India

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STATE RULES AND PROCEDURES - MIDDLE EAST INDIA RULES AND PROCEDURES

India - Rules and Procedures

GENERALIn general, the air traffic rules and procedures in force and the organization of the air traffic services are in conformity with ICAO Standards, Recommended Practices and Procedures. Units of measurement used in connection with all air traffic services in India: MEASUREMENT OF Distance used in navigation, position reporting, etc., generally in excess of 2 nautical miles Relatively short distances such as those relating to aerodromes (e.g., runway lengths) Altitude, elevations, and heights Horizontal speed including wind speed Vertical speed Wind direction for landing and take-off Visibility including runway visual range Altimeter setting Temperature Weight Time UNIT Nautical Miles and Tenths Meters Feet Knots Feet Per Minute Degrees Magnetic Kilometers or Meters Hectopascals Degrees Celsius Metric Tons or Kilograms Hours and minutes, beginning at midnight UTC

WGS84 IMPLEMENTATION STATUSWGS-84 compliant.

FLIGHT PROCEDURESHOLDINGHolding procedures comply with Jeppesen ATC-Chapter Flight Procedures (DOC 8168) - Holding Procedures, Table IV-1-1, Holding Speeds.

PROCEDURE LIMITATIONS AND OPTIONSInstrument approach procedures are in accordance with PANS-OPS, Document 8168, Volume II.

AIRPORT OPERATING MINIMUMSIndia publishes State Airport Operating Minimums (AOM) classified as either Normal AOM or Restricted AOM. Normal AOM are for use by scheduled Indian and international airline operators only and Restricted AOM are to be used by all other operators who have not applied for, or have not yet received approval for Normal AOM. The following paragraphs comprise existing Indian provisions based on Civil Aviation Requirement (CAR) (Section 8, Series C, Part I) on All Weather Operations (AWO), besides ICAO Doc 9365-AN/910 regarding the methods to determine AOM. The regulations have to be adhered to by pilots and all aircraft operators operating at Indian airports. Jeppesen published minimums are not below State minimums. Approach ban An approach to land may not be commenced by arriving aircraft when weather conditions are reported to be below landing minima. This approach ban limits aircraft from proceeding beyond the Outer marker or equivalent position, or 1000ft above the aerodrome elevation in case no outer marker or equivalent position exists unless weather is reported at or above specified minima. If weather deteriorates after an aircraft has passed the approach ban point, the aircraft already on approach may continue to DA(H) or MDA(H). Approach Lighting System Full Facilities (FF) comprise Precision Approach HIALS 740m or more, HIRL, RWY markings, Threshold Lights, RWY end lights. Lights must be on. Intermediate Facilities (IF) comprise Simple HIALS 420m or more, HIRL, RWY markings, Threshold Lights, RWY end lights. Lights must be on. Basic Facilities (BF) comprise Simple ALS (any lengths) or no ALS at all, RL, RWY markings, Threshold Lights, RWY end lights. Lights must be on.


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Continuous Descent Final Approach (CDFA) A technique, consistent with stabilized approach procedures, for flying the final approach segment of a non-precision approach procedure as a continuous descent, without level-off, from an altitude/height at or above the final approach fix altitude/height to a point approximately 15 m (50 ft) above the landing runway threshold or the point where the flare maneuver should begin for the type of aircraft flown. This is also referred to as CANPA (Constant Angle Non-Precision Approach). See DGCA Operations Circular 1/2005. All non-precision approaches shall be flown using the Continuous Descent Final Approach (CDFA) technique unless otherwise approved by the DGCA for a particular approach to a particular runway. When calculating the minima the operator shall ensure that the applicable minimum RVR is increased by 200m for Cat A/B airplanes and by 400m for Cat C/D airplanes for approaches not flown using the CDFA technique, providing that the resulting RVR/CMV value does not exceed 5000m. Jeppesen charted non-precision RVR values not labeled as CDFA, already take these increments into account. In case of the application of the CDFA technique, on many procedures the Derived Decision Altitude (DDA) may be used (as given in Ops Circular 1/2005): flight crews should add a prescribed altitude increment of minimally 50ft to the MDA to determine the altitude at which the missed approach should be initiated in order to prevent a descent below the MDA. There is no need to increase the RVR/VIS for that approach. Any turning maneuver associated with the missed approach should be initiated not earlier than the MAP. Converted Meteorological Visibility (CMV) A value equivalent to an RVR which is derived from the reported meteorological visibility, as converted in accordance with the specified requirements in the CAR. AOM are generally expressed in RVR or CMV. If only meteorological visibility is reported, the charted RVR/CMV value can be substituted by reported meteorological VIS for Straight-in Instrument Approaches as shown in Table 1. Table 1 must not be applied for Take-off or any other required RVR minimum less than 800m or when reported RVR is available. NOTE: If the RVR is reported at being above the maximum value assessed by the aerodrome operator,e.g.: RVR more than 1500m, it is not considered to be a reported RVR in this context and the conversion table may be used. Jeppesen will publish all RVR values above 2000m as CMV, except for NDB procedures, where State Minima requires VIS. Table 1 CONVERSION OF REPORTED MET VIS TO RVR/CMV Lighting elements in operation HIALS and HIRL Any type of lighting installation other than above No lighting RVR/CMV = Reported MET VIS x Day Night 1.5 2.0 1.0 1.0 1.5 Not applicable

