Module 1: Airspace planner and procedure design

Training to NANSC 22 OCT 2023 – 20 NOV

2023

Part 1: Introduction to airspace

management and flight procedures
Content

1. Topics to be covered
2. Sources – Background and legal framework
3. ATM principles
• Flight phases
• Rules of the air
• Flight Plans
4. ATC tools
• Communications
• Surveillance tools
• Radar
• SMR/MLAT/ADS-B
• Flight progress strips/e-strip
5. Flight rules
6. Airspace categorisation
7. ATS services
8. Flight procedures
9. Approach areas
1. Topics to be covered

We will introduce the principles of air traffic management and the flight procedures
2. Sources – Background and legal framework (I)

ICAO

• Nov 1944 Conference – Chicago

• Set of rules to govern airspace
• Two principles: safety and state reciprocity
• ICAO set up in Montreal, 1947. Today 194 states have signed in
• ICAO constitutes the main body to provide regulations and guidance to air transportation an is an organization from
and for states
• The convention declaration has been expanded with 19 annexes and SARPs (Standard and Recommended practices)
• Areas covered by ICAO (listed by number of Annex)
• Personnel Licensing • Aeronautical Telecommunications
• Rules of the Air • Air Traffic Control Service, Flight Information Service and
• Meteorological Service Alerting Service
• Aeronautical Charts • Search and Rescue
• Units of Measurement to be used in Air and Ground • Aircraft Accident and Incident Investigation
Operations • Aerodromes Design and Operations
• Operation of Aircraft • Aeronautical Information Services
• Aircraft Nationality and Registration Marks • Security
• Airworthiness of Aircraft • The safe transport of dangerous goods by air
• Facilitation • Safety management
2. Sources – Background and legal framework (II)

Standards and Recommendations

Hierarchy of ICAO documents
• Amogst ICAO’s main activities are:
• Standardization
• Recommendations
• The objective is to improve safety and efficiency globally.
• Once a standard or recommendation is approved by ICAO, it has to be
adopted by each state

Standards
“Any specification for physical characteristics, configuration, material, performance, personnel or procedure, the
uniform application of which is recognized as necessary for the safety or regularity of international air navigation and
to which Contracting States will conform in accordance with the Convention; in the event of impossibility of compliance,
notification to the Council is compulsory under Article 38”

Recommendation
“Any specification for physical characteristics, configuration, material, performance, personnel or procedure, the
uniform application of which is recognized as desirable in the interest of safety, regularity or efficiency of international
air navigation, and to which Contracting States will endeavour to conform in accordance with the Convention.”
2. Sources – Background and legal framework (III)

This document covers, explains and

dictates the standard procedures that are
to be expected and applied in air traffic
services worldwide.

It is the main guide material to design

airspace usage, procedures, and
operational design.

Sources: www.icao.org
3. ATM Principles (I)

The purpose of air traffic management is safe and efficient movement of aircraft in all
the phases of the operation.

Phases of the operation

3. ATM Principles (II)

Rules of the air

• ICAO Annex 2 to the Convention, adopted in 1952

• Consist of general rules, visual flight rules and instrument flight rules
• They apply without exception over the high seas and over national territories
• They must not conflict with the rules of the State being overflown
• What does Annex 2 cover?
• Flight legal requirements - Flight plans
• Flight rules: Visual and Instrumental
• Airspace class
• Meteorological conditions: VMC, IMC
• Basic air traffic services (control, information, alert)
• Basic definitions to be used worldwide (i.e. landing, movement surface,
clearances, communications

The Rules of the Air in ICAO’s Annex 2 cover and define the key concepts of
civil aviation and key the foundations to provide air navigation services
 3. ATM Principles (III)

Flight Plan (ICAO Annex 2, 3.3/ Doc 4444)

• ICAO stipulates that any information related to a flight or a portion of a flight

