UNIT-5

AIR TRAFFIC CONTROL AND AIDS

AIR TRAFFIC SERVICES:

INTRODUCTION :
Air traffic control (ATC) is a service provided by ground-based air traffic controllers
who direct aircraft on the ground and through controlled airspace, and can provide
advisory services to aircraft in non-controlled airspace. The primary purpose of ATC
worldwide is to prevent collisions, organize and expedite the flow of air traffic, and
provide information and other support for pilots. In some countries, ATC plays a
security or defensive role, or is operated by the military. Air traffic controllers monitor
the location of aircraft in their assigned airspace by radar and communicate with the
pilots by radio. To prevent collisions, ATC enforces traffic separation rules, which
ensure each aircraft maintains a minimum amount of empty space around it at all
times. In many countries, ATC provides services to all private, military, and
commercial aircraft operating within its airspace. Depending on the type of flight and
the class of airspace, ATC may issue instructions that pilots are required to obey, or
advisories (known as flight information in some countries) that pilots may, at their
discretion, disregard. The pilot in command is the final authority for the safe
operation of the aircraft and may, in an emergency, deviate from ATC instructions to
the extent required to maintain safe operation of their aircraft. In aviation, an air
traffic service (ATS) is a service which regulates and assists aircraft in realtime to
ensure their safe operations.

Objectives of Air Traffic services are:

 Prevent collisions between aircraft
 Prevent collisions between aircraft in the manoeuvring area and obstructions in that
area
 Expedite and maintain an orderly flow of air traffic
 Provide advice and information useful for the safe and efficient conduct of flights
 Notify appropriate organizations regarding aircraft in need of search and rescue
aid, and assist such organizations as required.

DIVISIONS OF THE AIR TRAFFIC SERVICES

The air traffic services comprise of three services identified as follows:
1. Air traffic control service
The air traffic control service, to accomplish following objectives:
a) Prevent collisions between aircraft;
b) prevent collisions between aircraft on the manoeuvring area and obstructions on
that area;
c) expedite and maintain an orderly flow of air traffic;
Air traffic control services have been divided in three parts as follows:
1. Area control service: The provision of air traffic control service for controlled
flights, except for those parts of such flights which are under the jurisdiction of
Approach Control or Aerodrome Control to accomplish following objectives:

a) prevent collisions between aircraft;

b) expedite and maintain an orderly flow of air traffic;
2. Approach control service :
provision of air traffic control service for those parts of controlled flights associated
with arrival or departure, in order to accomplish following objectives:
a) prevent collisions between aircraft; b
b) ) expedite and maintain an orderly flow of air traffic;
3. Aerodrome control service:
The provision of air traffic control service for aerodrome traffic, except for those parts
of flights which are under the jurisdiction Approach Control to accomplish objectives:
a) prevent collisions between aircraft;
b) prevent collisions between aircraft on the manoeuvring area and obstructions on
that area;
c) expedite and maintain an orderly flow of air traffic;

2. Flight information service The flight information service, to accomplish following

objective: Provide advice and information useful for the safe and efficient conduct of
flights.

3. Alerting service The alerting service to accomplish following objective: Notify

appropriate organizations regarding aircraft in need of search and rescue aid and
assist such organizations as required.
Scope and Provision of air traffic control service
Area control service: Area control service shall be provided: a) by an area control
centre (ACC); or b) by the unit providing approach control service in a control zone
or in a control area of limited extent which is designated primarily for the provision of
approach control service, when no ACC is established

Approach control service: Approach control service shall be provided: a) by an

aerodrome control tower or an ACC, when it is necessary or desirable to combine
under the responsibility of one unit the functions of the approach control service and
those of the aerodrome control service or the area control service; or b) by an
approach control unit,when it is established as a separate unit.
Aerodrome control service: Aerodrome control service shall be provided by an
aerodrome control tower.

VFR OPERATIONS
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.
Specifically, the weather must be better than basic VFR weather minima, i.e. in
visual meteorological conditions (VMC), as specified in the rules of the relevant
aviation authority. The pilot must be able to operate the aircraft with visual reference
to the ground, and by visually avoiding obstructions and other aircraft.
If the weather is less than VMC, pilots are required to use instrument flight rules, and
operation of the aircraft will be primarily through referencing the instruments rather
than visual reference. In a control zone, a VFR flight may obtain a clearance from air
traffic control to operate as Special VFR.
It is possible and fairly straightforward, in relatively clear weather conditions, to fly a
plane solely by reference to outside visual cues, such as the horizon to maintain
orientation, nearby buildings and terrain features for navigation, and other aircraft to
maintain separation. This is known as operating the aircraft under visual flight rules
(VFR), and is the most common mode of operation for small aircraft. However, it is
safe to fly VFR only when these outside references can be clearly seen from a
sufficient distance; when flying through or above clouds, or in fog, rain, dust or
similar low-level weather conditions, these references can be obscured. Thus, cloud
ceiling and flight visibility are the most important variables for safe operations during
all phases of flight. The minimum weather conditions for ceiling and visibility for VFR
flights are defined in FAR Part 91.155, and vary depending on the type of airspace in
which the aircraft is operating, and on whether the flight is conducted during daytime
or night time. Any aircraft operating under VFR must have the required equipment on
board, as described in FAR Part 91.205 (which includes some instruments
necessary for IFR flight). VFR pilots may use cockpit instruments as secondary aids
to navigation and orientation, but are not required to; the view outside of the aircraft
is the primary source for keeping the aircraft straight and level (orientation), flying to
the intended destination (navigation), and avoiding obstacles and hazards
(separation).
Visual flight rules are generally simpler than instrument flight rules, and require
significantly less training and practice. VFR provides a great degree of freedom,
allowing pilots to go where they want, when they want, and allows them much wider
latitude in determining how they get there.