EXAMPLE: Reported VIS 600M

Day (HIALS and HIRL in use): Day (No lighting): Night (HIALS and HIRL in use):

RVR/CMV = 600m x 1.5 = 900m RVR/CMV = 600m x 1.0 = 600m RVR/CMV = 600m x 2.0 = 1200m

NORMAL AOM Normal AOM are for the use of Scheduled Indian and International Airlines operating at Indian airports. On request, scheduled operators who have well established capabilities to calculate AOM will be given the approval of application by the Indian DGCA. The procedures of approval are not applicable to CAT II/III operations. Foreign operators are to be authorized by the State of the operator for the use of AOM. In no case may they operate at Indian Airports at less than the Normal AOM. Precision Approach Table 2 CAT I Precision Approach RVR/VIS m (depending on Facilities) Full (FF) Intermediate (IF) RVR 550 800 VIS 800

DH(ft) 200 - 250

Basic (BF) 1200

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STATE RULES AND PROCEDURES - MIDDLE EAST INDIA RULES AND PROCEDURESTable 2 (continued) CAT I Precision Approach RVR 650 900 VIS 900 Reduce BF RVR/VIS by 800 Reduce BF RVR/VIS by 400 but not below 1000 but not below 1000

251 - 299 300 and above

1300 Note 1

NOTE 1: For DH/HAT of 300 or above the required minimum RVR/VIS for Basic Facilities is the distance to the rwy from the point where the DH is reached on the nominal GS, rounded up to the next 100m increment. Reduction for IF and FF can be made, however not below RVR/VIS 1000m. NOTE: It may happen that above method for high DH results in a higher RVR/VIS value than that determined for the non-precision approach. In this particular case the RVR/VIS of non-precision approach minimums Table 5 for BF corresponding to the DH value applies for the ALS out condition. Dependent on the facilities available, reduction of 400m for IF and 800m for FF may be made. Non-precision Approach Table 3 shows the lowest possible RVR/VIS related to MDH for FF. For IF and BF the values from Table 3 are increased by 400m (Table 4) or 800m (Table 5) respectively. Table 3 Non-precision Approach Full Facilities (FF) (Note 1) RVR/VIS m (depending on Aircraft Category) A B D C 800 800 800 1600 (Note 2) 1600 1600 1600 2000 1600 1600 2000 2400 1600 1600 2000 2800 1600 1600 2400 2800 1600 1600 2800 3200 1600 1600 3200 3600 1600 2000 3600 4000 1600 2000 4000 4400

MDH (ft) 250 320 391 461 531 601 671 741 811 319 390 460 530 600 670 740 810 880

NOTE 1: MIM VIS 3600m for NDB approach NOTE 2: RVR/VIS 1200m for LOC (GS out) approach with FAF and MM Table 4 Non-precision Approach Intermediate Facilities (IF) (Note 1) RVR/VIS m (depending on Aircraft Category) A B C 1200 1200 1200 2000 2000 2000 2000 2000 2400 2000 2000 2400 2000 2000 2800 2000 2000 3200 2000 2000 3600 2000 2400 4000 2000 2400 4400

