11, The most effective ways to use eyes at nights {a} Focusonly at dim its At stance (0) Fuser oye rai (6) Scan slowly to permit of center viewing * () Focus on bright nes 12. Ouring light as a plot you are subjected to unlawful interference. On SSR you should to cet [a] Mode A code 7500" [fb] Mede ode 7600 {6} Mode & code 7700, (6) Mode Ceode 7500 13, fresh fight plan is tobe filed ifa scheduled flights delayed by more than (0) One hour [fo] somites {e) 25mes (G) Sine ‘An airport’ rotating beacon operated during dayight hours indicates (a) Thereare obstruction onthe apart (b) Tas weather tthe alport located in Clas airspace blow baie VR weather minima . (6) Their taf conta nth operation Savi KWURANA SEC~7, DWARKA, NEW OFLA onsriass2%0CPL ° . CP CPF TR 7 sa Nie = 184A lun A - : ye e 7 Ne - ye vor Be Wes e tridicad validly —lypor C4) [ wadiad vad ~ | : i 4e yew (4) tie w= Crmertts (yor) \ waded ~ = Guete (e) : u te | ie aus AL ~ Sipeme | He Gave valid Byes e ao 7 | 3 owe ° Hoan -2eoH tel yy Hd . Joo Ha 05 (elo operate) 14, Li oe : Jorn xelouby (wore) ig ee a ye Cob (30%") \ oe a Pe ie, 7 i: xe be boone) e wget Pr we | ito aight fect te ys & \stolodt @ Ib pe ue ys bss mc 4 : } Pua 4 TA bie (sanlen Aa / wimes 3 aithixe Tronpor FA te hin 1 oe - - : Age Sl gees How Ay = 6ryot e paeded Valid ~ fy (4) Qoper'« fads os ° “ ae fo" bolic sey - Ligue Nadi, ~ 24° - tats Ho ee \ - \ pre-B aye "a Go ro os pie (er mon jon foot o» Copiot) | Ge ke 4 er Goo x Com} \ Troma wt ple © Copy \ lobe IP (w= $0 0 feos! Ale) hobs cy (wt mame ftom 95 board fc) wd 8 Meat tod aSCOCHCHHHSOHEEHHEHHOHHOHCEE OOO OEE EOOO uw (6) Runway isblocked 15, During night fight, you observe steady re light anda flashing red light ahead ‘and atthe same altitude, What isthe general dlzetion of movement ofthe other aircraft? {a} The ther aiterafticerssing othe let" {Tb} The other aerating away rom you {c) The ther ira i approaching othe ight (6) The other arraft coming heaton 16, During night fight, you observe steady white ight an flashing rd ight ahead and at the same latitude, what is the general direction of movement o the other aircraft {o) The ther aterat thing ay rom you" (by The other ara is crossing tote Let [c) Theether ara i crosting tothe right (a) Theooher acrft approaching heaton 17. During the fight, you observe steady green and red lights ahead and atthe same altitude the genera direction of movement ofthe other aircraft? (a) The ther aerating way rom you {b) The other ara hing away rom you {c) The areas approaching head on® (a) The aires cowing tothe ight 8. The method of scanning for other aircraft for collision avoidance during the day is to {2} Concentrate onthe 3,9, and 1-'clock postions (fb) Regular spaced eye movement to searen each 10 degre sector rom eft to ight™ [e) sen small sectors and tang off center viewing [e} Movements focused at horzon 19. The effective method of scanning for other alrrat for collision avoidance during right the hoursisto use {a) Concentration en thes, and 12.eock postions [b) Reulaty spaced eye movernent to search each 10- degree sector (o) canning small sectors and ting off center viewing = a) Objeas tor 30 secs 20, _Howan you determine another alreraftis ona colsion course with your tera? (a) The ther raft wilavays appear to ge lager an cover at arapidrate* {b) The other ofeach ara pointed atthe same point in space {c) Therewibe no sparentrelatve motion between your aera andthe other craft (a) Thenose of ether srcafs pointed towards your seat ‘SAHILKHURANA SEC-=7, DWAR New OFLA 03871866290TSTFTOSCSCHCHCOS COOH OC HCOOH LC EOCH OOS EOE OOOOOC® , a 21, _ Prior to starting each maneuver, pilots should (a) check alstude,aspeed, and heading (6) sally scan the ertivearea for clisionavoldancet {e) Announce ther intentions tothe nearest ATC (a) Fasten seat batt 22, When activated, an emergency locator transmitter (ELT) transmits on (a) 2280208 118.8 Mie (6) 1215and 223.012" (@ 1230and 119.0 Mie (e) 118: and 123.0 wer 23. What i lowes altitude permitted fr acrobatic ight? (3) 1000fece ast (0) 1500Fect Gt (1 2000fect act” (a) S000 Foot ASL 24, No person may operate an aircratin fight when (a) Flight vistty less than Stns {b] Ove any congested area ofa ay, town below 1000 (el) tessthan 2500 fet AL (2) Less than 3.000 AGL 25, What preparation should a pilot make to adapt the eyes for night fying? (a) Oorot res yes afer sunset unt redy fr fight (0) Avoided ight atleast 20 minutes before the ight (c) Avoidbight white ight at east 90 minutes before te ight * (a) vod any ht at et 30 min bere the fight, 26, What is the most effective way to use the eyes during night fight? {a} Los only tar aay cm ight (b) Scan sony topermit off contr ving” (c) Concenvatearecty on each set for few seconds (a) sanfartto avoid drect ening 27. _Anthcollson lights are required ono (a) 15008 (b) 100 (e) s700%es" (@) Alacra “SAIL KHURANA, SEC~7, OWARKA, NEW DFU ongriaseaefen _sty Geivioy menus - fe protennad ceeplow In a Ast actiad fr a hae in hin dha Oreuplans Los Jovelsl Domeste air Serie° Ceeeececce e e e e e e e DL CONVENTIONS AND FREEDOM 1, ICAO CONVENTION WAS SIGNED IN CHICAGO IN 194 7TH DEC 2. AS PER THIS CONVENTION FIVE FREEDOMS OF AIR WERE DECLARED 3. FREEDOM 1 ~ RIGHT TO OVER FLY WITHOUT LANDING 4. FREEDOM 2 RIGHT TO LAND FOR TECHNICAL PURPOSE (NON TRAFFIC PURPOSE) 5. FREEDOM 3 — RIGHT TO PUT DOWN PASSENGER FROM HOME STATE 6, FREEDOM 4 ~ RIGHT TO CARRY PASSENGER FOR HOME STATE 7, FREEDOM 5 — RIGHT TO CARRY PASSENGERS TO THIRD STATE CONVENTIONS. TOKYO CONVENTION ~ OFFENCE ON BOARD AGAINST PENAL LAW {TS APPLICABLE TO AIRCRAFT IN THE CONTRACTING STATE AND THE INCIDENT SHOULD IN THE CONTRACTING STATE ROME CONVENTION ~ DEALS WITH DAMAGE CAUSED BY FOREIGN AIRCRAFT ‘TO THIRD PARTY ON THE SURFACE WARSAW CONVENTION ~ DEALS WITH RESPONSIBILITY FOR CARRIAGE OF PASSENGERS, BAGGAGE AND CARGO. MONTERAL CONVENTION DEALS WITH OFFENCES ON BOARD LEADING TO DAMAGE OF PROPERTY OF AIRCRAFT (UNLAWFUL VIOLENT ACT ) CHICAGO CONVENTION ~ 7" DEC 1944 INDIA ISA SIGNATORY TO CHICAGO CONVENTION OBJECTIVE OF ICAO ( CHICAGO CONVENTION 1944) ~ ISTO DEVELOP PRINCIPALS AND TECHNIQUE FOR INTERNATION CIVEL AVIATION ICAO ALSO