AIP ENR 1.

1-1
India 25 MAY 2017

ENR 1 - GENERAL RULES AND PROCEDURES

ENR 1.1 - GENERAL RULES

1. Introduction

1.1. Aircraft in flight or operating on the maneuvering area of an aerodrome shall comply with the general flight rules
applicable to the operation of aircraft (Annex 2). Additionally, aircraft in flight shall comply with the Instrument
Flight Rules (IFR) or the Visual Flight Rules (VFR), as applicable.

2. Flights on ATS routes

2.1. Introduction
2.1.1. Area of responsibility for the control of flights on ATS routes and the units providing this service are shown in
subsection ENR 2.1.
2.1.2. Separation is based on-
2.1.2.1. Estimated and/or actual times over reporting points
2.1.2.2. Surveillance identity
2.1.3. As position reports are most commonly used it is important for estimates to be revised and notified to ACC, if
more than 3 minutes in error.
2.1.4. The pilot-in-command shall maintain a continuous listening watch on the appropriate air/ground frequency.
2.1.5. While operating in controlled airspace, only direct controller-pilot communication is permitted. Radio-telephony
communication through interpreter shall not be permitted.

2.2. Route and level assignment

2.2.1. The pilot-in-command shall fly in accordance with the route specified by ATC. Deviation from the specified route
may be permitted by ATC, if traffic conditions permit. Cruising levels below the lower limit of ATS route will not
be assigned.

2.3. Essential traffic information

2.3.1 Essential traffic is that controlled traffic to which the provision of separation by ATC is applicable, but which in
relation to a particular controlled traffic, does not have the required minimum separation.
2.3.2. Essential traffic information shall be issued to controlled flights concerned, whenever they constitute essential
traffic to each other.
NOTE
This information will inevitably relate to controlled flights which are cleared subject to maintaining own
separation and remaining in visual meteorological conditions.
2.3.3. Essential traffic information shall include
2.3.3.1. Direction of flight of the aircraft concerned
2.3.3.2.. Type of the aircraft concerned
2.3.3.3. Cruising level of the aircraft concerned and estimated time over the reporting point nearest to where the level will
be crossed.

2.4. Arrival/approach instructions

2.4.1. ATC clearance for approach to an aerodrome or holding point will be issued to an arriving aircraft on initial
contact with the appropriate ATC unit.
2.4.2. The clearance will specify - the clearance limit & the route and level to be flown. An Expected Approach Time
will be issued in a non-radar environment, if it is anticipated that the arriving aircraft will be required to hold.

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2.5. Speed control procedures applicable under Non ATS surveillance environment:
2.5.1 All aircraft (including arrivals and departures) operating below 10,000 Ft to fly IAS not greater than 250 Kt.
2.5.2 All arriving aircraft operating below 10,000 Ft within 15NM radius of the VOR/DME serving the aerodrome to fly
IAS not greater than 220 Kt.
2.5.3 Additional speed restrictions may be imposed for arriving and en-route aircraft by ATC whenever traffic
conditions so require.
2.5.4 ATC may suspend speed control by using the phrase ‘NO SPEED RESTRICTIONS’ when traffic conditions
permit.

2.6. Reporting of low level wind-shear

2.6.1. Wind-shear experienced by pilots shall be reported to ATC as soon as possible.
2.6.2. When reporting wind-shear on radio-telephony, the information should be transmitted in the following order:
2.6.2.1. Aircraft call-sign
2.6.2.2. Wind shear report
2.6.2.3. Time (of wind-shear occurrence)
2.6.2.4. Intensity (light, moderate or severe)
2.6.2.5. Position and average height of wind-shear layer
2.6.3. On receipt of wind-shear report from an aircraft, ATC will –
2.6.3.1. Advise other aircraft in the vicinity, which are likely to be affected by the phenomena. Following phraseology will
be used: ‘WIND-SHEAR WARNING-ARRIVING (or DEPARTING)….(Type of aircraft) REPORTED
…(LIGHT or MODERATE or SEVERE) WIND-SHEAR IN THE APPROACH (or DEPARTURE) RUNWAY
…(Number) AT…. (Time) HEIGHT OF WINDSHEAR LAYER …. (Feet)’.
2.6.3.2. Inform Meteorological office.
2.6.3.3. Broadcast in the ATIS for the next half-hour, unless, subsequent reports indicate that wind-shear no longer exists.

2.7. An in-flight request to cross/join an ATS Route shall include the following information:-
Aircraft identification
Aircraft type
Position
Level and flight conditions
Estimated time at point of crossing/joining
Desired crossing/joining level
Route and point of first intended landing
True airspeed
The words “Request crossing/joining clearance”
The selected crossing or joining point should, where ever possible be associated with a radio facility to assist
accurate navigation.

2.8. VFR Flights Crossing ATS routes:

2.8.1. VFR flights to cross ATS routes outside the Controlled airspace shall only cross them at an appropriate VFR level
at right angle to the direction of the ATS route, or as close as possible to this angle.
2.9. Temporary restricted areas or Temporary reserved areas affecting ATS routes/Controlled airspaces
2.9.1. Military operations effecting ATS routes/controlled airspaces within the Indian FIRs will be promulgated by
NOTAM giving the reference point, lateral and vertical limits and duration of the operations.
2.9.2. Such areas will not be available for use by civil aircraft within the notified lateral and vertical limits.
3. Air Traffic Advisory Service
3.1. Air traffic advisory service is provided to aircraft operating outside controlled airspace on ATS routes classified
“F”.