MDH (ft) 250 320 391 461 531 601 671 741 811 319 390 460 530 600 670 740 810 880

D 2000 2400 2800 3200 3200 3600 4000 4400 4800

NOTE 1: MIM VIS 3600m for NDB approach Table 5 Non-precision Approach - Basic Facilities (BF) (Note 1) RVR/VIS m (depending on Aircraft Category) A B C 1600 1600 1600 2400 2400 2400 2400 2400 2800

MDH (ft) 250 - 319 320 - 390 391 - 460

D 2400 2800 3200

STATE RULES AND PROCEDURES - MIDDLE EAST INDIA RULES AND PROCEDURESTable 5 (continued) 461 531 601 671 741 811 530 600 670 740 810 880 Non-precision Approach - Basic Facilities (BF) (Note 1) 2400 2400 2800 2400 2400 3200 2400 2400 3600 2400 2400 4000 2400 2800 4400 2400 2800 4800 3600 3600 4000 4400 4800 5000

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NOTE 1: MIM VIS 3600m for NDB approach RESTRICTED AOM Restricted AOM will be shown on an additional page 10-9Z, 20-9Z etc. labeled Restricted AOM (negative print) in the upper right corner. Precision Approach For DH of Restricted AOM add 100ft for CAT A and B acft and 50ft for CAT C and D acft to the DH of the Normal AOM. Apply Table 2 to determine RVR/VIS with Restricted DH. Non-Precision Approach Dependent on the facilities available Table 3, 4 or 5 applies. For MDH of Restricted AOM add 100ft (all acft categories) to the MDH of Normal AOM. For Restricted RVR/VIS add 400m to RVR/VIS determined by the MDH for Normal AOM. Determine the Restricted RVR/VIS by using restricted MDH. Compare both values and use the higher one as Restricted RVR/VIS. EXAMPLE: VOR approach CAT C acft, Full Facilities Normal MDH = 587ft Table 3, VIS 2400m + 400m = VIS 2800m or Restricted MDH = 687ft Table 3, VIS 3200m. The higher value of both is 3200m and shall be used for FF. For the ALS out condition 800m shall be added. NOTE: For NDB approaches there is no comparison as for other non-precision approaches required. Take-off Add 400m to the approved VIS/RVR. CIRCLING APPROACH VIS of normal AOM is determined from Table 5 but must never be below 3600m. For MDH of Restricted AOM add 100ft to the MDH of normal AOM. VIS is then determined from Table 5 but must never be below 3600m. TAKE-OFF Take-off minimums established by the operator must be expressed as VIS or RVR, taking into account all relevant factors for each aerodrome planned to be used. Where there is a specific need to see and to avoid obstacles a ceiling or climb gradient must be specified. The commander shall not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minimums for landing at that aerodrome unless a suitable take-off alternate aerodrome is available. The take-off alternate weather (actual and forecast) shall not be less than ILS CAT I minima. The take-off alternate aerodrome should be located within the following distance from the aerodrome of departure: a. Aeroplanes with two engines: not more than a distance equivalent to one hour flight time at the single engine cruise speed; b. Aeroplanes with three or more engines: not more than a distance equivalent to two hours flight time at the one engine inoperative cruise speed. Visual reference Take-off minimums must be determined to ensure sufficient guidance to control the aircraft in case of discontinued take-off in adverse circumstances or during continued take-off after failure of the critical power unit. Required RVR/VIS For multi-engine aircraft, whose performance is such that in the event of a critical power unit failure at any point during take-off the aircraft can either stop or continue the take-off to a height of 1500ft above the aerodrome while clearing all obstacles by the required margins, the take-off minimums established by an operator must be expressed as RVR/VIS values not lower than those in Table 6 below. Low Visibility Take-off Operations (LVTO) Flight operations referring to a take-off on a runway where the RVR is less than 400m.

