GENERAL INTRODUCTION

V 1.0 / Dec 2014

Vatsim INDIA vACC
 ATC MANUAL

TABLE OF CONTENTS

S.No CONTENTS PAGE

1 REVISION HISTORY 2
1.1 WELCOME 3
1.2 DISCLAIMER 3
1.3 INDIA vACC STAFF 4
2.1 INTRODUCTION 5
2.2 OBJECTIVES OF AIR TRAFFIC CONTROL SERVICES 5
2.3 DIVISION OF AIR TRAFFIC CONTROL SERVICES 6
3.1 ICAO PHOENETICS 8
3.2 RADIO-TELEPHONY 9
4.1 CLASSIFICATION OF INDIAN AIRSPACES 12
4.2 FIXES, VORs, NDBs and AIRWAYS 13
5.1 AIRPORT DIAGRAM CHARTS 15
5.2 SIDS and STARS 16
5.3 APPROACH PLATES 19
5.4 ENROUTE CHARTS 20
6.1 METAR 21
6.2 TAF 23
7.1 VISUAL FLIGHT RULES (VFR) 24
7.2 INSTRUMENT FLIGHT RULES (IFR) 25
7.3 SPECIAL VISUAL FLIGHT RULES (SVFR) 25
8.1 SQUAWK CODES 26
8.2 ATC FREQUENCIES 27
8.3 TRANSITION ALTITUDE and LEVEL 27

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REVISION HISTORY
V 0.1 – FIRST COMPILATION

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1.1 – WELCOME
On behalf of VATSIM India vACC staff, WELCOME to the India vACC and the world of virtual
aviation. India vACC is a Virtual Area Control Center providing air traffic services to
simmers in the Indian airspace under West Asia division (VATWA) of the VATSIM network.
Members of this community include aviation enthusiasts with many real world pilots and
air traffic controllers.

1.2 – DISCLAIMER
This manual and every procedure contained therein is to be used ONLY for virtual
aviation on the VATSIM network and is NOT to be used for Real World Aviation.

This manual shall be used only for training and reference by Registered Vatsim India vACC
Air Traffic Controllers and under any circumstance shall NOT be reproduced, copied or
used in any means or platforms other than those approved by Vatsim India vACC staff with
explicit written permission.

This manual and the contents therein will be the final word in everything concerned with
your role as ATC. From time to time amendments may be introduced to reflect changes and
shall be updated via the official website www.vatsimindia.com and/or through approved
platforms by the staff and shall be adhered to. Once the amendments are inducted into the
manual, a copy of the amended manual with highlighted amendments shall be forwarded to
all concerned and come into effect from the date on the manual.

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1.3 – INDIA VACC STAFF

This documentation was written by the following India Staff Members.

ACCIND1 – vACC Director – Amit Bakre – 1193139

ACCIND2 – ATC Training Director – Saifudeen Shamsudeen – 1109486

ACCIND3 – Director of Events – Mirza Samnani – 1263151

ACCIND4 – Webmaster – Matthew Wilton – 1278455

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2.1 – INTRODUCTION
This manual and the contents there in will give you an introduction to Air Traffic Control
(ATC) services, detailed theory knowledge required to be a successful ATC, various
procedures that are to be used when controlling in Vatsim India vACC Airspace,
Introduction to the different radar scopes and a detailed manual on how to configure your
radar scope for actively controlling on the network.

If you have any doubts or concerns at any stage of learning from this manual please feel
free to ask any staff or other senior controllers through any of the communication platforms
and everyone will be more than happy to oblige and help you out.

2.2 – OBJECTIVES OF AIR TRAFFIC CONTROL SERVICES

The main objectives of Air Traffic Services shall be to:
1. Prevent collision between two aircrafts,
2. Prevent collision between an aircraft and any type of obstructions,
3. Expedite and maintain an orderly flow of air traffic,
4. Provide advice and useful information for the safe and efficient conduct of
flights

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2.3 – DIVISION OF AIR TRAFFIC CONTROL SERVICES

Description of the divisions of ATS in the real world are exhaustive and it is not within the
scope of this document. However what we follow on the VATSIM Network closely
corresponds to the real world divisions and objectives, and for the purpose of this
manual only the VATSIM division of ATS shall be described here which is known as Global
Ratings Policy (GRP).