“shall be submitted in the form of a flight plan” before operating
• Flight Plan format is covered in Doc 4444
• Flight Plan information contains:
• Departure and arrival points (aerodromes) / Alternate aerodromes
• Routes to be followed
• Cruising altitude
• Type of aircraft (wake turbulence category)
• Estimated time en route
• Type of flight rules: Instrumental or Visual
• Pilot’s information
• Specific information of the flight: Operator, people on board, available fue

The purpose of a flight plan is to inform the competent ATS units The flight plan format constitutes the exclusive
enabling them to supervise the flight within the scope of air traffic single way to identify and manage a flight by air
control as well as the flight information service and alerting service traffic services and authorities
 4. ATC tools (I)

ATC Systems and ATC infrastructure for air traffic control provision

• The provision of air traffic services requires certain technology: communication and surveillance
• Technology enables safety, capacity and efficiency in air navigation
• Evolving technology means enhanced service provision but, also, increased need to harmonize to prevent
the risk of an uneven access to the services
• ICAO makes a continuous effort to support interoperability and amongst states and suppliers to ensure
similar operational capabilities
• The level of technology in the service provision defines the operational capabilities and, specifically, the
capacity and the productivity of the air traffic services
• It is imperative for highly demanded airspaces and airports to acquire specific and advanced technology

Technology, together with operational procedures

define the capacity and the efficiency of the air
navigation services to manage operations safely
 3. ATC tools (II)

ATC Communications – Radio - (ICAO Annex 10)

• The importance of reliable, secure and effective communications between

the aircraft and air traffic services cannot be overstated
• Radiotelephony is the main channel to support continuous air-to-
ground communications
• Voice Communication Systems (VCS) are the main link between
controllers and pilots
• Developed in 1920s and fully established during Second World War
• They are mainly located in control towers and control centres
• Radio communications are based in VHF (Very-High Frequency) radio
channels
• In all the ATC units, worldwide, frequency 121.5 MHz is kept for
aeronautical emergencies

Radio communications are the main means to

communicate between air traffic controllers and pilots
 4. ATC tools (III)

ATC Communications – data-link - (ICAO Annex 10 / Doc 4444)

• Controller-Pilot data-link communications (CPDLC) allows the direct

exchange of information without voice communications
• Information has to be standardized through per-formatted messages
• CPDLC messages need to be selected and sent by air traffic controllers
and are transmitted integrally to the pilot.
• The messages can be the following (data-lin services):
• Clearances (TWR)
• Requests (FL, Speed)
• Information
• CPDLC requirements and capabilities are evolving and there is a risk of
lack of interoperability (i.e. certain airports, airlines and systems)
• Current requirements are covered by several ICAO provisions

CPLDC brings an additional channel to pilot-controller

communications which brings benefits to the operations
 4. ATC tools (IV)

Surveillance tools I

• Surveillance tools refer to the set of systems either on ground as on-board the aircraft that determine and
provide the information regarding the position of aircraft
• The objective of the surveillance function is to obtain and provide a real-time information about the
position of the aircraft
• The ability to accurately and reliably determine the location of aircraft has a direct influence on the
separation distances required amongst aircraft (i.e. separation standards), and therefore, on efficiency of
the airspace
• Without surveillance, controllers rely on verbal position reports communicated by pilots
• Surveillance serves to close the gap between ATC instructions from the pilot and actual execution by pilots

Surveillance plays an essential role in air traffic management

to enhance safety and efficiency
 4. ATC tools (V)

Surveillance tools II – Doc 4444 / Doc 9684

• There are two types of surveillance systems:

• Independent Surveillance Systems: Those where the positioning of aircraft is determined in the
ground with or without the collaboration of the aircraft:
• Primary Radar - PSR
• Secondary Radar – SSR
• Dependent Surveillance Systems: Those where the positioning of aircraft is determined from the
equipment of the aircraft and using the information available in the aircraft:
• Automatic Dependent Surveillance Mode B - ADS-B
• Autormatic Dependent Surveillance Mode C – ADS-B
• ICAO Document 4444, Procedures for Air Traffic Services – Air Traffic Management, sets out the
requirements for Surveillance Services in Chapter 8