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LVTO Authorization Use of take-off minima less than 400m (LVTO) requires authorization by DGCA. Scheduled operators may be authorized LVTO minima of 125m. This requires that a 90m visual segment shall be available from the cockpit at the start of the take-off run. All other operators may seek authorization of LVTO minima of 200m. Foreign operators, who are authorized by their State Regulatory Authority for LVTO, shall submit requisite documents to DGCA for approval of LVTO at Indian Aerodromes. Table 6 RVR/Visibility for Take-off (Commercial Transport Airplanes) Facilities HIRL & CL (spacing 15m or less) & multiple RVR information RL & CL & multiple RVR information RL & RCLM (Day) & multiple RVR information2 RL or RCLM (Day)2 Adequate Visual reference (Day only)31 2 3

RVR/VIS (m)1 CAT A, B & C 125 150 300 400 500 CAT D 150 200

For RVR/VIS below 400m Low Visibility Procedure must be in use and DGCA authorization is required. For night operations, at least RL or CL & runway end lights are available. Adequate Visual reference means, that the pilot is able to continuously identify the take-off surface and maintain directional control.

SPEED RESTRICTIONSpeed control procedures under non-radar environment All aircraft (including Arrivals and Departures) operating below 10000ft to fly IAS not greater than 250KT. All arriving aircraft operating below 10000ft within 15NM Radius of VOR/DME serving the aerodrome to fly IAS not greater than 220KT. ATC may suspend speed control by using the phrase No speed restriction, when traffic conditions permit. Speed control procedures in the provision of radar control service In order to facilitate safe and orderly flow of arriving air traffic within terminal area under the radar environment, aircraft shall follow the speed in specified manner as provided in table Speed Control under Radar Environment for Arriving Aircraft at the following airports: Ahmedabad, Bangalore (Intl), Chennai (Intl), Delhi (Indira Gandhi Intl), Hyderabad (Rajiv Gandhi Intl), Kolkata (Netaji Subhash Chandra Bose Intl) and Mumbai (Chhatrapati Shivaji Intl). The speed control is applied for ATC separation purposes and is mandatory in the interest of acquiring accurate spacing. Speed control is also necessary to achieve the desired separation minimum or spacing between the successive arrivals. This in turn would improve the utilization of airspace and enhance the runway capacity to handle more number of aircraft. The flight crew should be aware of the provisions specified in table Speed Control under Radar Environment for Arriving Aircraft and plan the aircraft speed accordingly. All the speed restrictions shall be complied with as promptly as feasible and flown as accurately as possible within the limits of operational constraints. Aircraft unable to comply with the specified speeds must inform ATC and report minimum speed it is able to follow. In such cases controller shall apply the alternative method to achieve the desired spacing between aircraft concerned. The speeds specified in table Speed Control under Radar Environment for Arriving Aircraft are within the limits of turboprops and turbojets aircraft performance based on the ICAO recommendations and best international practices and therefore should be acceptable. However it is the pilots responsibility and prerogative to refuse speed restrictions that are considered excessive or contrary to the aircraft operating specifications. Radar controller may remove an aircraft from the sequence for repositioning if it is observed that aircraft concerned is not following the speed restrictions in the specified manner and closing-in with preceding aircraft or slowing down unnecessarily thus disrupting the traffic flow. Speed control shall not be applicable to aircraft: a. entering or established in holding pattern; b. encountering the turbulent weather; c. conducting the Cat II/III operations and within 20NM from touch-down; d. within 5NM from touch-down;

STATE RULES AND PROCEDURES - MIDDLE EAST INDIA RULES AND PROCEDURESe. executing the published instrument approach procedure until interception of final approach track; f. carrying VVIP and g. conducting priority/emergency landing. Aircraft shall be advised as and when speed control restriction is not applicable or no longer required.

