MANUAL OF S1

CLEARANCE DELIVERY AND

GROUNG SERVICE

Second Edition Nov 2010

Vatsim India
http://www.vatind.net
 FOREWORD

Vatsim India is a division of VATSIM which is a non-profit organization operating a

dedicated, worldwide, Internet-based flight-simulation network. Users can connect
to the network to either fly online as a pilot using flight simulation software, or
direct traffic as an air traffic controller (ATC) or participate in what has been
described as a close approximation of real-life aviation procedures.

The purpose of this document is to provide the essential information for new S1
training ATC At VATSIM INDIA.

No information contained in this document should be use for real world flights or
navigation

- Rajkoti Reddy (1098833)

VATIND MANAGEMENT:

As on Sep, 2010, the VATIND board members are:

1) Webmaster: Deepan Mehta (821011)

deepan_mehta@rediffmail.com

2) Division Director: Rajkoti Reddy (1098833)

gondhirajkoti.reddy@gmail.com

3) Deputy Director: Tanveer Yasser (1098833)

mdtanveer@gmail.com

4) Director Events: Jwalant Swadia (1153626)

jwalant_7@yahoo.com

5) Director Projects: Ashish Singh (1091853)

urbanstructures@gmail.com
 Objectives of the Air Traffic Services ----------------------------------- 4

Divisions of the Air Traffic Services ------------------------------------- 4

Classification of Airspaces in India -------------------------------------- 4

Airways, VOR and NDB ----------------------------------------------------- 6

Reading SID charts ----------------------------------------------------------- 8

ICAO phonetics ---------------------------------------------------------------10

Reading METAR ---------------------------------------------------------------11

Transmission of numbers in radiotelephony --------------------------12

Viewing and Editing Flight Plans ------------------------------------------13

Issue of IFR & VFR clearance and read-back requirements ------- 14

Visual Flight Rules Minima --------------------------------------------------16

Allocation of cruising levels ------------------------------------------------16

Taxi instructions ---------------------------------------------------------------17

Emergency Operations -------------------------------------------------------19

Special VFR -----------------------------------------------------------------------20

 Objectives of the Air Traffic Services
The objectives of the air traffic services shall be to:

a) prevent collisions between aircraft

b) expedite and maintain an orderly flow of air traffic
c) Provide advice and information useful for the safe and efficient conduct of
Flights.

Divisions of the Air Traffic Services

Air traffic control services have been divided in three parts as follows:

Area control service (CTR in VATIND): Provide air traffic control service for
controlled flights, except for those under the control of Approach or Tower.

Approach control service (APP in VATIND): Provide air traffic control service
for arriving or departing aircrafts.

Aerodrome control service (TWR in VATIND): Provide air traffic control

service for aerodrome traffic, except for those parts of flights which are
under control of Approach.

Classification of Airspaces in India

ATS airspaces in India are classified and designated in accordance with following:

Class D: (TWR, DEP/APP Air Space)

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: (Airspace outside class D where air traffic service is provided [by CTR in VATSIM] )

IFR and VFR flights are permitted.

IFR flights are provided with air traffic control service and are separated from
other IFR flights.
 IFR flights receive traffic information in respect of VFR flights; VFR flights
receive traffic information in respect of all other flights, as far as is practical.

Class F: (Airspace outside class D where flight information service is provided [by CTR in
VATSIM])

IFR and VFR flights are permitted. All IFR flights receive an air traffic advisory
service.
All flights receive flight information service, if requested.

Class G: (Other than D, E and F)

IFR and VFR flights are permitted and receive flight information service if
requested.
Airspaces other than those in Class D, E and F have been classified and
designated as class G airspace

ATS AIRSPACE CLASSES SERVICES PROVIDED AND FLIGHT REQUIREMENTS

Air traffic control service shall be provided:

a) to all IFR flights in airspace Classes D and E;

b) to all VFR flights in airspace Classes D.
c) to all special VFR flights.
d) to all aerodrome traffic at control
 Airways, VOR and NDB

Airways:

An airway is a designated route in the air. Airways are laid out between
navigational aids such as VORs, NDBs and Intersections.
Low altitude airways (below 18,000 feet) are designated by the letter "V"
(pronounced Victor, hence Victor airways).
High altitude airways (above 18,000 ft), called jet routes, and designated by
the letter "J".