ESTABLISES S A R P'S~ STANDARDS AND RECOMMENDED PRACTISES FOR CONTRACTING STATES }. SUBMISSION AND ADOPTING OF SARPS ~ |S DONE BY AIR NAVIGATION COMMISION. save KHURANA SEc~7, wane, NEW DELI 09871966290~Gietge or fy Codkshey tee jp Devos Hn Bubs gf Teno TF maak be ofa ar last bo dlosy im Revame osha de Jerr Arras L3e : | Oy S e@eoo ger Nee iolepted fee Se Combiwslaco Ryirabion rob VT3Is iy Vi Fae 04 Conon prod Resigned by Aekerommomeshion uwrinn Tero BS 4 fa Pata by stole gf ayy Con) echin tw valid fg) tle Ale nba He Aida ww ovaveusadtiben VI-3Is yagi etten with Pejihidion wouliop dha be worils Lats Yoce, Paw) TTT shall wot je be teed) an Ragohahin wobips. if Ale jobaupt by Aeattes Ne. floltes Hae inghaubed of plauplig fle, aod Regul dovfiahon ten fre owe inkrapia by Com 6 Jak ie) 2B arte MAD Mah ob Me Mrmr GeP pansies by oe ‘weeping Ale paces gan ry pret Ws Gomis ay ect Pato be oy gy Camm large: om core, teal"~~ SCOTT SPOCFOCSECOCOCOC COO COCO SEE COR ORS eae Classification @ e000 eeee Controlled Airspace An airspace of defined dimensions within which air trafic control service is provided to IFR flights and to VER flights in accordance with ‘the airspace classification. Note.- Controlled airspace is a generic term which covers ATS airspace Classes A, 8, C, Dand E, Control Zone A controlled airspace extending upwards from the surface of the earth to a specified upper limit. Control Area A controlled airspace extending upwards from a specified limit above the earth. The lower limit of a CTA is not less than 200 m (700 ft) above MSL or the ‘ground (whichever is higher. Think aerodromes below sea levell). Control Zone A controlled airspace extending upwards from the surface of the earth to a specified upper limit. (CTRs ore defined to include all the airspace, outside of CTAs, used for IR fights arriving at and departing from aerodromes. The lateral limit of a CTR should extend at least 9.3 km (5 nm) from the centre of the aerodrome, or ‘aerodromes {loss A. IF flights only permitted, all fights are subject to ATC and are separated from each other. Class B. IFR and VER fights are permitted, all fights are subject to A TCand ‘are separated from each other. ‘Class C IFR and VER flights are permitted, all lights are subject to ATC and {FR flights are separated from other IER flights and from VER flights. VER flights are separated from IFR flights and receive information about other VER fights. ‘lass D. IFR and VER flights are permitted, al fights are subject to ATC, IR flights are separated from other IFR flights and receive traffic information concerning VER fights. VER flights receive traffic information in respect of all other flights. saya xURANA SEC 7, DWARKA, NEW OLA ossriassas0|COOH ECOHCECOHECEHHOHHOHHCHOOHCHOHOOVOVFVV99NFTTE2 {loss € IFR ond VER are permitted, IFR fights are subject to ATC and are ‘separated from other IFR flights. All fights receive traffic information as far {9 is practicable. Class Eis not used for CTRs. Glass FIFR and VER flights are permitted. All participating IFR flights receive ‘an ATC ADVISORY SERVICE and all flights receive fight information service if requested. (oss G IR and VFR floht are permited and receve fh. nformation servic requested a ee] rr [sere ifn] eoromtn [I] ees |p [com J «Fa rare ee |e me [om | vm REE wife ewons | Rien ioe oe lve eer eR wraowen 8 eB ERR Yes | vee [Atway cra wo Serer vee ates al eves uf momen VER None wan | CTR ATZ. wee | vat | te | anecere BBE] roe | eles ve ‘geaoy Be Ses vew| vo | giao a eee aS es eee [2] ~[ = ws] [eee Tridedas) Asia ATC SERVICE SHAUL BE PROVIDED TO + To all IER flights in ,8,C,0 + Toall VER fights in B,C, + Tositspeciol ve fights Bolas Foe tes Src rag rou (jd Dantes, new ona cameArts (Aubaroh ec Feamial Tp Snes) 9 is a Asie Growtast 4 Covent vast of cyotaderat, hin Set od Hort fs Qroodast Ga be en a Disuwst Wl fey a on 4 Voie Clank of VoR, bot (on vores be voin Clam of TES tars Browder! lak) vat Grud Bo See uahan prodle FF r—~—~— =i“ ee goal oh Coban doye pom met Defarbseel oy jena) after Sift cots dregs Qebeusbin 28 Dimivsbin of Mis 43 Paspouthlh, of ah Hf Sete 1 flex won Ihe geccchine Irelucy fowvony a Nareces rea abe] = Bnet “jl peut af aewodrane rte he ee tod ad fein Ale Coney of Manse aes ad He cif (). ircbads"f | op J J bate tt Gor 22020H HOO OOHOOHOHHHHOHLHOHHHHAOO8eeoeece + Alltrafficin controlled airspace VERTICAL SEPARATION IS PROVIDED + Between all flights nA & 8 airspaces + Between IER fights in CD & E + Between IFR fights and VER flights in C + Between IR flights and special VER flight + Between special VER flights ATS ROUTE DESIGNATOR + AB,G,R~ Regional network and not RNAV. (Intemational ) + LNM,P- RNAV with Regional network routes. (International ) + QI,¥,2- RNAV not forming part of Regional routes.{ Domestic } + HALV,W- Not forming Regional network or RNAV routes.{ Domestic ) W is Domestic route in india U-Upper Airspace 5~Supersonic route K~Low level routes helicopters) AIRSPACE IN INDIA DGCA LINE TO REMEMBER {CLASS D: Airspace in control areas (CTA), terminal areas (TMA), control zones (CTR) and aerodromes traffic zones (ATZ). Glass Airspace in ATS routes outside CTAs/TMAs/CTRS/ATZs; Except ATS routes segmented listed under cass F. Glass F Airspace outside CTAs/TMAS/CTRs/ATZs sav KHURANA Sec—7,DWARKA, NEW DEL) oneriascaseeeeeece e@eee0ce SEPARATION METHODS AND MINIMA + HORIZONTAL SEPERATION ~ By maintaining an interval between A/C ‘9perating along the same converging or reciprocal tracks expressed in time or distance. + LATERAL SEPERATION ~ By meintcining A/Con Different routes or diferent geographical locations. | MOB, DR fs) LATERAL SEPERATION USING NAV AIDS Using the same navigation aid VOR: atleast 15 degrees and at least one airraftis at a distance of 28 km (25 NM) or more from the facility. ‘NDB: ot least 30 degrees and ata distance of 28 km (15 NM) or more from the facility DEAD RECKONING (DR): Diverging by at least 45 degrees and at a distance of 28( 108, LONGITUDINAL SEPERATION SAME TRACK - The angular difference of whichis less than 45 degrees or ‘more than 315 Degree ‘RECIPROCAL TRACK- The angular difference of which Is more than 135 degrees but less