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While applying the speed control, the following information is provided as an additional information for controllers and pilots: a. Speed adjustments are not achieved instantaneously. Aircraft configurations, altitude and speed determine the time and distance to accomplish the adjustments. b. Speed control shall not be assigned to an aircraft at or above FL390 without pilots consent. c. Speed control should be expressed in multiples of 10kt based on indicated airspeed (IAS). At or above FL250 the adjustments should be expressed in multiples of 0.01 Mach. d. For the same indicated air speed (IAS), the true speed of aircraft will vary with altitude. A table representing indicated air speed versus true air speed at different altitude is provided in table Indicated Airspeed (IAS) vs. True Airspeed (TAS) at different altitude at ISA +15C. Radar controllers must be aware of speed differentials between IAS and TAS. e. Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet aircraft. It may be necessary for the pilot to level off temporarily and reduce speed prior to descending below 10000ft AMSL. f. Arriving aircraft would prefer to fly in clean configuration for as long as circumstances permit. Below 10000ft AMSL, speed not less than 210Kt IAS is considered as minimum speed of turbojet aircraft in clean configuration. g. Speed adjustments requiring alternate decrease and increase shall be avoided particularly after the aircraft has reduced the speed below 210kt. In such cases the Phraseology, No ATC speed restriction, or Resume normal speed shall only be used. Speed Control under Radar Environment for Arriving Aircraft Phase of flight Enroute and initial N/A descent up to FL290 IAS Turboprop Turbojet 250KT or actual speed whichever is higher 250KT or actual speed whichever is higher Status Remarks

Below FL290 and up 250KT or actual to FL150 speed whichever is lower

Below FL150 & within 25DME to 20NM (30DME to 20NM in case of straight-in) or on downwind Within 20NM from touch-down

220KT or actual speed whichever is lower

220KT or minimum clean speed whichever is higher

Optional/as per Speed less than refquirement of ATC 250KT will be subject to concurrence of pilot Optional/ Speed less than 250KT will be subject to concurrence of pilot As per requirement Below FL210 speed of ATC may be reduced to 240KT by ATC with the concurrence of pilot Mandatory Below 10000ft AMSL speed may be reduced to 210KT by ATC subject to concurrence of pilot Mandatory Speed may be further reduced to 170KT by ATC

180KT

180KT

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STATE RULES AND PROCEDURES - MIDDLE EAST INDIA RULES AND PROCEDURESSpeed Control under Radar Environment for Arriving Aircraft (continued)

Phase of flight Intercept leg or 12NM from touch-down in case of straight-in 10 - 5NM from touch-down1

IAS Turboprop 180 - 160KT Turbojet 180 - 160KT

Status Mandatory

Remarks Speed to be reduced to 160KT during the intercept leg Turboprop aircraft unable to maintain the specified speed must inform ATC as early as possible preferably during intercept leg or when 12NM from touchdown 1 At the time approach clearance is issued, speed restrictions shall remain applicable unless withdrawn by ATC

160 - 150KT

160 - 150KT

Mandatory

Within 5NM from touch-down

N/A

N/A

N/A

NOTE: Subject to aircraft performance limitations a radar controller may assign a specific speed to the aircraft in order to maintain/achieve required spacing.

1324386440425

Indicated Airspeed (IAS) vs. True Airspeed (TAS) at different altitude at ISA + 15C Altitude (ft) 2000 3000 4000 5000 6000 8000 10000 12000 160 169 172 174 177 180 190 193 196 199 202 210 IAS (KT) 220 240 250 260

229 232 236 243 251 259

239 243 247 255 263 272

287 296

299 309

STATE RULES AND PROCEDURES - MIDDLE EAST INDIA RULES AND PROCEDURESIndicated Airspeed (IAS) vs. True Airspeed (TAS) at different altitude at ISA + 15C (continued) Altitude (ft) 14000 15000 17000 20000 21000 24000 25000 26000 28000 30000 31000 32000 34000 160 180 210 268 IAS (KT) 220 281 240 306 308 322 338 250 319 321 335 353 349 366 372 377 391 260

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418 425 432 446

NOTE 1: Speeds rounded to nearest of 1KT. NOTE 2: On a Standard Day, the Mach Number equivalent to 250KT (IAS) is: FL240 FL250 FL260 FL270 FL280 FL290 0.60, 0.61, 0.62, 0.64, 0.65, 0.66.

ATS AIRSPACE CLASSIFICATIONSIndia has adopted the ICAO ATS airspace classification as listed in ATC-Chapter ICAO ATS Airspace Classifications - Annex 11. Within Indian airspace, however, only the airspace classes D, E, F and G are used. In Class G airspace, flight information service traffic available only if requested.