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4. Flight Information Service

4.1. Flight information service (FIS) is provided to all flights, in addition to air traffic control/advisory service as
applicable. However, only FIS is provided in airspace/ATS routes classified “G”.
4.2. Provision of Flight Information Service - All VFR flights and IFR flights outside controlled airspace shall
maintain watch on the frequency used by the unit providing flight information service and provide information as
to their position with that unit.

5. Aerodrome/Approach Control Service

5.1. Aerodrome/Approach Control issue air traffic control clearances and information to aircraft to ensure a safe,
orderly and expeditious flow of air traffic.
5.2. Holding, instrument approach, arrival and departure procedures are specified in subsections ENR 1.5 and ENR
3.6.
5.3. Radio communication shall be established with the appropriate Aerodrome/Approach Control Unit -
5.3.1. Prior to taxiing for departure; or
5.3.2. When intending to operate in a Class ‘C’ & Class “D” airspace.
5.3.3. While operating in Class ‘C’ & Class ‘D’ airspace only direct controller-pilot communication is permitted. RTF
communication through interpreter shall not be permitted.
5.4. For IFR or VFR operation in Class ‘C’ & Class “D” airspace, aircraft shall be equipped with appropriate two-way
VHF radio apparatus, and a radio compass.
5.5. A pilot-in-command under IFR or VFR intending to enter, cross or operate within a CTR or ATZ shall request a
Clearance from the Aerodrome/Approach Control on the appropriate radio frequency. He shall:-
5.5.1. Pass the aircraft’s position, level, track and estimated time of crossing the airspace.
5.5.2. Maintain a continuous listening watch on that frequency while the aircraft is within the airspace.
5.5.3. Carry out any instructions received from Aerodrome /approach Control.

6. Special VFR Flights

6.1. When traffic conditions permit, special VFR flights may be authorized subject to the approval from the unit
providing approach control service and the provisions of para 6.2, 6.3, 6.4 hereafter.

6.2. Requests for such authorizations shall be handled individually.

6.3. Separation shall be affected between all special VFR flights and between such flights and IFR flights in
accordance with the separation minima applicable for IFR flights.

6.4. When the ground visibility is not less than 1500 meters, special VFR flights may be authorized to enter a control
zone for the purpose of landing, to take-off and depart from a control zone, to cross a control zone, or to operate
locally within a control zone.
NOTE
Requirements for two way communications between controlled flights and the appropriate air traffic control unit
are contained in Annex 2, para 3.6.5.

6.5. Provided that performance Class I and performance Class II helicopters may be authorized to operate special VFR
flights when the ground visibility is not less than 1000 meters.

6.6. Pilot shall be responsible for meeting the criteria for performance Class I and performance Class II helicopters and
should state this in field 18 of the Flight plan and report on RTF to appropriate ATC unit.

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6.7. Provided further that military helicopters may be authorised to operate special VFR flights when the ground
visibility is not less than 1000 metres. Helicopters operating in less than 1500 metres visibility shall be
manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid
collision.

NOTE:

(A) Special VFR flights shall be operated only by pilots holding instrument rating, Assistant Fight Instructor
rating or Flight Instructor rating.

(B) The Pilot-in-Command shall ensure compliance with the provisions of the rating requirement.

7. Special separation standard – Wake Turbulence

7.1. The relevant wake turbulence separation minima contained in ICAO SARP PANS-ATM Doc 4444 are applied by
ATC.

7.2. All aircraft having maximum certified take-off mass of 136,000Kg or more shall include the word ‘HEAVY’
immediately after the aircraft call sign in the initial radiotelephony contact with Aerodrome Control Tower,
Approach Control Office and Area Control Center.

8. Visual circuit reporting procedure

8.1. Downwind - Aircraft shall report ‘Downwind’ abeam the upwind end of the runway.

8.2. Base Leg - Aircraft shall report ‘Base Leg’ on completion of the turn on to base leg.

8.3. Final - Aircraft shall report ‘Final’ after completion of the turn on to final approach, not more than 4NM from the
approach end of the runway.

8.4. Long Final - Aircraft flying a straight-in approach shall report ‘Long Final’ 8NM from the approach end of the
runway and shall report ‘Final’ when at 4NM from the approach end of the runway.

9. Use of runway
9.1. The Aerodrome Controller will nominate the runway direction according to prevailing wind conditions.

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9.2. Notwithstanding the runway direction nominated by ATC, the Pilot-in-Command of the aircraft shall ensure that
there is sufficient length of runway and that the crosswind or downwind component is within its operational limits.
If the nominated runway direction is not suitable for any reason, he may request for an alternative runway
direction. ATC will grant the use of an alternative runway direction but the flight may be subject to delay because
of other traffic.

9.3. Unless prior permission has been obtained from ATC, the Pilot-in-Command shall not hold on the runway-in-use.

9.4. Only one aircraft will be cleared to land on the runway-in-use at any one time except formation flight by military
aircraft.
10. Procedure for start-up and assignment of flight level to departing aircraft
10.1. Before asking for startup or push back clearance, pilot of an aircraft must ensure that its step ladder or Aerobridge
has been removed and doors are closed.

10.2. Pilot shall intimate total number of persons on board including crew and security check completed to aerodrome
control tower when requesting start-up clearance.

10.3. The sequence of departure would be determined and intimated based on their taxiing sequence, sequence at
holding point, except where a deviation is made to facilitate a VIP aircraft or change of order is resorted to for
traffic reasons.

10.4. Delays may be expected for the second aircraft to push-back when it is parked adjacent to another aircraft being
pushed-back.