Controllers are primarily divided into seven ratings as described below:

2.3.1 – Observer (OBS)

This is the default and the first rating that is assigned to every individual at
the time of registering with VATSIM as an Air Traffic Controller. At this level,
you are NOT allowed to log into VATSIM.net network as an active controller
at any airport within India vACC or anywhere else. This rating shall ONLY be
used to observe other ATC to gain a general knowledge about procedures,
and shall NOT be used as Active Frequency.
2.3.2 – Student 1 (S1) – DEL/GND

This is the first real rating that will be assigned to you. At this stage, once
cleared for Solo, you will be able to actively control in the Indian airspace as
Clearance Delivery controller or Ground Controller. Further details are given
in the S1 Manual that will be forwarded to you.

2.3.3 – Student (S2) – TWR

This is perhaps one of the most sought after rating by an individual new to
Vatsim where you can clear an aircraft to land or take off. At this stage,
once cleared for Solo, you will be able to actively control in the Indian
airspace as Tower Controller. Further details are given in the S2 Manual
that will be forwarded to you once you complete the requirements of
promotion to S2 and apply for upgrade.
2.3.4 – Student (S3) – TMA

This is your third upgrade and with it you get more airspace under your
control both vertically and laterally. At this stage, once cleared for Solo,
you will be able to actively control in the Indian airspace as a Departure or
Approach Controller. Further details are given in the S3 Manual that will be
forwarded to you once you complete the requirements of promotion to S3
and apply for upgrade.

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2.3.5 – Controller (C1) – Enroute

This is the highest rating you can achieve as a controller. Further

promotions are administrative and recognition of seniority. At this level
you have control over a vast airspace extending to hundreds of nautical
miles laterally and from the ground up to 60,000 feet vertically. At this
stage, once cleared for Solo, you will be able to actively control in the
Indian airspace as an Enroute (Center) Controller. Further details are given
in the C1 Manual that will be forwarded to you once you complete the
requirements of promotion to C1 and apply for upgrade.

2.3.6 – Senior Controller (C3)

The rating of Senior Controller (C3) may be awarded by any VATSIM

Division to give recognition of seniority, performance or any additional
role beyond that of a normal Controller (C1) as determined by the local
Region/Division.
2.3.7 – Instructor (I1/I3)

Instructor is a Senior Controller who trains all new and existing controllers
for their promotion.

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3.1 – ICAO PHONETICS

The various alphabets and numbers are phonetically spoken according to the ICAO
phonetics manual, so that there is no confusion or misunderstanding between pilots and
air traffic controllers when communicating. If such a system did not exist it would be a
nightmare to distinguish between words spoken, for example: B, P, T, D, E, and V.

The following two tables show us how to speak each letter and number
phonetically correctly.

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3.2 – RADIOTELEPHONY
Radiotelephony (RTF) provides the means by which pilots and ground personnel
communicate with each other. The information and instructions transmitted are of
vital importance in the safe and expeditious operation of aircraft.

3.2.1 – TRANSMITTING TECHNIQUES

The following transmitting techniques will assist in ensuring that transmitted speech is clear:

a) Listen out on the frequency some seconds before transmitting to ensure that there
will be no interference with a transmission from another station.
b) Depress the transmit switch fully before speaking and do not release it until the
message is completed. This will ensure that the entire message is transmitted.
c) Use a normal conversational tone, and speak clearly and distinctly and maintain
the speaking volume at a constant level.
d) Make a slight pause before and after numbers will assist in making them easier
to understand.
e) Avoid using hesitation sounds such as "err" “aah” “uhmm”, etc.
f) Suspend speech temporarily if it becomes necessary to turn the head away from the
microphone

3.2.2 – TRANSMISSION OF NUMBERS

All numbers except numbers used in the transmission of altitude, cloud height, visibility
and Runway Visual Range shall be transmitted by pronouncing each digit separately.