IFR OPERATIONS:

The U.S. Federal Aviation Administration's (FAA) Instrument Flying Handbook

defines IFR as:
"Rules and regulations established by the FAA 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.
IFR and IMC are similar. IFR stands for instrument flight rules – the set of rules that
govern aircraft that fly in IMC, or instrument meteorological conditions. In general
terms, instrument flying means flying in the clouds. More specifically, IMC is defined
as weather that is “below the minimums prescribed for flight under Visual Flight
Rules.”
It’s called instrument flight because the pilot navigates only by reference to the
instruments in the aircraft cockpit. Flying in the clouds (IMC) requires an IFR flight
plan and an instrument rating.
Flying by instruments, without any outside references sounds dangerous, but it’s
very safe once you’ve received the proper training. Training includes learning how to
fly approaches using an instrument landing system (ILS). Instrument training also
includes a comprehensive study of weather systems and reports, icing conditions,
and how the human body responds to spatial disorientation.

AIRSPACE CLASSIFICATION
According to ICAO, the national airspace can be classified as pertaining to one of
seven classes. Five of these classes fall within the category "controlled airspace",
while two of the classes pertain to the category "uncontrolled airspace". Controlled or
uncontrolled airspace refers to whether the pilot has to seek permission and obey
ATC directions or not, respectively.
Controlled airspace describes airspace with such traffic levels that air traffic control
(ATC) must provide some form of separation between aircraft.

Class A: All operations must be conducted under Instrument Flight Rules (IFR) or
Special visual flight rules (SVFR) and are subject to ATC clearance. All flights are
separated from each other by ATC. This airspace ranges from 18,000 to FL600. All
operation in this airspace must be under instrument flight rules and are subject to air
traffic control clearances and instructions (Pilots must file and fly an IFR flight plan).
At altitudes between FL180 and FL450, jet routes and high routes will be classified
as Class A airspace.

Class B: Operations may be conducted under IFR, SVFR, or Visual flight rules
(VFR). All aircraft are subject to ATC clearance. All flights are separated from each
other by ATC. The rules for this airspace have changed slightly. Pilots must maintain
"clear of clouds" with three miles visibility. Pilots must be "cleared" to enter class B
airspace, have two-way radio communication and mode C transponders. other VFR
flights. There were no changes made to the operating and equipment rules for the
Class C airspace. Cloud requirements are 500' below, 1000' above, and 2000'
horizontal. Visibility is 3 miles. Pilots must have two-way radio communication and
mode C transponders to enter class C airspace.

Class D: Operations may be conducted under IFR, SVFR, or VFR. All flights are
subject to ATC clearance. Aircraft operating under IFR and SVFR are separated
from each other, and are given traffic information in respect of VFR flights. Flights
operating under VFR are given traffic information in respect of all other flights. These
are control zones (CZ) with operating control towers and airport traffic areas (ATA).
A segmented blue line depicts class D airspace on sectional and world aeronautical
charts. The ceiling of Class D airspace is 2500 AGL (charted in MSL), and the lateral
dimensions are dependent upon the instrument approaches at that airport. Two-way
radio communication is required. Cloud and visibility clearance is 3 miles, with 500'
below, 1000' above, and 2000' horizontal. Pilots must have two-way radio
communication to enter class D airspace.

Class E: Operations may be conducted under IFR, SVFR, or VFR. Aircraft operating
under IFR and SVFR are separated from each other, and are subject to ATC
clearance. Flights under VFR are not subject to ATC clearance. As far as is practical,
traffic information is given to all flights in respect of VFR flights. This airspace
includes all federal airways, continental control areas, control area extensions,
control zones at airports without control towers, transition areas, and area low
routes. On the sectional charts, Class E airspace around airports without control
towers is depicted with a segmented magenta line.