10.5. Delay in take-off due to restrictions in the ATC clearance and over-flights-
10.5.1. There may be delay in take-off for an aircraft when it is proceeding on the same track/level, or climbing through
the level or to climb at higher rate of climb behind a preceding traffic in order to establish the prescribed
separation.
10.5.2. A departing aircraft requesting the same cruising level as an over-flying aircraft may have to accept an alternate
level or may have to delay its departure in order to establish the prescribed separation.

10.6. Take-off and Landing

10.6.1. The pilot-in-command shall not take-off or land without a clearance from the appropriate ATC unit.
10.6.2. The pilot-in-command shall not run-up on the runway in use unless authorized by Aerodrome Control. Engine run
ups in the holding pan or runway holding position clear of the runway in use may be carried out subject to approval
by Aerodrome Control.

10.7. To increase the runway capacity it is essential to minimize the runway occupancy time. The following procedure
should be followed to ensure minimum runway occupancy time:-
10.7.1. Pilot who require to back-track the runway for departure must notify ATC prior to commencement of taxi.
10.7.2. As far as possible cockpit checks should be completed prior to lineup and any checks requiring completion while
on the runway should be kept to the minimum required. Pilots should ensure that they are able to commence the
take off run immediately after take off clearance is issued. Pilots not able to comply with this requirement must
notify ATC prior to commencement of taxi.
10.7.3. Pilots of arriving aircraft are reminded that rapid exits from the landing runway enable ATC to apply minimum
spacing on final approach that will achieve maximum runway utilization.

10.8. Cruise Climb is not permitted in Indian Flight Information Regions.

10.9. Transonic and Supersonic phases of flight are not permitted over Indian airspace.

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11. Weather deviation procedures for Oceanic/Controlled airspace

11.1. General
11.1.1. The following procedures are intended to provide guidance for deviations around thunder-storms in the oceanic
airspace. All possible circumstances can not be covered. The pilot’s judgment shall ultimately determine the
sequence of action taken. ATC shall render all possible assistance.
11.1.2. If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained, an ATC
clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, the aircraft shall
follow the procedure detailed in para 11.6 below.
11.1.3. The pilots shall inform ATC when weather deviation no longer required or when weather deviation has been
completed and the aircraft can return to the centerline of its cleared routes.
11.2. Obtaining priority from ATC when weather deviation is required-
11.2.1. When pilot initiates communication with ATC, rapid response may be obtained by stating "WEATHER
DEVIATION REQUIRED" to indicate that priority is desired on the frequency and for ATC response.

11.3. Actions to be taken when controller-pilot communication is established

11.3.1. The pilot notifies ATC and requests clearance to deviate from track, advising, when possible the extent of the
deviation expected.

11.4. ATC takes one of the following actions-

11.4.1. if there is no conflicting traffic in the horizontal plane, ATC, will issue clearance to deviate from the track; or
11.4.2. if there is conflicting traffic in the horizontal plane, ATC, will separate the aircraft by establishing appropriate
separation; or
11.4.3. if there is conflicting traffic in the horizontal plane and ATC is unable to establish appropriate separation, ATC
shall-
11.4.3.1. advise the pilot of inability to issue clearance for the required deviation;
11.4.3.2. advise the pilot of conflicting traffic; and
11.4.3.3. request the pilot’s intentions
11.4.3.4. Phraseology – ‘UNABLE (requested deviation), TRAFFIC IS (call-sign, position, level, direction), ADVISE
INTENTIONS’

11.5. The pilot will take the following actions-

11.5.1. advise ATC of intentions; and
11.5.2. comply with the ATC clearance issued; or
11.5.3. execute the procedures in the para 11.6.2. below and
11.5.4. If necessary, establish voice communication with ATC to expedite dialogue on the situation.

11.6. Actions to be taken if a revised ATC clearance cannot be obtained

11.6.1. The provisions of this section apply to situations where a pilot has the need to exercise the authority of a pilot-in-
command under the provisions of Annex 2, Para 2.3.1.
11.6.2. If a revised ATC clearance cannot be obtained and deviation from the track is required to avoid weather, the pilot
shall take the following actions-
11.6.2.1 If possible, deviate away from the organized track on route systems.
11.6.2.2 Establish communication with and alert nearby aircraft, broadcasting at suitable intervals – aircraft identification,
flight level, position, ATS route designator and intentions, on the frequency in use and on frequency 121.5 MHz
(or as a back-up on the VHF inter-pilot air-to-air frequency 123.45 MHz).
11.6.2.3 Watch for conflicting traffic both visually and by reference to TCAS/ACAS.
11.6.2.4 Turn on all aircraft exterior lights (commensurate with appropriate operating limitations)
11.6.2.5 For deviation of less than 10 NM, aircraft should remain at a level assigned by ATC.
11.6.2.6 For deviation more greater than 10 NM, when the aircraft is approximately 10 NM from track, initiate a level
change based on the following criteria-

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Route center-line Deviation Level change

Track (greater than 10 NM)
East LEFT Descend 90M (300 Ft)
(0000 M – 179 0 M)
RIGHT Climb 90M (300 Ft)
West LEFT Climb 90M (300 Ft)
(1800 M – 359 0 M)
RIGHT Descend 90M (300 Ft)

NOTE
Note :- If, as a result of actions taken under the provisions 8.3.8.2 ii) & iii) above, the pilot determines that there
is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected to
adjust the path of the aircraft, as necessary, to avoid conflict.
11.6.2.7 When returning to track, be at its assigned flight level, when the aircraft is within approximately 10 NM of centre
line; and
11.6.2.8 If contact was not established prior to deviating, continue to keep ATC advised of intentions and obtain essential
traffic information.