COMPONENT EXAMPLE TRANSMISSION

Aircraft Callsign AIC357 Air India Three-Five-Seven
Flight Level FL240 Flight Level Two-Four-Zero
Heading Heading 275 degrees Heading Two-Seven-Five
Wind Speed & Direction 240 degrees at 24 knots Winds Two-Four-Zero degrees Two-Four-Knots

Numbers used in the transmission of altitude, cloud height, visibility and RVR shall be
pronounced each digit in the number of hundreds or thousands followed by the word
hundred or thousand

COMPONENT EXAMPLE TRANSMISSION

Altitude 500 Five Hundred
7800 Seven Thousand Eight Hundred
16000 One Six Thousand
Cloud Height 3300 Three Thousand Three Hundred
Runway Visual Range 1600 One thousand Six Hundred
Visibility 2500 Two Thousand Five Hundred
300 Three hundred

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3.2.3 – TRANSMISSION OF STANDARD WORDS
The following words and phrases shall be used in radiotelephony communications
as appropriate and shall have the meaning given below.

3.2.4 – TRANSMISSION OF FREQUENCY

All six digits of the numerical designator should be used to identify the transmitting
channel in VHF radiotelephony communications, except in the case of both the fifth and
sixth digits being zeroes, in which case only the first four digits should be used:

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3.2.5 – TRANSMISSION TESTING

When a communication seems to be difficult with an air traffic controller, a pilot can use a
radio communication test procedure. Test transmissions should take the following form as a
pilot:

a) The identification of the aeronautical station being called;

b) Your aircraft identification;
c) The words "RADIO CHECK"
d) The frequency being used.
Replies to test transmissions should be as follows:
a) The identification of the station calling;
b) The identification of the station replying;
c) Level of reception regarding the readability of the transmission.

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INTRODUCTION TO AIRSPACES
4.1 – CLASSIFICATION OF INDIAN AIRSPACES
ATS airspace in India is classified and designated in accordance with the following:

4.1.1 – Class D
a) Applicable to airspaces in terminal area, control area, control zone and
aerodrome traffic zone.
b) IFR and VFR flights are permitted and all flights are provided with ATC
c) IFR flights are separated from other IFR flights and receive traffic
information in respect of VFR flights.
d) VFR flights receive traffic information in respect of all other flights.
4.1.2 – Class E
a) Applicable to airspace in designated ATS routes outside terminal area.
b) IFR and VFR flights are permitted.
c) IFR flights are provided with air traffic control service and are separated
from other IFR flights.
d) All flights receive traffic information as far as practical.
4.1.3 – Class F
a) Airspaces in ATS route segments outside control area, terminal area,
control zone, aerodrome traffic zone is classified as Class F airspace.
b) IFR and VFR flights are permitted.
c) All participating IFR flights receive an air traffic advisory service and all
flights receive flight information service.
4.1.4 – Class G
a) Applicable to airspaces other than those in Class D, E and F.
b) IFR and VFR flights are permitted and receive flight information service,
if requested.

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4.2 – FIXES, VORs, NDBs and AIRWAYS

In the above picture the intersections are marked with blue circle, the VORs are marked
with red squares, the airways with violet triangles, and NDB with green pentagon.

4.2.1 – INTERSECTION/FIXES
An intersection/Fix is a virtual navigational fix that helps aircraft maintain their flight plan. It
is usually defined as the intersection of two VOR radials. They are usually identified as
major airway intersections where aircraft, operating under instrument flight rules, often
change direction of flight while en route. Intersections also play an important role in
departure and approach procedures. All intersections have an alphabetical or alphanumeric
designation. Most other intersection designations consist of five-letter combinations that
are either pronounceable or chosen for their mnemonic value, since either air traffic control
or the flight plan may require the pilot to announce the designation.