thon 225 degrees. Crossing tracks -Intersecting tracks or portions there of other than those specified in a) and b) above. LONGITUDINAL SEPERATION BASED ON TIME Aircraft flying on the same track: 2) 15 minutes 4) 10 minutes, f navigation aids permit frequent determination of position and speed san URANA Sec 7, DWARKA, NEW DEL cng7iascasoPOCHCOOCHHCECHOOCHCCOHOHHOHOCSOCFEHOVEVVVVVHVHYETS ts | , B 1 \ + (now) ——++ —+ + = i __Jomin-ifvn © Simin fy en) tt _ 4 = —++ 7 ies aa a b) ° 4eeece 15 minutes ifthe preceding aircraft is maintaining a true airspeed of 37 kn/h (20 kt) or more. 4) 3 minutes if the preceding aircraft is maintaining a true airspeed of 74 anf (40 kts) or more. AIRCRAFT ON CROSSING TRACKS 9.15 minutes '5) 10 minutes if navigation aids permit frequent determination of position and speed. AIRCRAFT CLIMBING OR DESCENDING SAME TRACKS > a) 15 minutes while vertical separation does not exist '6)10 minutes while vertical separation does not exist and only where ‘navigation aids permit frequent determination of position and speed 15 minutes while vertical seporotion does not exist, provided that the level change s commenced within 10 minutes ofthe time the second aircraft has reported over an exact reporting point. CLIMBING AND DESCENDING ON CROSSING TRACKS 9/25 minutes while vertical separation does not exist. '6) 40 minutes while vertical separation does not exist if navigation aids permit frequent determination of position and speed AIRCRAFT ON(RECIPROCAL TRACKS) Teaffc on reciprocal tracks. Where lateral separation is not provided, vertical ‘separation shall be provided for atleast 10 MINUTES prior to and after the time the aircraft are estimated to pass, or are estimated to have passed. LONGITUDINAL SEPERATION USING DME Aircraft on the some track: a} 37 km (20 NM), provided each aircraft utilizes “on-track” DME stations savicioruRaNa 09871856290ie a x ve x at LR ie 4 (top ) 3 &@eecece « eee0 'b) 19 km (10 NM) provided the leading aircraft maintains a true airspeed of 37 km/h (20 kt) or more faster than the succeeding aircraft Aircraft on the CROSSING tracks: 21.37 km (20 NM), provided that the relative angle between the tracks i less ‘than 80 degree 19] 19 km (10 NM) provided the leading aircraft maintains a true airspeed of 7 km/h (20 kt) or more faster than the succeeding aircraft AIRCRAFT CLIMBING OR DESCENDING ON SAME TRACKS Aircrofe climbing or descending on the same track: _2}19 km (10 NM) while vertical separation does not exist, provided each ‘aircraft utilizes “on-track” DME stations. AIRCRAFT ON RECIPROCAL TRACK Aircraft on reciprocal tracks - at least 10 NM apart provided that it has been ‘positively established that the aircraft have passed each other. ‘SEPARATION OF AIRCRAFT HOLDING IN FLIGHT dolls ‘5 Minutes of flying time from holding area or prescribed distance. SEPERATION BETWEEN DEPARTING AIRCRAFT - separation is applied between light or medium o/c taking off behind heavy aircraft. Meaning there is no separation between heavy any heavy 9/1 minute separation ifairroft are to fly on tracks diverging by at least 45. deorees immediately after take-off so that lateral separation is provided. +b) 2 minutes is required if the tracks are less than 45 degrees apart also ifthe when the preceding aircraft is 74 km/h (40 kt) or more, faster than the {following aircraft and both aircraft propose to follow the same track. ¢) Remember this above mentioned is valid when the a/c are taking off from the 1Same runway SUL KHURANA SEC-7, DWAR NEW DELI 3671866290Seeodloy Pedow, Orly Display MMe Symbol a ae Ale oo “4 ve m Jos wl as ath ale Goll 9° Fl L py Jol chen! To paitely dub or aig Mice Gea Me de wanes 4 “4 SATO Hos uo Rader Apyprockx HY. 04 [ecrercany fads 4 2) PreL Paiten Apron’ fod » ies My abe 1) Hail Ledar Sporn att be dnvasenr Lacks soperalion Ses por Jo. & Me. wh fe 4 Ato’ Pc (Pelee dd mole of Gomer fr Paha, janlphaden piles eck press jelnd aly olen Pagid by ATC. if Hot is not wooing oleh off Fonspoots oe testy aol Bape of Cuma talor i pele ¢ teompindl fowl WH Code: Hod, C framyfordss Has A cearouy f # Bee fb a eae fr we Dane he at hear Hon 1 pols fe foonos! he Pontos sepeveiin wt, bt on Aprons bi is Bae Lodrtbe) gfaratol reser ork a baw fore 4 fye e e e e e e e e e e e e e e e e e e e e e e e e e ° ® ® ® 2.Parallel runway separated less than 760m. DEPARTING AIRCRAFT Medium ortight a. Same runwoy 2 MINUTES. '. Parallel runway ‘separated by less than 760m Medium Light Heawy( fulllength Medium or Light Departing from 3 Minutes ee, 2. An intermediate ‘Medium (Full length BL OS eowey: take off or Light Intermediate part of a poralte! runway SEPERATION BETWEEN ARRIVING AIRCRAFT Heavy ‘Medium 2 Minutes Heavy or Medium Light 3 Minutes DISPLACED LANDING THRESHOLD, 2 Minutes separation shall be opplied between light, medium or heavy ‘aircraft when runways has a displaced threshold. ALERTING SERVICE + A/Cservice provided in need of search and rescue sat cURANA 5 SEC~7, DARKE, NEW ELA 9871066290| Ate poy ate clay fad by 4/- lie 8) Rader Contet PHeauy doe Me bos bear Habthal cm pos Pacts pipley on Racor ip tarbuhos welll Bec | posted aad Foninahon ray fail fr Mbui fishuechod oy dea Ale, fa tt gue tf GF” Resenet over Abney sont fos te] fades Conkoller hall rstwx — mristed Apress Jo alot ish, eo He Backes Ditpy fr Approw oR @ & Loading clecawue is vol Jewsesl by Are olen Burt fom “Fouddow ee ee lon Poon Grater (Typo? bee Bape A) Heo - Myo. , hee Coom fl qe, 3) low find paws dom fe te Ame 8) Conholied Auedhont eae) if nuh Joe Are Sumit 5) fly wooly Be pee macs ~ ode cogil 8). repay Ae rity Dyat o Ag Dir af te Ariviy ie a paling a abiyld i Ufo od He Sr ath he oer fra Sshvent Pemooy if Mf. ldots slant ffm Ale of moan coheal sped chau sp (ole Headel-/ Ste Xecowd chomp, outa “Foiled choem 1D. Padoe Cadel gals Uidhe fos Me slat ret flor Qin fos et ow bio Conk) over hi e@ooe e ° e eecoce eo Fy + A/Cin emergency phase are provided with alerting and search and rescue service by air troffic service unit in following regions (FIRs) LLVABF 2. VOMF 3. VECF 4, VIDF 5. VEGT PHASES OF EMERGENCY 1 Uncertainty phase INCERFA A situation wherein uncertainty exists as to the safety of an aircraft and its occupants Uncertainty phase when: 41) No communication has been received from an aircraft within a period 0 30 minutes after the time a communication should have been received. 