SPECIAL REQUIREMENTS AND REGULATIONSCOMMUNICATIONAircraft overflying from a foreign FIR into Indian FIR shall forward an FIR boundary estimate to the ATS unit providing Flight Information Service at least 10 minutes prior to entry.

RECEIPT OF ATIS BROADCASTPilots are required to acknowledge on initial contact with APP/TWR the receipt of ATIS broadcast, including the designator.

JOINING OR CROSSING OF ATS ROUTESAircraft shall not join or cross ATS routes without prior approval/ATC clearance from the ATS units concerned. This approval/clearance shall be obtained at least 10 minutes prior to entry into ATS routes if in direct contact on VHF and at least 20 minutes prior to such entry if contact is through enroute radio frequency.

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Ten (10) minutes prior to crossing an established ATS route, pilot-in-command shall transmit the following information to the ATC unit serving the airspace: a. Call-sign of the aircraft; b. Estimate time of crossing the route; c. Flight level; d. Position of crossing the route with reference to a navigational aid or geographical position on the route. Aircraft will join or cross ATS routes at or close to designated reporting points. Aircraft crossing the route shall do so at an angle of 90, to the direction of the route and at a level appropriate to the magnetic track.

ADS/CPDLC WITHIN MUMBAI FIRADS/CPDLC system is available within Mumbai FIR on segments of ATS routes A474, B459, G424, G450, G465, L301, L505, L894, M300, N519, N563, N571, N628, P323, P570, P574, P751, R461, T940, UL425, UM551 over Arabian Sea Oceanic Airspace. The service is available to all aircraft suitably equipped with data link capability. The ADS/CPDLC service will not affect the current procedures for non data link capable aircraft operating within Mumbai FIR. The data link capable aircraft while operating in Mumbai FIR shall follow procedures as given below. a. Data link and ADS capability shall be indicated in the FPL by indicating appropriate designator in item 10 and 18. b. The logon address of Mumbai FIR is VABF. c. The arriving aircraft shall logon 10 min prior to entering Mumbai FIR. Aircraft departing/transiting from/within Mumbai FIR shall login within 15 min prior to leaving the Mumbai TMA limits. d. CPDLC will be the primary means of communication and VHF/HF will be secondary means of communication for the aircraft successfully logged on to ADS/CPDLC when operating in Mumbai OCC. During the period when aircraft is logged on to ADS/CPDLC, voice position reporting will be to supplement CPDLC position report only when requested by ATC. e. Selcal checking is required to verify the HF/RT connectivity. f. Voice Positioning shall be resumed in case of ADS/CPDLC link failure. Pilots unable to establish Data Link Connection shall inform appropriate ATS unit through voice communication on VHF 132.7 and 125.35MHz, or HF 10018/13288/10084/5658/5601/3467/6661/4675/3443/8879/5634/3476/4657 and 2872kHz.

ADS/CPDLC WITHIN KOLKATA FIRThis service is available to all aircraft suitably equipped with Data Link capability on ATS routes G472, L301, L507, L759, M770, N877, N895, P628 and P646 over oceanic airspace in Bay of Bengal. The The a. b. c. introduction of ADS/CPDLC service will not affect the current procedure for non-data link capable aircraft. data link capable aircraft while operating on the above routes shall follow procedures given below: Data and ADS capability shall be indicated in the FPL inserting appropriate designators in item 10 and 18. The logon address of Kolkata FIR is VECF. The aircraft shall logon 10min prior to entering the FIR. For aircraft exiting Kolkata FIR, Next Data Authority (NDA) will be notified via CPDLC 20 minutes prior to crossing FIR boundary. Transfer of communication shall be completed at the FIR boundary. Pilots unable to establish data link connection shall inform appropriate ATS unit through voice communication on 132.45/120.7/120.1/126.1 and 125.9MHz or HF on 2947/10066/2872/5580/6583/8861/8906/2923/ 6484/10051/6556 and 3491kHz. ADS will be the primary means of surveillance for suitably equipped and data link established aircraft outside control areas on above routes and voice position reporting will be a backup. CPDLC will be the primary means of communication outside control areas and VHF/HF RTF will be a backup. SELCAL checking is required to verify the RTF serviceability. Pilots recognizing failure of data link communication shall immediately establish communication using appropriate voice frequency. The voice communication shall continue until CPDLC connection is re-established and the controller has authorized to return to data link communication.

d.

e. f. g. h.