Surveillance technology determine the operational

capabilities and procedures to be applied in an airspace
 4. ATC tools (VI)

Flight progress strips

• Flight progress strips are used to ensure operational awareness and to

keep a traceability of the decisions and actions of the air traffic
controller
• Flight progress strips contain planned and current flight plan data for
a specific flight, made available on an electronic display or flight
progress board for use by air traffic controllers in the provision of air
traffic services
• Flight strips can be
• Paper-based
• Electronic
• In the case of the paper strip, the strip is mounted in a plastic boot
called a 'strip holder' and placed with other strips in a 'strip board'
which is then used as a representation of all flights in a particular
sector of airspace or on an airport.
• The color of the strip holder itself often has a meaning
 5. Flight rules

Visual rules vs. Instrumental rules and SVFR (Annex 2)

• 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 conditions are worse than VMC, pilots are required to use instrument flight rules
(IFR), and operation of the aircraft will be primarily through referencing the instruments rather than
visual reference.
• In Class A airspace, regardless of weather conditions, there can only be IFR
• Except in Class G airspace, all IFR receive separation from air traffic services

• In a control zone, a VFR flight may obtain a clearance from air traffic control to operate as Special
VFR
 6. Airspace categorisation (I)

Airspace categories are established according to the services that are provided (ICAO Annex 11; Air Traffic
Services, Chapter 2, Section 2.6)

• Class A. IFR flights only are permitted, all flights are provided with air traffic control service and are separated from each other.
• Class B. IFR and VFR flights are permitted, all flights are provided with air traffic control service and are separated from each
other.
• Class C. IFR and VFR flights are permitted, all flights are provided with air traffic control service and IFR flights are separated
from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect
of other VFR flights.
• Class D. IFR and VFR flights are permitted, and all flights are provided with air traffic control service, IFR flights are separated
from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect
of all other flights.
• Class E. IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are separated from other
IFR flights. All flights receive traffic information as far as is practical. Class E shall not be used for control zones.
• Class F. IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service, and all flights
receive flight information service if requested.
• Class G. IFR and VFR flights are permitted and receive flight information service if requested.

The airspace categorisation responds to the level of service that has to be

provided to ensure safe and efficient operations
 6. Airspace categorisation (II)
Radio Subject to
Type of Separation
Class Service Provided Speed limitation* communication an ATC
flight Provided
requirement clearance
A IFR only All aircraft Air traffic control service Not applicable Continuous two-way Yes
IFR All aircraft Air traffic control service Not applicable Continuous two-way Yes
B
VFR All aircraft Air traffic control service Not applicable Continuous two-way Yes
IFR from IFR
IFR Air traffic control service Not applicable Continuous two-way Yes
IFR from VFR
C 1) Air traffic control service for separation from IFR2) VFR/VFR
VFR VFR from IFR traffic information service (and traffic avoidance advice on 250 kts IAS below 10000 ft amsl Continuous two-way Yes
request)

Air traffic control service, traffic information about VFR flights

IFR IFR from IFR 250 kts IAS below 10000 ft amsl Continuous two-way Yes
(and traffic avoidance advice on request)
D
IFR/VFR and VFR/VFR traffic information (and traffic avoidance
VFR Nil 250 kts IAS below 10000 ft amsl Continuous two-way Yes
advice on request)
Air traffic control service and, as far as practical traffic
IFR IFR from IFR 250 kts IAS below 10000 ft amsl Continuous two-way Yes
E information about VFR flights
VFR Nil Traffic information as far as practical 250 kts IAS below 10000 ft amsl No No
IFR from IFR as
IFR Air traffic advisory service; flight information service 250 kts IAS below 10000 ft amsl Continuous two-way No
F far as practical
VFR Nil Flight information service 250 kts IAS below 10000 ft amsl No No
IFR Nil Flight information service 250 kts IAS below 10000 ft amsl Continuous two-way No
G
VFR Nil Flight information service 250 kts IAS below 10000 ft amsl No No
6. Airspace categorisation (III)