VORs:

VOR stands for VHF Omni directional Range. VOR, simply put, is a type of
radio navigation system for aircraft.
VORs broadcast a VHF radio signal encoding both the identity of the station
and the angle to it, telling the pilot in what direction he lies from the VOR
station, referred to as the radial.
For example, if you were to start at a VOR and fly on a heading of 350 from
that VOR, you would be on the 350 radial.
VOR stations are used as intersections along airways.
VORs are always abbreviated with three letters in a flight plan EX- BBB
Bombay VOR

NDBs:

An NDB is merely a radio broadcast station used as a navigational aid for

aircraft.
Works similar in the way a VOR does
Can have a long range and are much less expensive to operate than VORs.
Unlike a VOR, an NDB is abbreviated with either a 2 or 3 letter identifier.

Intersection:

An intersection is a virtual navigational fix.

It is usually defined as the intersection (in the geometrical sense) 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
EX

An Aircraft flying from VABB (Mumbai) to VAIDP (Delhi), the route is

VABB BODAR A347 UUD W13N JJP G333 AVGON VIDP

After takeoff pilot fly to BODAR (fix) then via an airway A347 reach the UUD (vor)
then on to airway W13N to JJP (vor) from there via airway G333 to AVGON (fix) than
he reach the VIDP
 Reading SID charts

Standard Instrument Departure (SID) - SID is a preplanned route which connects

terminal area (end of runway) of an aerodrome to En-route (waypoint, navaid or
airway).
Which pilots will follow (referring to charts) to meet their initial part of their route
without the aid of vectors by ATC. All airports may not have SIDs.

APANO SID is a pre published route which connects terminal area of VABB (end of
09/27, 14/32 runways) to APANO.

1,2 and 3 are runway designators if a pilot plane to fly APNO SID from runway 27 it is
APANO1 SID , respectively APANO2 and APANO3 are for runway 09 and 32.
If you observe the chart above a pilot flying APNO1 SID will take off from runway 27
after takeoff while crossing the coastal lines turns right to meet 003 radial of BBB at
10 DME, then follows the 003 radial to APANO,

After APNO you can find three lines leading to three different waypoints these are
called Transitions again all SIDs may not have transitions, in the chart above APANO
SID have three transitions depicted as A connects APANO to BVR B to BODAR and
C to SASRO.

So a pilot using APANO1 B SID takes off from runway 27 to APANO then he will turn
right 049 to reach BODAR, respectively APANO1 C pilot turns left 325 after APANO to
SASRO

If you dont find a SID in a flight plane, suggest an appropriate SID according to route,
by asking do you accept (name) departure? acceptance is at pilots discretion.
If pilot accept it add the SID to his route in flight plane.

Ex- AI001 is going to VIDP (Delhi) from VABB (Mumbai), and its route is
VABB SID BODAR A347 UUD W13N JJP G333 AVGON STAR VIDP
And active runway at VABB is 09

Suggest a SID which goes to BODAR from runway 09, and it is APNO2 B

AI001 do you accept APANO2 B departure?

RNAV - Standard Instrument Departure (SID): RNAV SID is same like a normal SID
but the RNAV charts are usually more detailed and contain more specific fixes and
navigation information.

To fly RNAV departure, specific equipment requirements exist to ensure that the aircraft can
correctly fly the procedure. Typically GPS or DME equipment is required. An FMC or Flight
Management Computer is also used for this.

You can know the kind of the equipment that aircraft have on board, by its
equipment suffix.

an aircraft with equipment suffix /C,/E,/F,/G,/I,/J,/K,/L,/Q,/R,/Y,/W,/ means

which have the area navigation capabilities .

an aircraft with equipment suffix /X , /T , /U, /D, /B, /A, /M, /N, /P,/ means
which do not have any sort of GPS/FMS/IRU, so these aircrafts dont fly RNAV
SID, it reminds you when suggesting an RNAV SID for any aircraft check the
equipment suffix first.
 ICAO phonetics

Pronunciation of numbers:

Pronunciation of Spelling Alphabets:

 Transmission of numbers in radiotelephony

All numbers except numbers used in the transmissions of altitude, cloud

height, visibility and runway visual range (RVR) information, shall be
transmitted by pronouncing each digit separately.

Component Example Transmitted As

Air craft call signs AIC238 Air India two three eight

Flight levels FL 180 Flight level one eight zero

Headings 100 degrees Heading one zeo zero

winds 200 degrees at 70 knots Wind two zero zero

degree seven zero knots

Numbers used in the transmissions of altitude, cloud height, visibility and

runway visual range (RVR) information, which contain whole hundreds and
whole thousands, shall be transmitted by pronouncing each digit in the number
of hundreds or thousands followed by the word HUNDRED or THOUSAND as
appropriate.