12. Glider operations

12.1. General
12.2. Glider flying will not normally take place when powered flying is in progress and in any case will not take place
at aerodromes when local training flights of powered aircraft are in progress.

12.3. Signal
12.3.1. A double white cross displayed horizontally in the Signal Area indicates that the Aerodrome is being used by
Gliders and the Glider flights are being preformed.

12.4. Right of Way

12.4.1. Pilots of power-driven heavier-than-air aircraft shall give way to glider and also to an aircraft, which is seen to be
towing such a glider at an aerodrome. Gliders shall give way to balloons.

12.5. Meteorological Minima

12.5.1. The meteorological conditions for a particular aerodrome shall be considered as below the minima for glider
operation at that aerodrome.
12.5.1.1. When the sky is overcast or when the cloud amount is ‘BKN’ in anyone layer and the cloud base is below 450
meters (1500 Ft) AGL.
12.5.1.2. When the ground visibility is less than 5 Km.
12.5.1.3. When the wind speed is more than 17 knots.
12.5.1.4. When ‘CB’ cloud is reported, within 10 NM of ARP and below 3000 Ft.
12.5.1.5. During rains.

12.6 Gliding will not be permitted if meteorological conditions fall below the above specified Minima.
NOTE: -In local routine and special weather reports the cloud amount is reported as

‘FEW’ 1 to 2 Oktas ‘SCT’ 3 to 4 Oktas

‘BKN’ 5 to 7 Oktas ‘OVC’ 8 Oktas

12.7. Exception: When the Visibility is less than 5 Km. but more than 3 Km. Pilot holding Flight Instructors Rating
(Glider) may be permitted to operate subject to following conditions
12.7.1. Authorization from Aerodrome Control Tower for such operation is obtained individually.

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12.7.2. Operation is coordinated by Aerodrome Control Tower with Approach Control Office.
12.7.3. Only one Glider is flown at a time.
12.7.4. Arrangements have been made for the termination of the flight if the flight cannot be continued with visual
reference to terrain.
12.7.5. Gliding is confined to a radius of 2 km. from ARP and at or below circuit altitude.
12.8. Some of the special circumstances under which Glider flying may be permitted when powered flying is in
progress or powered flying may be permitted when Glider flying is in progress, are given below:
12.8.1. A Glider which has failed to return within the time set aside for Glider flying due to favorable thermals has to be
permitted to land when powered flying is in progress.
12.8.2. An aircraft returning to base due to engine, instrument or any other trouble has to be permitted to land even when
Glider flying is in progress.
12.8.3. An aircraft towing a Glider has to be permitted to land when Glider flying is in progress. When special
circumstances of the type given above arise, all air traffic control units must ensure that adequate separation is
maintained between the Glider and the powered aircraft and proper signals are given to the pilots of Glider/
powered aircraft.

13 Radio Communication Failure procedures for airports where specific RCF procedures have not been
promulgated.
13.1 INTRODUCTION
13.1.1 In order to ensure safe and efficient aircraft operation, the following procedures shall be followed in the event of
an aircraft in radio communication failure situation at airports where specific RCF procedures has not been
promulgated.
13.2 GENERAL PROCEDURES TO BE FOLLOWED IN CASE OF RADIO COMMUNICATION FAILURE
WHEN PROVIDING AIR TRAFFIC CONTROL SERVICES:
13.2.1 Air Traffic Control Clearances for departing aircraft may specify an initial or intermediate level other than that
indicated in the filed flight plan for the enroute phase of flight, without a time or geographical limit for the initial
level. Such clearances will normally be used to facilitate the application of tactical control methods by ATC,
normally through the use of an ATS surveillance system.
13.2.1.1 Where Air Traffic Control clearances for departing aircraft containing no time or geographical limit for an initial
or intermediate level are utilized, action to be taken by an aircraft experiencing air-ground communication
failure in the event the aircraft has been radar vectored away from the route specified in its current flight plan
should be prescribed included in the SID description or published in AIPs.
13.2.2 Additional requirements applying to communication failure during the application of the 50 NM longitudinal
RNAV/RNP 10 separation minimum. During the application of the 93 km (50 NM) separation, when an aircraft
fails
to report its position, the controller shall take action within 3 minutes to establish communication. If
communication has not been established within 8 minutes of the time the report should have been received, the
controller shall
take action to apply an alternative form of separation.
13.2.3 ACTION BY AIR TRAFFIC CONTROL UNITS WHEN UNABLE TO MAINTAIN TWO-WAY
COMMUNICATION WITH AN AIRCRAFT OPERATING IN A CONTROL AREA OR CONTROL
ZONE SHALL BE AS FOLLOWS:
13.2.3.1 As soon as it is known that two-way communication has failed, action shall be taken to ascertain whether the
aircraft is able to receive transmissions from the air traffic control unit by requesting it to execute a specified
manoeuvre which can be observed by radar or ADS-B or to transmit, if possible, a specified signal in order to
indicate acknowledgement.