2) An aircraft fails to arrive within 30 minutes of the estimated time of _atrival last notified to or estimated by air traffic services units, whichever is the later. 2. Alert phase ALERFA A situation wherein apprehension exists as to the safety of an aircraftand its occupants. Alert phase when: 4) Following the uncertainty phase, subsequent attempts failed to contact it. 2) An aircraft has been cleared to land ond foils to land within 5 minutes of the estimated time of landing and communication has not been re- established with the aircraft. 3) An aircraft is known or believed to be the subject of unlawful _ interference. 3, Distress phase DETRESFA ‘ABIL KHURANA 73866200"Lew Dec +308 _ e free 1 grok fi oa ae Bape nth ° Deaeang ‘ean © e an ayy) e : e et : e 3 Dsrlewe? oo See 7 ~@ tthe) a ~ tone : ‘a Ce ated G2 Be eee Opa ME « SPEER Con teen « we ty kouae fon L e st My Ramey. sent a srg” Lovg fos) -S08 a 7 US Glidisfipe Sets be inher tdhe vio He: Sipeden [S-temn.| a [3 com Doom } “Fencing Defachawcas given gpicten bY Are ofte lobe ate, guested Daphoab\en ) EIN > Eepimatiol Tine Arival UK Ale. Apts Blt ci fea The bata dar 1 Eifel Apfoan Ensrooten for Connsitnal of fpprocch DER > Peat eos of Rancay Clenaat + “or ft cea a obpkale cleawannr Austeele (dep fro fix level) Mtn A Miaaian expe beigtt( Harlole Croniy y6r) OTS 7 ohefacls iefeaen SB, ps riser Hewiietvm Recher Mthitods Grunt) Acng > Povo calliver Ayeidaun fyslon DALI) >. Deirion Alitacks (right) —» lhihada temp So passsiten MP HPODRD 5 Hivinuen Derunr Alita. 2 Auch ot AO sin den preset dana nanaeneaanaaeeecee « e e e e @e2FHCCOLOLOCOOCO®S chide A situation wherein there is reasonable certainty thet an aircraft and its ‘ccupants are threatened by grave and imminent danger or require immediate assistance. Distress phase when: 41) Following the alert phase contact with A/C not established. 2) The fuel on board is considered to be exhausted, 3), When aircraft is about to make or has made a forced landing, except when there is reasonable certainty that the oircrafe and its occupants are not threatened by grave and imminent danger and do not require immediate assistance. NON-RADAR WAKE TURBULENCE SEPERATION IN ‘APPROACH CONTROL TURBULANCE CATEGORY Heavy 136000 kas or more (Certified takeoff mass ‘Medium =Iess than 136000 kas but more than 7000 ka Light fess than 7000 kas RADAR SEPARATION MINIMA + 5.1Nms up to 60 Nms and 6 Nms separation to aircraft in approach and departure phases of flight + 10Nms beyond 60 Nms Sagi URAM Sec 7, DARKA, NEW ELA 05871866200mar jab Mauve Keopdop Proud io Syst fr landing on (ee uct itbla for ahnigts am Afro? Sou Ge ahyad belans WDA oly shen you aur den ubnal lodok wit is get and Demag “Mbt be Gyul of He ual Refrain Aas D Suet a chink Amnodd He lacy Pancor D Grifali a mised ofbreah Ghlsbloed A vieal e e e e e ee fad, of Baden Ge Otfchtaod : etided by pla ste of i Quasar} « I 2 e@ece or (ear f) 45 [)9e Poet . a tae ain phate de” to pouit yeu Aivoaft tC peowd Alon thes] al fark sn proline tor Gon Tos Hi er bod of fea Bain trae ud jee Bysy of He tntaraa foo fea stom Spend co Bare cmCOOH HH COLO EE OO?® AERONAUTICAL INFORMATION SERVICES (Als)~ Annexure 15 Aeronautical Information Publication (AIP)- A publication issued by or with the authority of a State and containing aeronauticel information of a lasting character essential to air navigation. Aeronautical information Circular (AIC)- A notice containing information ‘that does not qualify for the origination of a NOTAM or for inclusion in the AIP, but which relates to flight safety, air navigation, technical, ‘administrative or legislative matters. Objectives of the AIS - The objective of the aeronautical information service is to ensure the flow of information necessary for the safety, regularity and efficiency of international air navigation. CONTENTS - An AIP shall consist of three parts: ) Part 1 - General (GEN) Part 2 - En-route (ENR) Part 3 - Aerodrome Directory (AD) An Aeronautical Information Publications is to include General (GEN) the following sections and information: (DGCA) A statement of the competent authority responsible for the air navigation facilities, services covered by the AIP Q The general conditions under which the services of facilities are available for international use; 1D Alist of significant differences between the national regulations and practices of the State and the State and the related (CAO Standards, Recommended Practices and Procedures given in a form that would enable a user to differentiate readily between the requirements of the State and the related ICAO provisions SAHIL KHURANA. SEC 7, OWARKA, NEW DELI cnariaseas0genoa / ent fry pce To a bee een é ~ aoe Trewin on ” e e i is Cy . | . ler = 3 (re \ ° [bom cant> ° onctamtbs | | : Bute = 101s 2p J Geach Copbetiy tote Stott. frostte MBs we Finca - AxP , Ast Sepplaode + AIP apttadneeh » Maries, Prefiynt Mfe> balls (Pra), Ate, Ate ee Aol ci cet Saget Kaen 29 Sell) Aasrelnd lye “| opined gar lth. Bois praehen Pinole = Veiol pol bs gr Gun © plae fransibon feusl tredeal position will be sipard a fo fool from Qe o wlale clobey Mrayh femnben lage esha paren A Epes oft > ute doy Poca henerTin bye eke panther itt be apr o Aibrode eed i ee Duy As Yoroff « ee ee el a plab fon) cfearane,evreo The choice made by a State in each significant case where an ‘alternative course of action is provided for in ICAO Standards, Recommended Practices and Procedures. AlP Amendment : Permanent changes to the information contained in the Ap. AlP Supplement : Temporary changes to the information contained in the AIP which are published by means of special pages. ‘AIRAC : Acronym ( Aeronautical Information Regulation and control) Signifying a system aimed at advance notification, based on commoh™ effective dates of circumstances that necessitate significant changes in ‘operating practices Example : Change from NDB to a VOR at any station. Information concerning the circumstances