Component Example Transmitted As

Altitude 800 Eight hundred

3400 Three thousand four hundred

One two thousand

12,000
Cloud height 2200 Two thousand two hundred

4300 Four thousand three hundred

visibility 1000 Visibility one thousand

700 Visibility seven hundred

Runway visual range 1700 One thousand seven hundred
 Reading METAR

The METAR is a report giving the actual weather conditions at an aerodrome at the
time of the report. METAR's are issued every 30 minutes during the opening hours of
the aerodrome

Lets look at an example -

VABB 201710Z 35004KT 1600 R27/800 HZ FEW020 BKN100 29/25 Q1009

NOSIG

The first part is the location (airport ICAO code) where this report belongs to the
above METAR belongs to VABB (Mumbai airport)

The second part is date and time when this METAR delivered above METAR
released on 20 of the present month at 17:30 Zulu.

The third part is Wind Direction and Speed the winds are coming from 350 degree
magnitude at a speed of 04 knots, if you see like VRB5 means winds variable at 5
knots or 36015G25Kt means winds are from 360 at 15 knots gusting to 25 knots.

The forth part is visibility in meters the visibility at VABB is 1600 meter according to
above METAR

The fifth part of this METAR is RVR (runway visual range) here for Runway 27 the
visual range is 800 meter

The sixth part it weather HZ means Haze, if you find RA in this place it means Rain or
SH Showers, CB Cumulonimbus is you see + in front means heavy and light
Ex - +Ra heavy rain or +SHRA heavy rain showers.

This part of the MEATR is about CLOUD here Few clouds are at 2000ft and Broken at
10000ft, id you see OVC which means overcast and SCT indicates Scattered clouds. If
you see as NSC means no significant cloud below 5000ft. SCT15CB indicates
scattered at 1500 ft cumulonimbus clouds.

The next part is temperature and dew point in degree Celsius here in this METAR at
VABB temperature is 29 degree Celsius and Dew point is 25 degree Celsius.

The last but one is altimeter setting QNH in millibar in this METAR QNH is 1009

The last one is about any significant changes in weather, NOSIG indicate no
significant changes in weather.
 Viewing and Editing Flight Plans

As a controller, a large part of your job involves reviewing and editing aircraft flight plans. In
VRC, this is done through the Flight Plan Editor window, shown here:

To open an aircraft's flight plan in the Flight Plan Editor, press F6 and then slew the target.
Or, if you already have the aircraft selected, press F6 followed by your ASEL key. Another
way is to hold the CTRL key and slew the target.

All fields in the flight plan window are editable, except for the call sign. The only way for a
pilot to change his call sign is to disconnect and reconnect with the new one.

After making changes to any of the information on the screen, press the "Amend Plan"
button to save your changes and submit the amended flight plan to the network.

Note that if you include "/v/", "/t/" or "/r/" in the remarks field, VRC (and ASRC) will
automatically show the appropriate voice type tag in the data block for the aircraft.

To retrieve a fresh copy of the flight plan from the server, press the "Refresh Plan" button.

You can also assign a squawk code to the aircraft using the Flight Plan Editor window. If you
enter a new squawk code while revising other fields in window, followed by pressing the
"Amend Plan" button, the new squawk code will be assigned to the aircraft. Alternatively,
you can just assign a squawk code without making any changes to the flight plan. To do so,
enter the squawk code and press the "Assign Squawk" button. This will assign the squawk
code you typed into the field, without amending the flight plan. You can also just press the
Assign Squawk button without typing a code into the box, and VRC will choose a new
squawk code for you, based on the code range specified for your position in the currently-
loaded POF file.

To close the Flight Plan Editor window, press Esc or click the X icon in the top right corner.

Note that you cannot amend the flight plan for an aircraft if another controller is tracking it.
 Issue of clearance and read-back requirements

Controller should pass a clearance slowly and clearly since the pilot needs to write it
down and wasteful repetition will thus be avoided.

ATC route clearances are not an instruction to takeoff or enter an active runway. The
words TAKE OFF are used only when an aircraft is cleared for takeoff, or when
canceling a take-off clearance. At other times the word DEPARTURE or AIRBORNE is
used.

The flight crew shall read back to the air traffic controller safety-related parts of the
clearances and instructions which are transmitted.

Following items shall always be read-back:

ATC route clearance;

Clearances and instructions to enter, land on, take off on, hold short of, cross taxi
and back track on any runway; and
Runway-in-use, altimeter settings, SSR codes.

IFR Clearances

Unless a Delivery position is established and on line it is not important when the IFR
clearance is issued; it could be given before or after taxi instructions, as long as it is
issued before takeoff. Generally the IFR clearance is issued at the very beginning as
most sim pilots are better able to write down the clearance details when not trying
to taxi the aircraft.