ADS/CPDLC WITHIN CHENNAI FIRNew ATM Automation system is available in shadow mode. The logon address for the new Automation system is VOMM. FANS 1/A equipped aircraft operating within Chennai FIR over Bay of Bengal Oceanic Airspace on ATS routes B466E, L645, N563, N571, N877, P574, P628, P761, P762, and L645 desiring Data-Link service are required to logon to the address VOMM and VOMF. CPDLC will be available only with AFN logon address VOMM.


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New ATM Automation system is available to all FANS 1/A equipped aircraft operating in the Arabian Sea and Indian Oceanic airspaces within Chennai FIR on ATS routes G325, M300, M641, N640, P570, UL425, R429 and R461 as a backup to Chennai UACC freq 134.425 and 132.5MHz. The AFN logon address is VOMM. HF frequencies shall also continue to be available. The The a. b. c. introduction of ADS/CPDLC service will not affect the current procedure for non-data link capable aircraft. data link capable aircraft while operating on the above routes shall follow procedures given below: Data and ADS capability shall be indicated in the FPL inserting appropriate designators in item 10 and 18. The aircraft shall logon 10min prior to entering the FIR. Pilots unable to establish data link connection shall inform appropriate ATS unit through voice communication on 118.9/125.7/126.15/132.5 and 134.425MHz or HF on 3470/6655/11285/17907 and 13318kHz. d. ADS will be the primary means of surveillance for suitably equipped and data link established aircraft outside control areas on above routes and voice position reporting will be a backup. e. CPDLC will be the primary means of communication outside control areas and VHF/HF RTF will be a backup. f. SELCAL checking is required to verify the RTF serviceability. g. Pilots recognizing failure of data link communication shall immediately establish communication using appropriate voice frequency. The voice communication shall continue until CPDLC connection is re-established and the controller has authorized to return to data link communication.

ADS/CPDLC WITHIN DELHI FIRADS/CPDLC System is available within Delhi FIR on segments of ATS routes A466, A589, G333, G452, L333, L509, M875, M890, W30, W31, W34, W36, W39. The service is available to all acft suitably equipped with data link capability. The ADS/CPDLC service will not affect the current procedure for non data link capable acft operating within Delhi FIR. The data link capable acft while operating in Delhi FIR shall follow procedures as given below: a. Data link and ADS capability shall be indicated in the FPL by indicating appropriate designators in item 10 and 18. b. The logon address of Delhi is VIDF. c. The arriving acft shall logon 20 minutes prior to entering Delhi FIR and in case flying time to Delhi FIR is less than 20 minutes, immediately after departure. d. Acft departing from aerodromes within Delhi FIR shall logon immediately after departure. e. Aircraft departing/transiting from/within Delhi FIR shall logon next data authority 15 minutes prior to leaving the Delhi TMA limits. f. Position reporting requirement to communicate with ATC units on VHF/HF remain unchanged. g. SELCAL checking is required to verify the HFRT connectivity. h. Pilots unable to establish Data link connection shall inform appropriate ATS unit through voice communication on VHF.

MACH NUMBER TECHNIQUEThe MNT with 10 minutes longitudinal separation between aircraft may be applied to aircraft meeting RNAV criteria on the same track whether in flight level, climbing or descending on the following routes: A201, A347, A465, A466, A474, A589, A599, B465, B593, G210, G463, G472, R325, R458, R460, R461, R472, R594, UL425, W92, W93, W103, W122N/S, W123, W124.

LONGITUDINAL SEPARATIONA minimum longitudinal separation of 10 minutes shall apply between aircraft flying at the same level and in the same direction and climbing descending through the level of another aircraft flying in the same direction on following ATS routes: A325, A462, A791, B345, G208, G333, G335, G336, G348, G451, G452, G590, G598, R344, R580, R598, W13N/S, W15N/S, W17S/N, W18, W19, W20N/S, W25, W26, W27, W28, W29, W38, W41, W42N/S, W43N/S, W44, W45, W46, W47N/S, W49, W57N/S, W70, W71N/S, W72, W81, W88, W91, W96, W98, W101E/W, W104, W116, W117, W118N/S, W119, W121, W218.