listed below shall be distributed under the regulated system (AIRAC), basing establishment, withdrawal or significant changes on a series of common effective dates at intervals of 28 days. {heinfomation shal be dsbuted by teas uit ot asf dona advance ofthe effective date and the information notified shall not be ‘changed for at east another 28 days after the effective date. INFORMATION TO BE NOTIFIED BY AIRAC The establishment, withdrawal of, and premeditated significant changes {including operational trials to: Limits (horizontal and vertical), regulations and procedures applicable to: 1. fight information egions; 2. contro! arees; 3. control zones; Positions, frequencies, cal sgns, known irregularities and maintenance periods, of radio navigation aids and communications facilites. savanna SEC 7, DWARKA NeW BELA oss7iase200« e e ee eeeeo0n Holding and approach procedures, arrival and departure procedures, noise ‘abatement procedures and any other pertinent A TC procedures, ‘Meteorological facilities (including broadcasts) and procedures; Runways and stopways. NOTICES TO AIRMEN (NOTAM) Definition: A NOTAM is a notice alstributed by means of telecommunication# ) containing information concerning the establishment, condition or change in ‘any aeronautical facility, service, procedure or hazard, the timely knowledge _of whichis essential to personnel concerned with fight operations. NOTAMS are originated by the international NOTAM office Mumbai, Kolkato, Delhi and Chennai. The NOTAMSs listed for international distribution are promulgated in series 4,B,C,D and Gas follows : SERIES A ? Contain information in respect of changes/ serviceability of ‘2eronautical facilites, likely to last for more than 2 hours! ‘SERIES B : Contains information in respect of changes/ unserviceability likely to ast for more than 30 minutes but less than 2 hours. ‘SERIES :Contain information about domestle lights ‘SERIES D: Contain information in respect of changes/ unserviceability of ‘aeronautical facilities in respect of Defense- controlled aerodromes only ‘SERIES G: contain information of general lasting character affecting aireroft ‘9perations in general. This series is operated by the International NOTAM. office Delhi and issued under DGCA | swowran } formation conceming snow, ice and stonding water on aerodrome pavement areos isto be reported by SNOWTAM. [ASHTAM- information concerning an operationally significant change in volcanic activity, a volcanic eruption and/or volcanic ash cloud shall, when reported by means of an ASHTAM. SANILAHURANA, SEC~7, DWARA, NEW DELI 3871866290eeceeceevce eeec0e ‘AERONAUTICAL INFORMATION CIRCULAR (AIC) : A notice containing information that does not qualify forthe origination of a NOTAM or for inclusion in AlP, but relates to flight safety, air navigation, technical etc. Example :advice on medical matters of special interest to pilots etc. ICAO Annexures Annex 1 PERSONNEL LICENSING ] Rules ofthe Air Annex 3 | Meteorological Service for Int! Air Navigation ‘Annex4 | Aeronautical Charts ‘Annex 5 | Units of Measurement Alr Ground Ops ‘Annex 6 Operation of Aircraft ‘Annex7 | A/C Nationality and Registration Marks Annex 8 Airworthiness of Aircraft Amex | Faction ‘Annex 10 | Aeronautical Telecom Annex 11 Air Troffc Services ] ‘Annex 12 | Search and Rescue Air ‘Annex 13. A/C Accident / Incident Investigation SavIL KHURANA, SEC 7, DWARKA, New OL 09871866290oie - Fa ourd Co PR Sect Pel 99 YT 2 atendch Cae @l YP 3 sda Go \ | n~ eaoneaoaee 0 EN on de He Holaig pallon ts hescling Bove! © AM toms tn Loldiy pri an ree av houk ay of eke Set law © steaclad Lotdy prrtler sh aur reac ih fle yar, em ittetey fraboléy pullin dm gu made ty fh yy Below Wes J J me gulbowd bye % Doe of flab of He Leb brodlasin 5 go tt Sede,Annex 14 “Annex 15 | Annex 16 | Annex 17 Annex 18 Aerodromes | Aeronoutica Information Services t | Environmentol Protection ‘Security Safeguarding int. Civil Aviation from Unlawful interference, Safe Transport Dangerous Goods by Air SEC-7, DNARKA, NEW DEL ope7i86690FLIGHT INFORMATION SERVICE (F1S A Flight information service (Fis) i to be provided to all aircraft which are likely to be offected by the information and which are: prowided with air traffic control service; oF 1 otherwise known to the relevant air traffic service units; Note: FIS does not relieve the PIC of an aircraft of any responsibilities and he/she has to make the final decision regarding any suggested alteration of {flight plan. Precedence - When ATSUs provide both FIS and ATC service, the provision of ATC service shall have precedence over the provision of FIS whenever the provision of A TC service so requires. In certain circumstances aircraft on final ‘approach, landing, take-off or climb may require essentiol information without delay, before ATC service information. ‘Scope of Fight Information Service - FS includes the provision of pertinent information likely to affect safety and specifically concerning: Q SIGMEr and aIRMET O pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds; Othe release into the atmosphere of radioactive materials or toxic chemicals; changes in the serviceability of navigation aids; changes in condition of aerodromes and associated facilities, including information on the state ofthe aerodrome movement areas when they are offected by snow, ice or significant depth of water; 1 unmanned free balloons Voice -ATIS. Voice - automatic terminal information servise (Voice-ATIS) broadcasts are provided at aerodromes where there is a requirement to SEC 7, DWARKA, NEW DELHI 987866190reduce the communication load on the A TS VHF air-ground communication channels. When provided, Voice-ATIS broadcasts are to comprise: 0. one broadcast serving arriving aircraft; or ‘bone broadcast cerving departing aircraft; or 6 one broadcast serving both arriving and departing aireroft ALERTING SERVICE Provision of Service Is a requirement forall contracting states of ICAO to provide SAR facilities for ll aircraft flying in the airspace of that state. In ‘order to alert the SAR (and other services; fire; ambulance; police; mountain rescue, civil defence), states are required to have a