Example – BUTOP, PEKIX, BADAT, REBON

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4.2.2 – VHF OMNIDIRECTIONAL RANGE (VOR)

VHF Omni Directional Radio Range (VOR) is a type of short-range radio navigation system for
aircraft, enabling aircraft with a receiving unit to determine their position and stay on
course by receiving radio signals transmitted by a network of fixed ground radio beacons. It
uses frequencies in the very high frequency (VHF) band from 108 to 117.95 MHz.
Example – DPN, CHI

4.2.3 – NON-DIRECTIONAL BEACON (NDB)

A non-directional (radio) beacon (NDB) is a radio transmitter at a known location, used as
an aviation or marine navigational aid. As the name implies, the signal transmitted does not
include inherent directional information, in contrast to other navigational aids such as low
frequency radio range, VHF omnidirectional range (VOR) and TACAN. NDB signals follow the
curvature of the Earth, so they can be received at much greater distances at lower altitudes,
a major advantage over VOR. However, NDB signals are also affected more by atmospheric
conditions, mountainous terrain, coastal refraction and electrical storms, particularly at long
range

Example – HR

4.2.4 – AIRWAYS
An airway is a legally defined corridor that connects one specified location to another at a
specified altitude, along which an aircraft that meets the requirements of the airway may
be flown. Airways are defined with segments within a specific altitude block, corridor width,
and between fixed geographic coordinates for satellite navigation systems, or between
ground-based radio transmitter navigational aids (navaids) (such as VORs or NDBs) or the
intersection of specific radials of two navaids.

Low altitude airways (below 18,000 feet) are known as Victor Airways and the High Altitude
airways (above 18,000 feet) are called Jet Airways. With the invention of RNAV routes,
airway structure no longer has to be based on ground-based navaids; a new naming
convention is used. RNAV routes not based on VOR routes in low altitudes are preceded
with the letter "T"; high airway routes are designated with the letter "Q". RNAV routes are
blue on low and high en route charts.

Example – W65N, G333, A466, W39

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UNDERSTANDING CHARTS
5.1 – AIRPORT DIAGRAM CHARTS

Shown above is the Airport Diagram of Mumbai Airport with the layout of aircraft parking,
terminals, aprons, Control Tower, Taxiways and the two Runways. If you look at it closely you
can see that apart from the airport buildings, the entire diagram is in two colours, i.e. Grey and
Black. The grey ones are the taxiways and the two thick intersecting lines represent the two
runways 09/27 and 14/32. The part in grey, i.e. the taxiways are the only ones that come under
the control of Ground (GND/S1) controller and the runways (in black) fall under the control of
the Tower (TWR/S2) controller. You can also see that at various points, the taxiways intersect
the runways and the aircrafts when taxiing under the control of GND should be made to hold
short of the runway and only cleared to cross the runway after getting the explicit permission
from TWR for each aircraft crossing, unless a runway is marked inactive. In that situation, the
inactive runways may also be used as taxiway. The various taxiways, gate, Aprons and
Terminals that have been highlighted in yellow.

For example, if an aircraft wants to cross Rwy 14 when taxiing from taxiway N to N1, then
the aircraft is instructed to hold short Rwy 14, and after getting permission from the tower,
the aircraft can be given the instruction to continue taxi.

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5.2 – SIDS & STARS

5.2.1 – STANDARD INSTRUMENT DEPARTURE (SID)
SID also known as Departure Procedures (DP) are published flight procedures followed by
aircraft on an IFR flight plan immediately after take-off from an airport and is made up of a
combination of fixes NDBs and VORs that are present in the vicinity of the airport. It also
includes a climb profile, instructing the pilot to cross certain points at or above a certain
altitude. A SID procedure ends at a waypoint lying on an airway which the pilot will follow
from there. There are three main types of SIDs: Pilot-Nav SIDs, Radar Vector SIDs, and
Hybrid SIDs. SID procedures are usually named after the final waypoint (fix) of the
procedure.