Classes of airspace in the USA

 7. Air Traffic Services (I)

Air Traffic Services (Annex 11)

Air Traffic Services (ATS) provided by an ATS unit encompass three main services:
• Air traffic Control service (ATC)
• Flight information service (FIS)
• Alert service

The objectives of ATS are:

• Prevent collisions between aircraft
• Prevent collisions between aircraft on the manoeuvring area and obstructions on that area (not apron)
• 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.
 7. Air Traffic Services (II)
ATS Units (Annex 11)

• Air traffic service is provided by specially designated air traffic service units (ATSUs).
• An ATSU may provide more than one type of service. For example, an air traffic control unit may provide flight
information and alerting service in addition to air traffic control.

The need of service to be provided depends on:

• Traffic types (commercial air transport, general aviation, etc.);
• Traffic density (i.e. how busy the airspace is)
• Available equipment (e.g. communication, navigation and surveillance facilities);
• Meteorological conditions (e.g. hazardous phenomena typical for the particular area);
• Geography considerations (e.g. presence of deserts, mountains, open waters, etc.) and others.

After analysis of the factors above, Classification of Airspace is made and appropriate ATSUs are established.

• The level of service to be provided depends on the airspace class and the ATS unit. An ATC unit may provide ATC
service, FIS and alerting service, although FIS would normally be of lower priority and will not provide ATC service.
• Also, if the area of responsibility of an ATC unit contains uncontrolled airspace (class G), only FIS and alerting
service will be provided in this portion of airspace even though the provider is an ATC unit.
 7. Air Traffic Services (III)
ATC service

Due to the nature of the service, there are three ATC services:

• Aerodrome control service (TWR): Controllers manage the aircraft at the airport and its
environs

• Area control service (ENR): controllers manage the controlled flights in a terminal control area,
control areas or airways

• Approach control service (APP): controllers manage the arrival and departure of controlled
flights in a control zone and in zones determined by the terminal control areas. They organise
and manage traffic quickly in the holding, approach, take-off and landing phases.

ATC service provision depends on the phase of flight, the type

of airspace and the operational requirements
 8. Flight procedures (I)

A little bit of background…

• Early times flying could only be possible

during the day and in good conditions
• Navigation was possible following visual
references
• 1930s: Begins the usage of radio maker
beacons
• 1940-1950s: Radio-aids begin to be
used
• 1960: DME, ILS, VOR
• 1970: Long-range navigation systems:
• 1980: Still inertial/conventional
navigation. Beginning of the usage of
GPS and NAVAIDs
• 1990: Area Navigation (RNAV) begins
• 2000: Performance navigation (RNP) as
an evolution of area navigation
Technology has enabled continuous improvement in air
navigation to keep operations safe and efficient
8. Flight procedures (II)

Source: Eurocontrol
 9. Approach areas

Controlled airspace SID and STAR (Doc 4444)

• Controlled airspace covers airspace of classes A, B, C, D • A Standard Instrument Departure Route (SID) is a
and E. standard ATS route identified in an instrument departure
• It includes: procedure by which aircraft should proceed from take-off
• Control areas phase to the en-route phase.
• Terminal control areas • A Standard Arrival Route (STAR) is a standard ATS
• Airways route identified in an approach procedure by which aircraft
• Control zones should proceed from the en-route phase to an initial
approach fix.
Terminal control areas • SIDs and STARs are produced with the object of
expediting the safe and efficient flow of air traffic
• Generic term describing airspace surrounding an airport, operating to and from the same or different runways at
within which air traffic services are provided. the same or neighbouring airfields.
• Such airspace predominantly contains traffic operating • SIDs and STARs aim to deconflict potentially conflicting
along the departures (SID) and the arrivals (STAdddR) traffic by the use of specific routings, levels, speed
restrictions and check points.
9. Approach areas (II)

“Route optimization in Terminal Maneuvering Area” Liang, M.

THANKS