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13.2.3.2 If the aircraft fails to indicate that it is able to receive and acknowledge transmissions, separation shall be
maintained between the aircraft having the communication failure and other aircraft, based on the assumption
that the aircraft will:
13.2.3.2.1 if in visual meteorological conditions:
13.2.3.2.1.1 continue to fly in visual meteorological conditions;
13.2.3.2.1.2 land at the nearest suitable aerodrome; and
13.2.3.2.1.3 report its arrival by the most expeditious means to the appropriate air traffic control unit; or
13.2.3.2.2 if in instrument meteorological conditions or when conditions are such that it does not appear likely that the
pilot will complete the flight in accordance with VMC
13.2.3.2.2.1 unless otherwise prescribed on the basis of a regional air navigation agreement, in airspace where procedural
separation is being applied, maintain the last assigned speed and level, or minimum flight altitude if higher, for a
period of 20 minutes following the aircraft’s failure to report its position over a compulsory reporting point and
thereafter adjust level and speed in accordance with the filed flight plan; or
13.2.3.2.2.2 in airspace where an ATS surveillance system is used in the provision of air traffic control, maintain the last
assigned speed and level, or minimum flight altitude if higher, for a period of 7 minutes following:
13.2.3.2.2.2.1 the time the last assigned level or minimum flight Altitude is reached; or
13.2.3.2.2.2.2 the time the transponder is set to Code 7600 or the ADS-B transmitter is set to indicate the loss of air-ground
communications; or
13.2.3.2.2.2.3 The aircraft’s failure to report its position over a compulsory reporting point; whichever is later and thereafter
adjust level and speed in accordance with the filed flight plan;
13.2.3.2.2.3 when being vectored or having been directed by ATC to proceed offset using RNAV without a specified limit,
proceed in the most direct manner possible to rejoin the current flight plan route no later than the next significant
point, taking into consideration the applicable minimum flight altitude;
13.2.3.2.2.4 proceed according to the current flight plan route to the appropriate designated navigation aid or fix serving the
destination aerodrome and, when required to ensure compliance with 13.2.3.2.2.5 below, hold over this aid or fix
until commencement of descent;
13.2.3.2.2.5 commence descent from the navigation aid or fix specified in 13.2.3.2.2.4 at, or as close as possible to, the
expected approach time last received and acknowledged; or, if no expected approach time has been received and
acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight plan;
13.2.3.2.2.6 complete a normal instrument approach procedure as specified for the designated navigation aid or fix; and
13.2.3.2.2.7 land, if possible, within 30 minutes after the estimated time of arrival specified in 13.2.3.2.2.5 or the last
acknowledged expected approach time, whichever is later.
13.2.3.3 Action taken to ensure suitable separation shall cease to be based on the assumption stated in 13.2.3.2
when:
13.2.3.3.1 it is determined that the aircraft is following a procedure differing from that in 13.2.3.2; or
13.2.3.3.2 through the use of electronic or other aids, air traffic control units determine that action differing from that
required by 13.2.2 may be taken without impairing safety; or
13.2.3.3.3 positive information is received that the aircraft has landed.
13.2.3.4 As soon as it is known that two-way communication has failed, appropriate information describing the action
taken by the air traffic control unit, or instructions justified by any emergency situation, shall be transmitted
blind for the attention of the aircraft concerned, on the frequencies available on which the aircraft is believed to
be listening, including the voice frequencies of available radio navigation or approach aids. Information shall
also be given concerning:

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13.2.3.4.1 meteorological conditions favourable to a cloud-breaking procedure in areas where congested traffic may be
avoided; and
13.2.3.4.2 meteorological conditions at suitable aerodromes.
13.2.3.5 Pertinent information shall be given to other aircraft in the vicinity of the presumed position of the aircraft
experiencing the failure.
13.2.3.6 As soon as it is known that an aircraft which is operating in its area of responsibility is experiencing an apparent
radio communication failure, an air traffic services unit shall forward information concerning the radio
communication failure to all air traffic services units concerned along the route of flight. The ACC in whose area
the destination aerodrome is located shall take steps to obtain information on the alternate aerodrome(s) and
other relevant information specified in the filed flight plan, if such information is not available.
13.2.3.7 If circumstances indicate that a controlled flight experiencing a communication failure might proceed to (one of)
the alternate aerodrome(s) specified in the filed flight plan, the air traffic control unit(s) serving the alternate
aerodrome(s) and any other air traffic control units that might be affected by a possible diversion shall be
informed of the circumstances of the failure and requested to attempt to establish communication with the
aircraft at a time when the aircraft could possibly be within communication range. This shall apply particularly
when, by agreement with the operator or a designated representative, a clearance has been transmitted blind to
the aircraft concerned to proceed to an alternate aerodrome, or when meteorological conditions at the aerodrome
of intended landing are such that a diversion to an alternate is considered likely.
13.2.3.8 When an air traffic control unit receives information that an aircraft, after experiencing a communication failure
has re-established communication or has landed, that unit shall inform the air traffic services unit in whose area
the aircraft was operating at the time the failure occurred, and other air traffic services units concerned along the
route of flight, giving necessary information for the continuation of control if the aircraft is continuing in flight.
13.2.3.9 If the aircraft has not reported within thirty minutes after:
(a) the estimated time of arrival furnished by the pilot;
(b) the estimated time of arrival calculated by the ACC; or
(c) the last acknowledged expected approach time,
whichever is latest, pertinent information concerning the aircraft shall be forwarded to aircraft operators, or their
designated representatives, and pilotsin-command of any aircraft concerned and normal control resumed if they
so desire. It is the responsibility of the aircraft operators, or their designated representatives, and pilots-in-
command of aircraft to determine whether they will resume normal operations or take other action.
13.3 PROCEDURES TO BE APPLIED IN RELATION TO AIRCRAFT EXPERIENCING AIR GROUND
COMMUNICATION FAILURE WHEN PROVIDING ATS SURVEILLANCE SERVICES:
13.3.1 FAILURE OF EQUIPMENT
13.3.1.1 AIRCRAFT RADIO TRANSMITTER FAILURE
13.3.1.1.1 If two-way communication is lost with an aircraft, the controller should determine whether or not the aircraft’s
receiver is functioning by instructing the aircraft on the channel so far used to acknowledge by making a
specified
manoeuvre and by observing the aircraft’s track, or by instructing the aircraft to operate IDENT or to make SSR
code and/or ADS-B transmission changes.
Note 1. — Transponder-equipped aircraft experiencing radio communication failure will operate the
transponder on Mode A Code 7600.
Note 2. — ADS-B-equipped aircraft experiencing radio communication failure may transmit the appropriate
ADS-B emergency and/or urgency mode.