formal system HOW DOES ATS KNOW THAT THERE IS AN EMERGENCY ? Uncertainty phase (INCERFA| Except when no doubt exists as to the safety of the aircroft and its occupants, the uncertainty phase is declared when: Wo communication has been received from an aircraft within a period of thirty minutes after the time a communication should have been received, or thirty minutes from the time an unsuccessful attempt to ‘establish communication with the aircraft was first made, whichever is ‘the earlier, or when An oirerafe foils to arrive within thirty minutes of the estimated time of arrival last notified to, or estimated by ATCUs, whichever isthe later Alert phase (ALERFA) When apprehension exists as to the safety of the aircraft and its occupants, or when the distress phase is more appropriate, the alert phase is declared when: Following the uncertainty phase, subsequent attempts to establish ‘communication with the aircraft have failed to reveol any news of the aircraft; sav kHURANA SEC 7, OARKA, NEW DEL on871866290"TTT FT FTTTFTSFTSFCOCCHOROOHC COC CLE LER OSLO OL ES An aircraft has been cleared to land and fails to land within five ‘minutes ofthe estimated time of landing and communication has not ‘been re-established with the aircraft, or when Information has been received which indicates that the operating efficiency of the aircroft has been impaired, but net to the extent that a {forced landing is ikely, or G An aircrafts known or believed to be the subject ef unlawful interference. Distress phase (DETRESFA| When there is reasonable certainty that the aircraft and its occupants are threatened by grave and imminent danger and do require immediate assistance, the distress phase is declared when: Gi Following the alert phase further unsuccessful attempts to establish communication with the aircraft point to the probability that the aircrafts in distress, or when D The fuel on board is considered to be exhausted, orto be insufficient to enable the aircraft to reach safety, or when Information is received which indicates that the operating efficiency of, the aircraft has been impaired to the extent that a forced landing is likely or when Information is received or it is reasonably certain that the aircraft is ‘about to make or has made a forced landing. SEC—7, DWARKA, NEW DELHI 038718662002 tates ce oly be used for eh off pot fe beediny Af} f 1 | cepony | sot ee a enreene “foRA Aspe _ yep \ Asp = 7oRA + Shpoay : TODA =TeRA + CleancoyPUT TSTSCSCSTEOTESOCHEOCHOROHOOSECCOHO OOD OOCO COLE i a ANNEXURE -14-AERODROMES Aerodrome - Any area of land or water designed, equipped, set apart or commonly used for affording facilities for the landing and departure of “eircroft and includes any area or space, whether on the ground, on the roof “ofa building or elsewhere, which is designed, equipped or set apart for affording facilities for the landing and departure of aircraft capable of descending or climbing vertically, but shall not include any area the use of which for affording facilities for the landing and departure of aircraft has , been abandoned and has not been resumed. Aerodrome Elevation - The elevation of the highest point ofthe landing area. ‘Aerodrome Reference Point - The aeradrome reference points the ‘geographical location ofthe aerodrome and the reference centre ofits traffic “zone where an ATZ is established. “APRON A defined area on aland aerodrome provided or the stationing of ‘ircraft for the embarkation and disembarkation of passengers, the loading and unloading of cargo, and for parking. ¢ MANOEUVRING AREA - That part of an aerodrome provited for the take-off ‘and landing of aircraft and for the movement of aircraft on the surface, ‘excluding the apron and any part of the aerodrome provided for the ‘maintenance of aircraft. MOVEMENT AREA - That part of an aerodrome intended for the surface ‘movement of aircraft including the manoeuvring area, aprons and any part of the aerodrome provided for the maintenance of aircrajt [ CLEARWAY- An area at the end of the take-off run available and under the control of the aerodrome licensee, selected or prepared as a suitable area ‘over which an aircraft may make a portion ofits initial climb to a specified heightt35ft)] ovo pt STOPWAY A defined rectangular area ot the end of the take-off run _available, prepared and designated as suitable area in which an aircraft can ‘be stopped in the case of a discontinued take-off. ie) SEC 7, DVARKA, NEW DELI & div 09871866290DOCH HCOCHHECHSEHEOHEHOHOLEHO OH HOLOOHOCHOHM OEeT TSTSCSCCTSFTSSCHSCHCHORSESCSOLOSCCOHROOB OSCE SOROS DECLARED DISTANCES - The following distances shall be calculated to the nearest metre or foot for a runway intended for the use by international commercial air transport: ) O Take-off run available; QO Take-off distance avoilable; = Toe» cleave} O Accelerate-stop distance avoilable; and 7320) “heha) 2 Landing distance available. ‘AERODROME REFERENCE CODE Use - The reference code, which is used for aerodrome planning purposes, is @ simple method of interrelating the specifications concerning the characteristics of aerodromes, so as to provide aerodrome facilities that are suitable for the aeroplanes that are intended to operate at the aerodrome. Elements ~The code is composed of two elements which ore related to ‘aeroplane performance characteristics and dimensions. "Element 11s a number based on the aeroplane reference field length Hlemient 21s a letter based on the aeroplane wing spans Aci cubs ro gens hls ‘Code Tous Wingspan | Ooter main gar whel sumer seer span T Tes an #0 x Tpiomacnat | Upbeat incig Sm P| Somormo buries | & | iSmormire, halen] 4S magia bare th 1200 ‘han 24m incaing 6m 3] 1200mormor. bates] © 2tmormoe, tole] — 6aupto bate ‘han 18000 than om inluin 9 m 7 T AW mor more . D__[36mermors, butles | 9 muprobat aot ans? m inci 1m 7] Stmormare buen] 9 map to too ‘hand iota Gi Topo Te mapio baa inti Om isting 6m Sav KHURANA SEC7,DWARKA, NEW DELHI oneri866:90PoC TST STSHSTHSCHCHHOTOHOLOOCHOHR HOR OX ALO EE PAVEMENT STRENGTHS - Where pavements are used by aircraft with ‘maximum take off mass greater than 5 700 kg, the strength of the pavement Is reported