The usual sequence will be;

1. Clearance
2. Read back
3. Push Back and Engine start up
4. Taxi

Some pilots, dependent on the aircraft type, will require Engine Start-up and then
push back. Both forms are correct.

The initial clearance issued will normally not be to final cruise level. It will be the
responsibility of other controllers to clear the aircraft to its final level.

The elements of an IFR clearance are;

Acronym CRAFT
Clearance Limit: This is almost always the destination airport.

Route:

In most cases a Standard Instrument Departure Route (SID) is used.

If you are not certain that an aircraft can follow a SID (new Pilot etc.) ask if
the pilot can accept a named SID

e.g. "Are you able to accept a APAN 1E SID?"

If the answer is negative then do not issue the SID clearance but advise the
pilot that vectors will be issued. You MUST advise Tower of this fact so that
Tower (and then DEP, APP or CTR Controllers) know to issue vectors to this
particular aircraft.
Along with the charts you should have copies of the SIDS for your respective
Airport. These are downloadable from VATIND site.

Altitude:

An initial altitude or Flight level. to which flight will fly and maintain after
takeoff until get the further climb clearance from DEP/APP
Most of the major Indian airports initial FL is 70

Frequency:
It is the departure frequency that the aircraft has to contact once airborne, it is
usually APP, If APP is not available next priority is CTR >TWR.

Transponder Code: D-domestic I - international

Phraseology of departure clearance: (IFR, VFR and TRAFFIC CIRCUITE)

IFR CLEARNS:

1) Flight Planned Route: when amendments of route in a flight plane

(Aircraft call sign) CLEARED TO (location), VIA FLIGHT PLANNED ROUTE, RUNWAY (number),
CLIMB TO AND MAINTAIN INITIAL (level), DEPATURE FREQUENCY (number), SQUAWK
(number)

Example:

AI001 cleared to VIDP via flight planned route, runway 27 climb to and maintain initial FL 70,
departure frequency 125.90, squawk 0240.

2) SID Route: where in case you suggested an SID for pilot and added it to route in flight
plane

(Aircraft call sign) CLEARED TO (location), VIA (SID) FLIGHT PLANNED ROUTE, RUNWAY
(number), CLIMB TO AND MAINTAIN INITIAL (level), DEPATURE FREQUENCY (number),
SQUAWK(number)

Example:

AI001 cleared to VIDP via APANO1B departure flight planned route, runway 27 climb to and
maintain initial FL 70, departure frequency 125.90, squawk 0240.

3) Radar Vector Route: when a pilot unable to fly a SID gives radar vector clearance to initial
way point in the route of his flight plane

(Aircraft call sign) CLEARED TO (location), VIA radar vectors to (first waypoint) FLIGHT
PLANNED ROUTE, RUNWAY (number), CLIMB TO AND MAINTAIN INITIAL (level), DEPATURE
FREQUENCY (number), SQUAWK (number)

Example:

AI001 cleared to VIDP via radar vectors to BODAR flight planned route, runway 27, climb to
and maintain initial FL 70, departure frequency 125.90, squawk 0241.

VFR CLEARNS:

AI001 western zone boundaries, runway 27, VFR not above 3000ft, squawk 0242

TRAFFIC CIRCUITE:

AI001 cleared for LEFT/RIGHT hand traffic circuit, runway 27, maintain 3600 ft , squawk 0243
 Visual Flight Rules Minima

VFR Flights shall not be takeoff, land, and enter an aerodrome or traffic pattern:

a) When ceiling is less than 450M(1550FT)

b) When ground visibility is less than 5K(5000M)

VFR Flights shall not be operated:

a) Above FL50
b) At transonic and supersonic speed

Allocation of cruising levels

Up to FL 410 Odd levels for Eastbound (000 180), Even levels for Westbound (180-
360), Above Fl410 with 2000ft separation, 430, 470, 510, 550 and 590 are
Westbound. 450, 490, 530, 570 are Eastbound.

Cruising levels at or above FL290 up to FL410 within RVSM airspace Aircraft filing for
incorrect altitudes for direction of flight should be issued corrected final altitudes.
 Taxi instructions
At many airports aircraft are parked nose-in to the terminal in order do save parking
space. Aircraft have to be pushed backwards before they can taxi for departure.
Requests for pushback are made to the Ground Controller and will normally ask for
start at the same time so that the engines can be started as the aircraft is pushing
back.