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13.3.1.1.2 If the action prescribed in 13.3.1.1.1 is unsuccessful, it shall be repeated on any other available channel on which
it is believed that the aircraft might be listening.
13.3.1.1.3 In both the cases covered by 13.3.1.1.1 and 13.3.1.1.2, any manoeuvring instructions shall be such that the
aircraft would regain its current cleared track after having complied with the instructions received.
13.3.1.1.4 Where it has been established by the action in 13.3.1.1.1 that the aircraft’s radio receiver is functioning,
continued control can be effected using SSR code/ADSB transmission changes or IDENT transmissions to
obtain acknowledgement of clearances issued to the aircraft.
13.3.1.2 COMPLETE AIRCRAFT COMMUNICATION FAILURE
When a controlled aircraft experiencing complete communication failure is operating or expected to operate in
an area and at flight levels where an ATS surveillance service is applied, separation minimum based on ATS
surveillance system (Radar and / or ADS-B separation) may continue to be used. However, if the aircraft
experiencing the communication failure is not identified, separation shall be applied between identified aircraft
and all unidentified aircraft observed along the expected route of the aircraft with the communication failure,
until such time as it is known, or can safely be assumed, that the aircraft with radio communication failure has
passed through the airspace concerned, has landed, or has proceeded elsewhere.

14 PROCEDURES FOR OPERATION OF CIVIL REMOTELY PILOTED AIRCRAFT SYSTEMS (RPAS)

IN INDIAN AIRSPACE
14.1 INTRODUCTION
14.1.1 Remotely Piloted Aircraft (RPA) is an Unmanned Aircraft (UA), which is piloted from a Remote Pilot Station. A
Remotely Piloted Aircraft, its associated Remote Pilot Station(s), Command and Control (C2) links and any
other components form a Remotely Piloted Aircraft System (RPAS).
14.1.2 Regulation on Requirements for Operation of Civil Remotely Piloted Aircraft System (RPAS) was published
through Civil Aviation Requirements Section 3 – Air Transport Series 'X ' Part I Issue 1 dated 27 August 2018,
referred to as “CAR” in this section.
14.1.3 The purpose of this section is to establish procedures to be followed for operation of civil RPAS remotely piloted
from a Remote Pilot Station, in controlled and uncontrolled airspaces in India.
14.2 DEFINITIONS
a) Command and Control (C2) Link: The data link between the Unmanned Aircraft (UA) and the Remote
Pilot Station for the purpose of managing the flight.
b) Geo-fencing: Feature in a software programme that uses the Global Positioning System (GPS) or radio
frequency identification to define geographical boundaries.
c) Payload: All components of equipment on board the Unmanned Aircraft that are not needed for the flight or
its control. Its transport aims exclusively to fulfill a specific mission.
d) Remote Pilot: A person charged by the operator with duties essential to the operation of a Remotely Piloted
Aircraft and who manipulates the flight controls, as appropriate, during flight time.
e) RPA Observer: A trained and competent person designated by the operator who, by visual observation of
the remotely piloted aircraft, assists the Remote Pilot in the safe conduct of the flight.
f) Unmanned Aircraft: An aircraft, which is intended to operate with no pilot on board.
g) Visual Line-of-Sight (VLOS) operation: Operation in which the Remote Pilot or RPA Observer maintains
direct unaided visual contact with the remotely piloted aircraft.