by the aircraft classification number - pavement classification ‘number (ACN-PCN) system. ¥ Pavement type for ACN-PCN determination; ¥ Subgrade strength category ¥. Maximum allowable tre pressure value ¥ Evaluation method The pavement classification number (PCN) reported shall indicate that an ‘aircraft with an aircraft classification number (ACN) equel to or less than the reported PCN can operate on the pavement subject to any limitation on the {ire pressure, or aircraft all-up mass for specified aircraft type(s). a Pavement type for ACN-PCN determination: Code Rigid Pavement FlexiblePovement | F ‘Subgrade strength category: Code High strength: characterized by MN/m3 | Medium strength: characterized by K- mN/m Low strength: characterized by K= 40 MN/m3. Ultra low strength: characterized by 20MN/m3 l SAHIL KLAN SEC-7, BWARKA, NEW DELPeSTSSSSSSCHEHCHSCEORXFAGC HCFC HC ECLEO SEH SOOO OBESE ‘Maximum allowable tire pressure cotegory: High: no pressure limit w ‘Medium: pressure limited to 1.50 MPa x tow: pressure limited to 1.00 MPa y Very low: pressure limited to 0.50 MPa Zz Technical Evaluation Method Representing a specific study of the pavement |F characteristics and application of pavement behaviour technology. Using aircraft experience: representing a knowledge of the | 0 specific type and mass of aircraft satisfactorily being supported under regular use. PON B0/R/B/W/T- Dilla aivpor > anes the bearing strength ofa rigid pavement, resting on a medium strength © Subgrade; has been assessed by technical evaluation to be PCN 80 and there {sno tre pressure limitation, then the reported information would be RUNWAYS usasiLiTy For an aerodrome to be used for commercial transport, the schedules agreed ‘must be able to be operated. This means that the runways are not only long ‘enough and strong enough for the aeroplanes to use, but also sited to take {nto account prevailing meteorological conditions, air trafic requirements, ‘and obstacle clearance. Wind is probably the most important meteorological consideration and runway direction must be based towards the prevailing Sak KHUEANA SEC 7, ARK, NEW DELHI ope7iasezveae herds Hod abs Toomer ton 4 = Les Jeorn G 4 ae > Feo seo aie 3 > Vier 150009 yo sera em £7 Hae bo QW? caro, 18m 23m (co"vere TTS T SFT OFCSHCCOSOCHEOROCOC COE CER OLELL CES Wind. ttis @ requirement of ICAO that an aerodrome must be useable for not. less than 95% of the notified hours of operation Called as USABILILTY FACTOR TYPES OF RUNWAY Runways are described by the types of operations that con be conducted on the runway: ‘Non Instrument (Visual) Runway The take-off and landing criteria are determined visually with reference to ground visibility, RVR cloud celling, and day/night conditions. Instrument Runway ‘A runway to which instrument arrival and departure procedures are applied. There are two typesof instrument runways: piejen 2 |) 4 Precision runways > obegey 1, 1 Non-precision runways. Take-off Runway y ) Arunway used only for take-off operations usually due to excessive obstacles precluding a useful approach. LENGTH OF RUNWAYS - The actual length of @ runway shuld be adequate to _meet the operational requirements of the aeroplanes for which the runway is intended and should be not less than the longest length ccleulated to correct. for local conditions (elevation, temperature, runway slope, humility and surface characteristics). WIDTH OF RUNWAYS - The width of a runway should not be less than the dimension specified in the table below. SEC—7, MARKA, NEW DELI cnaziscze0lal fed h [ad lf lea | Gl Ub fide qvyvwrereereresceeeeoseeeCneeeoceresneeCeCeeS | Code Code Letter ae A SB c 3 5 1s Fe 4 (Gem [iam | 2am | i s 2 | 2am] 2am | 30m 3__| 30m | 30m | 30m | 48m 4 45m_|_45m_| 48m | com For a precision approach runway the width should not be sss than 30 m when the Aerodrome Gode Number is Tor 2, ‘RUNWAY MARKINGS RUNWAY DESIGNATOR MARKINGS - A runway designation marking shall, consist ofa two digit number and on parallel runways shall be supplemented with a letter. A runway designation marking shall consist of a two digit number and on parallel runways shall be supplemented with a letter. O for two parallel runways “L" O for three parallel runways "L" "C* "R*, for four paraltel runways *L" "RL" “R* (in this case the QDM for one Pair will be increased to differentiate that pair form the other). Runway centre line marking -A runway centre line marking shall be provided ‘on a paved runway. The centre line marking shall be located along the centre line of the runway between the runway designation markings. Characteristics -A runway centre line marking shall consist ofa line of uniformly spaced stripes and gaps. The length of astripe plus a gap shall be ‘not less than 50ni or more than 75m, The length of each stripe shall be at least equal to the length of the gap or 30m, whichever is greater. TOUCH DOWN ZONE MARKINGS - Touchdown zone markings consist of pairs ‘of rectangular markings symmetrically placed about the runway centre line with the number of pairs related to the landing distance available. These are 150m spaced longitudinally SEC-7, DWARKA, NEW DELLPoser eereeeresceeenreeCeeeseooesrernereoooRN ‘ess than 900%». rr S00 0 bt not cating 1200m 2 aa 1200m up to but not including 1500 - 1500 up to but not including 2400m * nara ae a .2400m oF more 6 The aiming point marking shall commence no closer to the threshold than the distance indicated in the appropriate, except that on a ruaway equipped with 2 visual approach slope indicator system, the beginning of the marking shall bbe coincident with the visual approach slope origin. Location Of Aiming Point Marking Landing dvance valable ae sn upton | 12800 ‘dimensions | Less than Parca but not 240m and fom ectediog | cadag above 240m Distance 150m 250m 300m 0h m Threshold Marking -A threshold marking is required to be provided at the thresholds of paved instrument runways, and of paved noa-instrument runways where the code number is 3 or 4 and the runway is intended for use by international commercial air transport (CAT) sav KHURANA SEC 7, DARKA, NEW DELHI 09671866290\ehed » Auda ahoot bn Gad 2 woy Softee wee bad