Moving aircraft from one place to another is what ground control is all about. Always
remember to be courteous and helpful. The skill comes from being able to keep the
aircraft apart and moving WITHOUT excessive delays

Taxi instructions issued by a controller will always contain a clearance limit, which is
the point at which the aircraft must stop until further permission to proceed is given.
For departing aircraft the clearance limit will normally be the holding point of the
departing runway

Do not use the word "CLEARED" to authorize an aircraft to taxi or for vehicle
operations. Use the words "TAXI" "PROCEED" or "HOLD" for aircraft and "PROCEED"
or "HOLD" for vehicles

You must obtain approval from Tower before authorizing an aircraft or vehicle to
enter any part of an active runway

Progressive taxi: It usually isnt necessary to issue taxi route or progressive taxi
information. If you choose to do so, issue it in concise and easy to understand terms
e.g. TAXI STRAIGHT AHEAD, TURN LEFT AT THE NEXT INTERSECTION. This is
particularly important in PC because many SB pilots dont have airport diagrams and
most FS airports dont have taxiway markings.

Phraseology:

AI001: VABB GROUND request push and start.

VABB GROUND: AI001 push and start approved

VABB GROUND: AI001 standby expect 10 minutes delay due to (reason)

(OR)

VABB GROUND: AI001 start and push at own discretion

AI001: VABB GROUND request Taxi.

VABB GROUND: AI001 Taxi to holding position runway 27 via (route)

L, N, N1. [Hold short of runway 14]
VABB GROUND: AI001 cross runway 14, continue taxi via N, N1.

Instructions to expedite a taxing aircraft may be necessary in some instances. If need

be you may instruct a pilot to expedite taxiing or to expedite across a runway.

VABB GROUND: AI001 expedite taxi (reason). [When aircraft reach holding point,
hand over it to TOWER.]
VABB GROUND: AI001 contact VABB tower 118.10, bye.

Helicopter Taxi:

For a helicopter to proceed at a slow speed above the surface, normally below 20
knots and in ground effect use the term HOVER TAXI

Ex: BELL001 hover taxi to runway 27 via N, N1

For a helicopter to proceed expeditiously from one point to another, normally

below 100 AGL and at airspeeds above 20 knots use the term AIR TAXI

Ex: BELL001 air taxi to runway 27 via N, N1

Emergency Operations

Simulation of a Hijack and/or use of transponder beacon code 7500, radio

failure/or use of transponder beacon 7600 and a bomb threat is PROHIBITED ON
VATSIM.

Aircraft should not declare an emergency without first obtaining approval from the
controller. If the pilot requests to declare an emergency, or even if he doesnt, you
are completely within your rights to state UNABLE EMERGENCY.

Emergency Situation Procedures:

A pilot who encounters a Distress condition should declare an emergency by

beginning the initial communication with the words MAYDAY-MAYDAY-
MAYDAY.

For an Urgency condition, the pilot should use the words PAN-PAN-PAN. If
these words are not used and you are in doubt that a situation constitutes an
emergency or potential emergency, the controller should ask (aircraft ident),
are you declaring an emergency?.

Because of the infinite variety of possible emergency situations, specific

procedures cannot be prescribed. However, when you believe an emergency
 exists or is imminent, select and pursue a course of action which appears to be
most appropriate under the circumstances.

a) Consider that an aircraft emergency exists when an emergency is declared

by the pilot or air traffic control personnel, or when an emergency radar
beacon code (7700) is observed.

b) Start assistance as soon as enough information has been obtained upon

which to act. Information requirements will vary, depending on the existing
situation.

Special VFR

A Special VFR Flight is any flight within a Control Zone which is permitted to proceed
in accordance with special instructions issued by the appropriate ATC unit during
conditions (either by way of airspace classification, weather or time of day) which
would otherwise require compliance with IFR.

Note: that SVFR is ONLY permitted within a Control Zone - NOWHERE ELSE.

This means that in any CTR at night or if the weather is below VFR minima (5,000
meters visibility OR cloud ceiling less than 1,500 above aerodrome level) aircfraft
which cannot comply with IFR will require a SVFR clearance.

SVFR flights must be provided with Standard Separation against all IFR traffic and
against all other SVFR flights and so any SVFR clearances must be requested from
APP for departing flights prior to the aircraft getting airborne.

SVFR arrivals will be sequenced into the arrival stream by APP prior to being
transferred to TWR.

Subject to APP approval aircraft may be permitted to conduct circuits under SVFR.

NEXT: MANUAL OF S2
AERODROME CONTROL SERVICE

Comments and feedback are welcome, and may be sent to

gondhirajkoti.reddy@gmail.com Rajkoti Reddy(1098833) Division Director VATIND