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14.3 GENERAL REQUIREMENTS

14.3.1 RPA operation shall be restricted to Indian territorial airspace with the exception that no RPA shall be operated:
a) beyond 500 m from coastline into the sea; and
b) within 25 km from International Border.
14.3.2 Remote Pilot Station shall be located on ground and shall not be onboard any moving or stationary vehicle, ship
or aircraft.
14.3.3 Height of operation of RPA shall be restricted to below 400 ft AGL.
14.3.4 RPA operation shall be conducted within Visual Line of Sight (VLOS) of the remote pilot, only in Visual
Meteorological Conditions (VMC) and within the tolerance limits on wind and precipitation specified by the
manufacturer.
14.3.5 RPAS operation shall be conducted only during daylight; i.e. between sunrise and sunset.
14.3.6 Launch and recovery sites for RPAS operation, including emergency operation zone and any safety zone for
operations shall be under the full control of the RPAS operator.
14.4 OPERATING RESTRICTIONS
14.4.1 No RPA shall be operated:
a) Within a distance of 5 km from the perimeter of airports at Mumbai, Delhi, Chennai, Kolkata, Bengaluru
and Hyderabad;
b) Within a distance of 3 km from the perimeter of any civil, private or defence airports, other than those
mentioned in Para 14.4.1 a);
c) Above the applicable Obstacle Limitation Surfaces (OLS) and Procedures for Air Navigation Services -
Aircraft Operations (PANS-OPS) surfaces, whichever is lower, of an operational aerodrome;
d) Within permanent or temporary Prohibited, Restricted and Danger Areas, Temporary Reserved Areas
(TRA) and Temporarily Segregated Areas (TSA) published in AIP, including those areas published for short
duration through NOTAM;
e) Within 3 km from perimeter of military installations and facilities;
f) Within 5 km radius from Vijay Chowk in Delhi;
g) Within 2 km from perimeter of strategic locations/ vital installations notified by Ministry of Home Affairs
(MHA);
h) Within 3 km from radius of State Secretariat Complex in State Capitals; and
i) Over eco-sensitive zones around National Parks and Wildlife Sanctuaries notified by Ministry of
Environment, Forests and Climate Change (MOEFCC).
14.5 CATEGORIES OF RPA
14.5.1 Civil RPAs are categorized in accordance with Maximum All-Up-Weight, which includes payload, if any. The
categorization is as given below:
a) Nano Less than or equal to 250 grams.
b) Micro Greater than 250 grams and less than or equal to 2 kg.
c) Small Greater than 2 kg and less than or equal to 25 kg.
d) Medium Greater than 25 kg and less than or equal to 150 kg.
e) Large Greater than 150 kg.
14.6 GENERAL OPERATING PROCEDURES
14.6.1 Except for RPA in Nano category intending to fly upto 50 feet (15 m) AGL in uncontrolled airspace or enclosed
premises, and RPA owned or operated by NTRO, ARC and Central Intelligence Agencies, all RPA shall obtain
Unique Identification Number (UIN) from DGCA.

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14.6.2 Except for Nano RPA operating below 50 feet (15 m) AGL and Micro RPA operating below 200 feet (60 m)
AGL in uncontrolled airspace or enclosed premises, and RPA owned or operated by NTRO, ARC and Central
Intelligence Agencies, all RPA shall obtain Unmanned Aircraft Operator Permit (UAOP) from DGCA.
14.6.3 Except for Nano RPA operating below 50 ft AGL, all RPA operators shall inform the concerned local police
office in writing prior to commencing the operations.
14.6.4 Except for Remote Pilots intending to operate Nano or Micro RPAs in uncontrolled airspace, all remote pilots
shall have attained 18 years of age, having passed 10th class exam in English and undergone ground and
practical training as stipulated under section 9 of the CAR.
14.6.5 Owner, Operator and Remote Pilot of Nano and Micro RPAs operating in uncontrolled airspace exempted vide
clause 14.6.4 shall be fully aware of responsibilities for all aspects of flight safety during such operations.
14.6.6 Except for Nano RPAs intending to operate up to 50 ft (15 m) AGL in uncontrolled airspace or enclosed
premises, all RPAs shall be equipped with the following serviceable components/ equipment:
a) GNSS for horizontal and vertical position fixing
b) Autonomous Flight Termination System or Return Home (RH) option
c) Flashing anti-collision strobe lights
d) RFID and GSM SIM Card
e) NPNT compliance for application-based real time tracking
f) Fire resistant identification plate inscribed with UIN
g) Flight controller with flight data logging capability
14.6.7 In addition to the requirement under clause 14.6.6, all RPA intending to operate in controlled airspace shall be
equipped with the following equipment/capabilities:
a) SSR transponder (Mode ‘C’ or ‘S’) or ADS-B OUT equipment
b) Barometric equipment with capability for remote sub-scale setting
c) Geo-fencing capability
d) Detect and Avoid capability
14.6.8 Remote Pilot shall be equipped with communication facilities to establish two way communication with the
concerned ATS unit. For daytime VLOS operations below 400 ft AGL, telephone is considered as a satisfactory
means of communication between Remote Pilot and ATC.
14.6.9 For operations in the controlled airspace, Remote Pilot shall establish and maintain contact with ATC prior to
entering the controlled airspace. All communication between Remote Pilot Station and ATS Unit shall be in
prescribed ICAO phraseology. Remote Pilots shall prefix RPA call-sign with the word UNMANNED during
voice communications between ATC and the Remote Pilot Station. RPA operator shall ensure that no Radio
Frequency interference is caused to air traffic operations or air navigation equipment.
14.6.10 Except for flights of Nano and Micro RPAs intending to operate up to 50 ft (15 m) AGL and 200 ft (60 m) AGL
respectively in uncontrolled airspace or enclosed premises, RPA operators are required to file flight plan at least
24 hours before estimated time of departure and obtain ATC briefing, Meteorological (MET) briefing and ATC
clearance from the nearest ATC Unit, Air Defence Clearance (ADC) from the nearest Indian Air Force Unit and
FIC Number from the Flight Information Centre (FIC) concerned.
14.6.11 Submission and Processing of Flight Plans (FPL)
14.6.11.1 RPA operators who are required to submit flight plan shall comply with the provisions contained in ENR 1.10 of
AIP-India.