ef cceveft Ale tent = ~anot Sine, Salt bayod fe ald @ Me Grmet Gon satis ach ine ikeut Jovilstioe fs ware J ihe wHidd-shet maa an Not parila le chodd stob Som t= Quy, DOHC HHOHCHOHOCHEH SO COHRFIOCO OS OC OOEAOODRAAOZAAGaPETTCHSHSHSOSHSCHOHCORFTEHOC RECOLOR OCB OSO SOLE Characteristics - A runway threshold marking is a pattern of longitudinal ‘Stripes of uniform dimensions disposed symmetrically about the centre line of the runway TAXIWAY MARKINGS. U Taxiway markings and aircraft stand markings are yellows 1 Toxiway centre line marking shall be provided on apaved runway when the runway is port of a standard taxi-route and: 1. There is no runway centre line marking; oF 1, Where the taxiway centre line is not coincident with the runway centre fine. RUNWAY HOLDING POSITION MARKING A,runway holding position marking is placed at runway holding position. The holding point itself s indicated by the mandatory signts) atthe side of the taxiway. There are two types of runway holding marking: pattern A and pattern 8. ‘AERODROME LIGHTING -An aerodrome at night is a profusion of lights. Apart {rom the main stadium lighting around the opron and pasenger areas, the runways ore it as are the taxiways; buildings and vehicles have lights on them as do cirroft All the coloured lights have a purpose and the arrangements of lights oso have meanings. VARIABLE INTENSITY LIGHTS The intensity (briliance) of the following lights is to be variable: grr A __& Approach lighting systems. J yahla, (olen > Runway edge lights hiiks , Jas Seon Vi > Runwoy threshold lights -+ vi ciyeshon, Mew ? > Runway endights » (act SAN KHURANA, SEC 7, ARKA, NEW DELHI ona7iasea00Pee eSeoeeeeFeeeeeeDneHoeoeeeeoeserereeees > Runway centre line lights >» Runway touchdown zone lights s\s\¢ ‘AERODROME BEACON U flashing white and green for civilian land airports, Lier flonbinp quar ow 1 Flashing white and yellow fora water airport. Flashing white, yellow, and green, for @ heliport. 1 Two quick, white flashes followed by a green flash identifies o military airport. ‘An aerodrome beacon is usually situated on top of the control tower or at an elevated position elsewhere on the aerodrome, APPROACH LIGHTING SYSTEMS Approach lighting systems are provided to enhance the ability of a pilot to visually acquire the runway at night or in low visibility. Foran instrument ‘runway the approach lighting is an essential part of the instrument system ‘and can vary in complexity from a simple system consisting of centre line ‘and a cross bar. SIMPLE APPROACH LIGHTING SYSTEM PRECISION APPROACH CAT! LIGHTING SYSTEM PRECISION APPROACH CATEGORY I!AND I LIGHTING SYSTEM SIMPLE APPROACH LIGHTING SYSTEM The system consists ofa single ight source centre tine extending from, the threshold ofthe runway along the approach path for 420 m. A Single crossbar min 18 m wide and max 30 m wide's placed at a point 300 m from the threshold. U The lights are fixed (not flashing) variable intensity white, showing towards an approaching aircraft. ‘AHL KHURANA SEC 7, OMARKA, NEW DELHIPET TSSCSSCSSCSHSSCHSCECHROHOOLEOCHORO CER OOO LO EE The centreline may be made up of barrettes not more than 3 m wide. The system may be used for a non precision instrument runway. (eannerres! ICAO specifies standards for approach lighting based on the use of barrettes (or small bars). A sercreatsrata etal tc closely spaced lights forming a small bars A precision approach category I lighting system sholl consist of a row of lights on the extended centre line of the runway extending, wherever possible, over a-distance of 900m from the runwaythreshold with a ow of lights forming'a crossbar 30m in length at adistance of 300m from the runway threshold he pews Sig U1 The centreline must be exactly 900 m long. The spacing between the crossbars is 150m. SEC~7, WARKA, NEW DELHI 9871866200\ | wath loos Tofino band fat ? Vapovendbion > Mognulor lerbveraut 3 ke ee PH > Tome wisien orby 30feu. > Swfaraawnr of Cnckagunn Pe» Cyamoris (2 bluiy in bled ondaitiy) > Fermication (m fig of aids ads tla Ste’) Ay Vocircowey asd ubulbwatl, ceolh Sheu Medel [ph [5 FE] me UD ese Varin ener: e e e e e e e e e emobs Jott [HUMAN FACTORS ) HYPOXIA Is a state of oxygen deficiency in the body sufficient to impair Junctions of the brain and other organs ANAEMIC HYPOXIA ‘Anaemic Hypoxia is caused by the inability Of the blood to carry oxygen and ‘may be due to a medical condition (anaemia) or to carbon monoxide poisoning O HYPOXICHYPOXIA. The term for the effects of a shortage of oxygen is Hypoxic Hypoxia. This can result from a number of reasons. But the most important reason, as far as plots are concerned, is altitude. PREVENTION OF HYPOXIA For protection , Pilots are encouraged to use supplemental oxygen above 110,000 during the Day, and 5000" above at night: DALTONS LAW DALTON LAW EXPLAINS ALTITUDE HYPOXIA, HE EXPLAINED THATTHE TOTAL. PRESSURE IS EQUAL TO'SUM OF PARTIAL PRESSURE OF GASSES. 2. CHEMICAL COMPOSITION IS 78 % N2, 21 % 02, .9 % ARGON, .03 % CO2, REST RARE GASSES. OXYGEN COMBINED WITH HB IN BLOOD IS TRANSPORTED BY RBC (RED BLOOD CELLS) PERCENTAGE OF 02 1S SAME AT ALL LEVELS - 21 96 BAROMETRIC PRESSURE AT 18000 FT IS HALF YOU CAN SURVIVE AT ANY ALTITUDE IF ENOUGH 02 AND HEAT IS PROVIDED [BREATHING 100 % 02 AT HIGH ALTITUDE (38000) IS EQUIVALENT TO BREATHING AMBIENT AIR AT 10000 FT, BREATHING 100 % 02 WITHOUT PRESSURE AT 38000 FT WILL CAUSE. HYPOXIA. SEC 7, DWARKA, NEW DELI 05871866290“HYPERVENTILATION 1718 ANOTHER WORD FOROVEROREATHING] LUNGS VENTHATION I EXCESS OF BODY NEEDS (LACK OF CO2 IN THE BODY), ‘CAUSES OF HYPERVENTILATION ANNIETY FEAR bisraess 4. INCREASED HEART RATE 3. Hace 2. WOSSOF CONSCIOUSNESS #C02==BLOOD ACIDIC — ~ CO2==BLLOD ALKALINE Treatment of Hyperventilation The classic way to treat a patient suffering from Hyperventilation is to‘make him/her breathe into a paperbag. HYPOXIA or HYPERVENTILATION? The naturel reaction to a shortage of oxygen is for the body to try to obtalln ‘more air by breathing faster and deeper/The hypoxic individual may ‘Hyperventilate in an effort to get more oxygen, but this is of little value when {in on environment of low ambient pressure. Sav KHURANA