Uncontrolled airspace describes airspace where an Air Traffic Control (ATC)

service is not
deemed necessary or cannot be provided for practical reasons.
Class F: Operations may be conducted under IFR or VFR. ATC separation will be
provided, so far as practical, to aircraft operating under IFR. Traffic Information may
be given as far as is practical in respect of other flights. Operations may be
conducted under IFR or VFR. ATC separation will be provided, so far as practical, to
aircraft operating under IFR. Traffic Information may be given as far as is practical in
respect of other flights.
Class G: Operations may be conducted under IFR or VFR. ATC separation is not
provided. Traffic Information may be given as far as is practical in respect of other
flights

FLIGHT INFORMATION SERVICE

A flight information service (FIS) is a form of air traffic service which is available to
any aircraft within a flight information region (FIR), as agreed internationally by
ICAO.
It is defined as information pertinent to the safe and efficient conduct of flight, and
includes
information on other potentially conflicting traffic, possibly derived from radar, but
stopping short of providing positive separation from that traffic.
Flight Information also includes:
 Meteorological information
 Information on aerodromes
 Information on possible hazards to flight
FIS shall be provided to all aircraft which are provided with any air traffic control
(ATC) service or are otherwise known to air traffic service units. All air traffic service
units will provide an FIS to any aircraft, in addition to their other tasks.

Scope of Flight Information service:

 SIGMET
 Information regarding volcanic activity, volcanic eruptions and volcanic ash clouds;
 Info concerning the release into the atmosphere of radioactive materials or toxic
chemicals;
 Information on changes in the serviceability of navigation aids
 Information on changes in condition of aerodromes and associated facilities
SIGMET-Significant Meteorological Information
 An advisory service providing meteorological information for the safety of all
aircrafts
 two types of SIGMET-s, convective and non-convective
 Non connective Sigmet for severe turbulence or icing or sandstorm
Connective sigmet for thunderstorm

ALERTING SERVICE
A service provided to notify appropriate organizations regarding aircraft in need of
search and rescue aid, and assist such organizations as required. It lies in
cooperation with Search and Rescue Centre and informing about any aircraft that
are, or appear to be, in a state of emergency.

Alerting service shall be provided:

 for all aircraft provided with air traffic control service;
 in so far as practicable, to all other aircraft having filed a flight plan or otherwise
known to ATS; and
 To any aircraft known or believed to be the subject of unlawful interference.

CO-ORDINATION AND EMERGENCY PROCEDURES

 Services of the Air
 Area Control Service-for Enroute
 Approach Control Service-50Km radius
 Aerodrome Control Service-through the Control tower for starting the engine, take
off and
Landing

Stages in Co-ordination between ATC Units

 Announcing the flight and conditions for transfer of control
 Coordination of transfer and agreement on the control conditions
 Transferring of control to the accepting ATC unit or control sector
Important Coordination Zones
 Between ATC Centres
 Between Area Control Service and Approach Control Service
 Between Approach Control Service and Aerodrome control Service
 Between ATC and Military service 5. Between Met and ATC

RULES OF THE AIR

 Protect person and property
 Minimum Safe Altitude
 Cruising Levels.
 Dropping or Spraying
 No towing by another aircraft 6. No acrobatic flight
 No flying in Restricted Areas 8. Right of way for heading and speed

Wind Direction Indicator:

Wind direction indicators include a wind sock, wind tee, or tetrahedron. Located in a
central location near the runway and may be placed in the centre of a segmented
circle identifying the traffic pattern
direction, left-hand pattern.
A windsock is a conical textile tube that resembles a giant sock. Windsocks can be
used as a basic guide to wind direction and speed, or as decoration
Uses: Windsocks are used to tell wind speed and the direction of the wind.
Windsocks typically are used at airports to indicate the direction and strength of the
wind to pilots and at chemical plants where there is risk of gaseous leakage. They
are sometimes located alongside highways at windy locations.
At many airports, windsocks are lit at night, either by floodlights on top surrounding it
or with one mounted on the pole shining inside it.

Functions: Wind direction is the direction in which the windsock is pointing (note that
wind directions are conventionally specified as being the compass point from which
the wind originates; so a windsock pointing due north indicates a southerly wind).
Wind speed is indicated by the windsock's angle relative to the mounting pole; in low
winds, the windsock droops; in high winds it flies horizontally.
WIND SOCKS/ WIND TEE

LANDING DIRECTION INDICATOR: A device to indicate visually the direction currently

designated for landing and takeoff (ICAO). Wind cones, windsocks, landing T, and
tetrahedron are some of the devices used as landi ng direction indicators. Landing direction
indicator.

Tetrahedrons and wind tees have more freedom of movement than wind socks do.
They swing
freely and align themselves with the wind. An important fact to remember is that
while wind socks
will point downwind, tetrahedrons usually point upwind.
 signals square key

Airport Marking Aids. (Refer Unit 4)

Airport Pavement Markings

General. For the purpose of this section, the airport pavement markings have been
grouped into four
areas:
Runway Markings.
Taxiway Markings.
Holding Position Markings.
Other Markings