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14.6.11.2 Flight Plans shall be filed in ICAO model flight plan format. UIN of the RPA shall be used as aircraft
identification in Item 7 of the flight plan. Additional information pertaining to RPA flights may be included
under Item 18 of the flight plan.
14.6.11.3 The following additional information pertaining to RPA flights should be included in the flight plan:
a) Category of RPAS
b) Type of Operation (VLOS / BVLOS / BRLOS)
c) Name of Operator and UAOP number
d) Contact number of Remote Pilot
e) Purpose of Flight
f) Payload information
g) Autonomous Flight Termination / Return Home capability
h) Geo-fencing capability
i) Detect and Avoid capability
14.6.11.4 In the event of cancellation of flight operation, the applicant should intimate all concerned agencies on Digital
Sky platform.
14.6.12 The RPA operator shall prepare and follow Standard Operating Procedure (SOP) for safe operation of RPA,
which as a minimum, shall address the following aspects:
a) Launch and recovery of RPA;
b) Collision Avoidance with other manned aircraft, unmanned aircraft and obstacles;
c) Noise abatement;
d) Mitigation of hazard to persons or property;
e) Local airspace restrictions;
f) Right-of-way;
g) Compliance to NPNT requirements;
h) Carriage of Payload;
i) Protection of privacy of persons;
j) Submission of Flight Plan;
k) Communication with ATC; and
l) RPA emergency including loss of C2 link and safe recovery of RPA in case RPA system failure.
14.7 OPERATIONAL APPROVAL THROUGH DIGITAL SKY PLATFORM
14.7.1 Except for flights of Nano RPA intending to operate up to 50 ft (15 m) AGL in uncontrolled airspace or enclosed
premises and RPA owned or operated by NTRO, ARC and Central Intelligence Agencies, RPA operators, before
undertaking flight, shall obtain permission through Digital Sky Platform.
14.7.2 The Digital Sky Platform can be accessed through mobile or web-based applications provided by any authorised
Digital Sky Service Providers (DSP).
14.7.3 RPA Operators are required to submit flight plan of intended RPA flights through Digital Sky Platform for
obtaining operational approval. Digital Sky will indicate whether the proposed flight falls in RED, AMBER or
GREEN Zones, thereby providing the required guidance for further approvals, if required.
14.7.4 Operation of RPA flights are not allowed in RED zones, unless exempted by appropriate authority as per clause
14.12. Flights in AMBER Zone are permitted to operate subject to eligibility and clearance from appropriate
authorities including ATC, Air Defence authorities and/or local administration as per applicable clauses. GREEN
Zone indicates unrestricted access to RPA flights.

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14.7.5 Controlling Authorities of permanent areas mentioned under 14.4.1 should apply to Airports Authority of India
(AAI) through the concerned ministry to map the areas as RED Zone in Digital Sky platform.
14.8 PROVISION OF AIR TRAFFIC SERVICES
14.8.1 ATS is not mandated to provide separation between manned and unmanned aircraft or between two unmanned
aircraft, until such time separation standards are published by ICAO or DGCA. Till such time, unmanned aircraft
will be allowed to operate in segregated airspace clear of the flight paths of manned IFR flights.
14.8.2 RPAS operating in VLOS will be considered as VFR flights. Such flights will be operating below 400 ft AGL in
uncontrolled and controlled airspace and below OLS/PANS-OPS surfaces in the proximity of airports but
outside the No Drone Zones (NDZ). Flight crew of manned IFR and VFR flights should be aware of the
possibility of RPAS flights below 400 ft AGL and that ATC may not be in a position to provide specific traffic
information about each unmanned aircraft operating below 400 ft AGL.
14.8.3 RPA Operators intending to operate their RPA equipped with SSR tansponder in controlled airspace are required
to obtain SSR code from the nearest ATC centre prior to commencement of flight. Remote Pilot shall switch off
the transponder when required by ATC in order to avoid generation of alarms on Airborne Collision Avoidance
Systems (ACAS) and ATC systems.
14.9 OPERATION OF RPAS IN TEST SITES
14.9.1 Testing and demonstration of RPAS at test sites mentioned in Annexure-XII of the CAR shall be subjected to
further conditions mentioned below:
a) Application for approval for conducting test flights should be submitted to DGCA at least 30 days in
advance, along with details of the tests and equipment to be tested.
b) Application for use of airspace around the test sites should be submitted to Directorate of Airspace
Management, Airports Authority of India at least 15 days in advance, along with a copy of approval from
DGCA. The application should also contain particulars of the lateral and vertical expanse of the airspace
required, duration of testing and the technical specifications of the RPAS being tested.
c) If operationally feasible, AAI will issue approval for conduct of test flights and may also require concerned
ATC units to issue NOTAM pertaining to the RPAS test flight operation. The approval may also require
operator to coordinate with controlling authorities of nearby danger and restricted areas, TSA/TRAs and
local police authorities before undertaking the test flight.
14.9.2 Operation of RPAS in unused airstrips or Government educational institutions campus, as mentioned in clause
14.3 of the CAR shall also require approval process detailed above in clause 14.9.1
14.10 SAFETY RISK ASSESSMENT BY RPA OPERATOR
14.10.1 RPA Operator shall carry out safety risk assessment of the operational procedures and launch and recovery sites.
14.10.2 The safety risk assessment process should follow the following steps:
a) Hazard identification;
b) Determination of severity and likelihood of hazard on the operation;
c) Mitigation measures to reduce the risk identified; and
d) Verification of mitigation actions.
14.11 REPORTING OF INCIDENTS AND ACCIDENTS INVOLVING RPAS
14.11.1 Operator of RPA except Nano RPA shall be responsible for notifying any incident or accident involving RPA to
the Director of Air Safety, DGCA, in the format specified in Annexure VIII of the CAR.
14.11.2 Any incident or accident involving known or controlled RPA shall be reported by the concerned ATC Unit to
DGCA and AAI authorities as per applicable instructions on reporting of incidents and accidents. The report
shall include information contained in Annexure VIII of the CAR.

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14.12 EXEMPTIONS
14.12.1 RPA operators may approach DGCA for grant of exemption to operate beyond the provisions contained in the
CAR.

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