The diagram below shows the ANOLI1A SID out of Mumbai Airport’s Runway 27. In this the
most important items such as the primary fix (ANOLI), the transitions (EXOLU, BOMBA,
DOTIP, POSIN, AAU), the speed and altitude restrictions and the name of the SID has been
highlighted. Another important feature on the corner that’s highlighted that shows the
Minimum Safe Altitude (MSA) around the airport. More on it will be described in the
coming chapters.

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5.2.2 – STANDARD TERMINAL ARRIVAL ROUTE (STAR)

A STAR is a published procedure followed by aircraft on an IFR flight plan just before
reaching a destination airport. A typical STAR consists of a set of starting points, called
transitions, and a description of routes (typically via VORs and intersections) from each of
these transitions to a point near a destination airport, upon reaching which the aircraft
can join an instrument approach (IAP) or be vectored for a final approach by terminal air
traffic control.

The diagram below shows the KETOR1A and KETOR1B arrival into Runway 27 and 09
respectively, at Mumbai Airport. Here the most important items such as the
Transition(Starting) fixes (SUGID, BISET, DARMI, GUNDI. ERVIS. KABSO), Approach fix
(KETOR) and the important Altitude and speed restrictions have been highlighted.
Certain fixes require aircraft to be at, at or above, OR at or below certain altitudes.

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5.2.3 – MINIMUM SECTOR (SAFE) ALTITUDE (MSA)

MSA is an Altitude (MSL) that is at least 1,000 feet above any obstacle or terrain within a
25Nm (46km) centred on a radio aid located at that airport. The safety buffer allows for
errors in the air by including an additional area that a pilot might stray into by flying off
track. By flying at or above this altitude a pilot complies with terrain clearance requirements
on that particular flight leg.

The above four pictures shows how the MSA is depicted on the SID/STAR charts for Mumbai
(BBB), Kolkata (CEA), Chennai (MMV) and Delhi (DPN) airports. In the latter three you can
see that the MSA around the respective VORs are 2000, 2300 and 2600 feet MSL. In the
Mumbai MSA, u can see two arrows that gives two headings splitting the circle into two
sectors with different altitudes. This means that the sector between 020 and 160 has a MSA
of 2600ft and the sector between 160 and 020 has a MSA of 3700, i.e. if an aircraft is
coming in to the airport from between 020 and 160 radial of the VOR ( North-East, East and
South-East), it has to maintain a minimum altitude of 2600 ft., where as if the aircraft is
tracking between 160 and 020 radial towards the VOR (South, West and North West) it has
to maintain a minimum altitude of 3700ft.

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5.3 – APPROACH PLATES

Approach plates (or, Instrument Approach Procedure [IAP] charts) are the printed charts of
instrument approach procedures that pilots use to fly instrument approaches during
instrument flight rules (IFR) operations. Approach plates are essential if an aircraft is to
make a safe landing during instrument meteorological conditions.

The picture below shows the ILS (Instrument Landing System) Approach chart for Runway
14 at Mumbai Airport. For ATC point of view, the chart shows the ILS course & frequency,
the radio frequencies for ATIS, Approach, Tower & Ground Controllers, the Airport Elevation
data and the Missed Approach Procedures.

At the Pilot’s point of view it contains a lot more information about the terrain and
the obstacles around the approach path, the descent profile, Decision height,
additional standard information that is published by the airport, etc.

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5.4 – ENROUTE CHARTS

En-route (or Enroute) charts provide detailed information useful for instrument flight,
including information on Radio Navigation aids (navaids) such as VORs and NDBs,
navigational fixes (waypoints and intersections), standard airways, airport locations,
minimum altitudes, and so on. Information not directly relevant to instrument navigation,
such as visual landmarks and terrain features, is not included. En-route charts are divided
into high and low versions, with information on airways and navaids for high- and low-
altitude flight, respectively. The division between low altitude and high altitude is usually
defined as the altitude that marks transition to flight levels.

Below is an example of an Enroute chart in VATWA region. This is a very high resolution
chart and if you can zoom in a little, you will be able to clearly see the various airways,
VORs and intersections.

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METARs and TAFs

6.1 – METAR
Meteorological Aerodrome Report (METAR) is a format for reporting weather information at
an aerodrome at a particular time. METARs are issued every 30 minutes, or when there is a
significant change affecting the safe operations. A usual METAR for Mumbai Airport would
look like this:

6.1.1 – STANDARD METAR

VABB 150930 27015KT 2500 HZ FEW025 BKN090 28/24 Q1015 NOSIG

A METAR usually consists of Nine (9) parts, as can be seen above in different colours. A
detailed description is given below:

i) VABB – The first part is the airport identifier in 4-letter ICAO format. In
this example, VABB i.e. Mumbai (CSIA) Airport
ii) 150930 – The second part shows the date and time at which this METAR
was published. The first two digits are the day (of the month) and the
remaining four digits are the time in Zulu. In this example, this METAR was
released on the 15th of this month at 0930 Zulu (i.e. 3pm IST).
iii) 27015KT – The third part gives the Wind direction and speed. The first two
digits are the direction from which the win is coming from and the remaining
two/three digits is the wind speed. In this example, 27015KT means winds
are coming from the west (270 degrees) at a speed of 15 knots.
iv) 2500 – The fourth part shows the visibility in meters. In the above example,
the visibility at Mumbai airport is 2500 meters.
v) HZ – The fifth part gives the weather phenomenon at the airport. In the
above example HZ denotes Haze.
vi) FEW025 BKN090 – The sixth part represents the Sky conditions around the
airport, with regards to the cloud coverage, height, etc. In this example,
there is Few clouds at 2500 feet and Broken Clouds at 9000 feet.
vii) 28/24 – The seventh part gives the temperature and Dewpoint (in Celsius) at
the airport. In this example, the temperature is 28˚C and Dew point is 24˚C.
viii) Q1015 – The eighth part shows the QNH (Barometric pressure adjusted to
sea level) in millibars. In the above example QNH is 1015. In the US,
instead of QNH, it shows Altimeter (in mmHg) (example A2995)
ix) NOSIG – The Ninth part gives information about any significant
weather changes that may occur. In this example, NOSIG means No
significant changes in weather.
Further details on what can be seen in each section is given in the section below.

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6.1.2 – VARIABLES IN METAR

a) CLOUDS

Cloud coverage is reported by the number of 'octas' (eighths) of the sky that
is occupied by cloud.

SKC Sky Clear No cloud present

FEW Few <1/8 to 2/8 summation amount
SCT Scattered 3/8 to 4/8 summation amount
BKN Broken 5/8 to <8/8 summation amount
OVC Overcast 8/8 summation amount
CLR Clear Clear below 10,000 ft. as interpreted by an auto station

Cloud Types are as follows

CB Cumulonimbus clouds
TCU Towering Cumulus
ACC Altocumulus castellans
CLD Standing lenticular

b) WINDS
In the case of mean wind speeds of 3 knots or less and a variable direction, wind
direction is encoded as "VRB". Calm is encoded as "00000KT". Gust Information will
be included if gust speeds exceed the mean speed by 10 knots or more in the 10-
minute period preceding the observation. If during the 10 minute period preceding
the observation the direction varies by 60 degrees or more, and the mean speed
exceeds 3 knots. The two extreme directions are encoded in clockwise order.
Example: 01012G23KT means Wind 010 degrees true at 12 knots, gusting to
23 knots.
30015G25KT 260V340 means wind direction is varying from
260 degrees to 340 degrees

c) RUNWAY VISUAL RANGE

This group reports the 10-minute average runway visual range. It is included if the
prevailing visibility is 1 statute mile or less, and/or the runway visual range is
6000 feet or less.

d) WEATHER PHENOMENON
The following abbreviations are used in METAR and it’s important to know what each
denotes for effective air traffic control, as every phenomenon has an effect on
flight.
RA – RAIN DZ – DRIZZLE SN – SNOW SG – SNOW GRAINS PE – ICE PELLETS
GR – HAIL GS – SNOW PELLETS IC – ICE CRYSTALS BR – MIST

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UP – UNKNOWN PRECIPITATION (AUTO) FU – SMOKE FG – FOG

HZ – HAZE SA – SAND DU – DUST VA – VOLCANIC ASH SQ – SQUALLS

PO – DUST/SAND WHIRLS SS – SANDSTORM DS – DUSTSTORM

+FC – TORNADO/WATERSPOUT FC – FUNNEL CLOUD SH – SHOWERS

BLSN – BLOWING SNOW BLDU – BLOWING DUST BLSA – BLOWING SAND

6.2 – TAF
TAF (Terminal Aerodrome Forecast or Terminal Area Forecast) is a format for reporting
weather forecast information . TAFs are issued every 6 hours: 0000,0600,1200,1800 UTC,
and generally apply to a 24 or 30-hour period, and an area within approximately five statute
miles from the Center of an airport runway complex. TAFs complement and use similar
encoding to METAR reports. They are produced by a human forecaster based on the ground.
For this reason there are considerably fewer TAF locations than there are airports for which
METARs are available.

This TAF example of a 30-hour TAF, released on November 5, 2008 at 1730 UTC:
TAF
KXYZ 051730Z 0518/0624 31008KT 3SM -SHRA BKN020
FM052300 30006KT 5SM -SHRA OVC030
PROB30 0604/0606 VRB20G35KT 1SM TSRA BKN015CB
FM060600 25010KT 4SM -SHRA OVC050
TEMPO 0608/0611 2SM -SHRA OVC030
RMK NXT FCST BY 00Z=

The first line contains identification and validity times. TAF indicates that the following is a
terminal area forecast. KXYZ indicates the airport to which the forecast applies (ICAO airport
code). 051730Z indicates that the report was issued on the 5th of the month at 1730 UTC
(also known as Zulu, thus the "Z"). 0518/0624 indicates that the report is valid from the 5th
at 1800 UTC until the 6th at 2400 UTC. The remainder of the first line contain the initial
forecast conditions. Variations of the codes used for various weather conditions are many.
31008KT indicates that the wind will be from 310 degrees true at 8 knots. 3SM -SHRA
BKN020 indicates that visibility will be 3 statute miles in light (-) rain (RA) showers (SH), with
a broken ceiling (between 5/8 and 7/8 of the sky covered) at 2,000 feet AGL. Each line
beginning with FM indicates a rapid change in the weather over a period of less than an
hour. FM052300 indicates the next period lasts from (FM) the 5th at 2300 UTC to the 6th at
0600 UTC (the effective time on the next "FM" line). The remainder of the line has similar
formatting to the other forecast lines. The final line is for errata, comments, and remarks.
RMK NXT FCST BY 00Z indicates a remark that the next forecast will be issued by 0000 UTC.

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RULES OF FLIGHT
7.1 – VISUAL FLIGHT RULES (VFR)
Visual flight rules (VFR) are a set of regulations under which a pilot operates an aircraft in
weather conditions generally clear enough to allow the pilot to see where the aircraft is
going. VFR require a pilot to be able to see outside the cockpit, to control the aircraft's
altitude, navigate, and avoid obstacles and other aircraft. Specifically, the weather must be
better than basic VFR weather minima as follows.

Except when a clearance is obtained from an air traffic control unit, VFR flights shall not
take-off or land at an aerodrome within a control zone or enter the aerodrome traffic
zone or traffic pattern.
i) When the ceiling is less than 450m (1550 ft); or
ii) When the ground visibility is less than 5 Km
VFR flights shall not be operated
i) Above FL150
ii) At transonic and supersonic speeds
iii) More than 100Nm seaward from the shoreline within controlled airspace
iv) Over congested areas of city, town or settlements or over an open-air assembly of
persons at a height less than 300m (1000 ft) above the highest obstacle within a
radius of 600m from the aircraft
v) Between 20 minutes after sunset to 20 minutes before sunrise, except when
exempted by air traffic control for local flights and such training flights of flying
club aircraft as may be cleared by air traffic control.

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7.2 – INSTRUMENT FLIGHT RULES (IFR)

IFR is defined as "Rules and regulations established to govern flight under conditions in
which flight by outside visual reference is not safe. IFR flight depends upon flying by
reference to instruments in the flight deck, and navigation is accomplished by reference to
electronic signals. It is also a term used by pilots and controllers to indicate the type of flight
plan an aircraft is flying, such as an IFR or VFR flight plan.

7.3 – SPECIAL VISUAL FLIGHT RULES (SVFR)

It's a special case of operation under visual flight rules (VFR) ONLY within a Control Zone.
SVFR flights must be provided with standard separation against all IFR and other SVFR
traffic. SVFR clearances must be received before the aircraft can get airborne and
arrivals will be sequenced into the arrival stream prior to being transferred to Tower.

Details on how to deal with VFR, IFR and SVFR flights will be taught in the S1
Manual for ATC.

Information on how ATC will give assistance for VFR and IFR flights is already
discussed in Topic 4.1 (Introduction to Airspaces).

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ADDITIONAL PROCEDURES FOR INDIAN AIRSPACE

8.1 – SQUAWK CODES
Squawk codes are unique four digit transponder codes assigned to each aircraft operating in the
airspace. Squawk codes contain digits only from 0-7. 8 and 9 is omitted in squawk codes, i.e.
after 7 the numbering goes back to 0. In Indian airspace, the squawk codes are divided among
the five FIRs, separate for domestic and international flights. The list of squawk codes that can
be used in each FIR is outlined below and have to be strictly followed.

FIR DOMESTIC SQUAWKS INTL SQUAWKS

0240 – 0277
VABF 2671 – 2677 0300 – 0377
3300 – 3310 0473 – 0477
6300 – 6351

3311 – 3377 0500 – 0577

VIDF 6352 – 6377

0200 – 0237 0600 – 0677

VOMF 2700 – 2777

VECF 2621 – 2670 0400 – 0472

VEGF 2600 – 2620 N/A

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8.2 – FREQUENCIES
The various frequencies allotted to each position at each airport is listed in the “India
vACC Frequency List Manual” supplied along with this manual. Only the airports that are
mostly active on VATSIM have been included below. As more and more airports are
getting increasing traffic each day, this list will be updated.

8.3 – TRANSITION ALTITUDE & TRANSITION LEVEL

TRANSITION ALTITUDE (TA) is the altitude above sea level at which aircraft change from
the use of altitude to the use of flight levels. When operating at or below the TA, aircraft
altimeters are usually set to show the altitude above sea level. Above the TA, the aircraft
altimeter pressure setting is normally adjusted to the standard pressure setting of 1013
hectopascals (QNH 1013) and aircraft altitude will be expressed as a flight level.

TRANSITION LEVEL (TL) is the lowest flight level above the Transition Altitude. When
descending below the Transition Level, the pilot starts to refer to altitude of the aircraft
by setting the altimeter to the QNH for the region or airfield. Note that the transition level
is, by definition, less than 500 ft. above the transition altitude.

Aircraft are not normally assigned to fly at the transition level as this does not
guarantee separation from other traffic flying (on QNH) at the transition altitude; the
lowest usable flight level is the transition level plus 500 ft.

To calculate Transition Level when we have the Transition Altitude and the Local QNH the
following equation is used and the resulting answer is rounded off to the nearest thousand.

TL = TA + 28 X (1013 – QNH)
A very detailed list of Transition altitudes for all airports in India and a handy calculator
prepared by one of our dedicated staff member is available along with this manual called
“vACC India TA – TL”. This way you don’t have to take out your calculators and put on
your thinking hats just to find out the Transition Level. You just have to input the QNH and
TA, and hey presto… you get the Transition Level.

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