REQUIRED NAVIGATION PERFORMANCE80NM Longitudinal Separation Longitudinal separation minima of 80NM RNAV or 10 minutes based on MNT is applied between aircraft equipped in accordance with RNP 10 navigation requirements: L333, L505, L516, L626, L645, L760, L896, M638, M773, M875, M890, N519, N564, N571, N893, P323, P518, P761, P762. 50NM Longitudinal Separation Longitudinal separation minima of 50NM RNAV or 10 minutes is applied between aircraft approved for RNP 10 operations on those segments of following routes:

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L301 - (RINDA - RASKI); L507 - (TEBOV - CEA); L509 - (GGC - ASARI); L510 - (EMRAN - IBANI); L759 - (MIPAK - DPN); M300 - (ATETA - LOTAV); M770 - (MEPEL - JJS); N563 - (MEMAK - REXOD); N571 - (IGOGU - PARAR W-bound, PARAR - IDASO E-bound); N877 - (LAGOG - PRA); N895 - (SAGOD - PARTY); P570 - (BASUR - KITAL); P574- (NOPEK - TOTOX); P628 - (IGREX - VIKIT); P646 - (IBITA - BBN); P762 - (DUGOS - LULDA). An aircraft that is unable to meet the minimum navigational requirements for RNP 10 must file flight plan at or below minimum flight level of the route. However operations of these aircraft will be subject to ATC approval, in accordance with the provisions mentioned below, if not approved will be required to file a flight plan to operate via alternate route. ATC units receiving a request for a non-RNP 10 approved aircraft to operate on ATS routes N571 (IGOGU PARAR W-bound, PARAR - IDASO E-bound) at or above FL280 and P762 (DUGOS - LULDA) at or above FL260, will coordinate with adjacent ATC units affected by the flight.

STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)following basic requirements apply to the use of the Strategic Lateral Offset Procedures (SLOP): Strategic Lateral Offset Procedures shall be applied only by aircraft with automatic offset tracking capability. The decision to apply a strategic offset is the responsibility of the flight crew. The offset shall be established at a distance of 1 or 2 NM to the RIGHT of the centerline of the ATS route relative to the direction of flight. d. The offsets shall not exceed 2 NM right of the centerline of the ATS route. e. The Strategic Lateral Offset Procedure has been designed to include offsets to mitigate the effects of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, one of the three available options (centerline, 1 NM or 2NM right offset) shall be used. f. In airspace where the use of lateral offsets has been authorized, pilots are not required to inform ATC that an offset is being applied. g. Aircraft transiting areas of radar coverage in airspace where offset tracking is permitted may initiate or continue an offset. h. Aircraft without automatic offset tracking capability must fly the centerline of the ATS route being flown. The segments of ATS routes where Strategic Lateral Offset Procedures are applicable are identified in the tables below. However for ATC purposes the offset may be cancelled by the appropriate ATC unit. CHENNAI FIR L645 N563 P574 N571 N877 P628 L759 P762 UL425 P570 M300 SAMAK MEMAK NOPAK IGOGU LAGOG IGREX MIPAK LULDA TVM VOR TVM VOR CLC VOR SULTO AKMIL MMV VOR GURAS ORARA VATLA NISUN DUGOS ANODA POMAN IGAMA The a. b. c.

STATE RULES AND PROCEDURES - MIDDLE EAST INDIA RULES AND PROCEDURESKOLKATA FIR N877 L301 P628 L759 M770 M773 N895 P646 L507 ORARA RINDA VATLA LIBDI MEPEL BUBKO SAGOD IBITA TEBOV MUMBAI FIR UL425 P570 M300 N563 P574 N571 L505 L301 M638 A451 G450 UM551 B459 A474 R456 P323 G424 ANODA POMAN IGAMA KAKIB OKILA crossing 072 deg East EXOLU AKTIV NOBAT BISET DARMI DONSA GUNDI ERVIS BIBGO DONSA ALATO ASPUX KITAL LOTAV REXOD TOTOX PARAR NOBAT RASKI SAPNA ANGAL DOGOD ANGAL UBDOR POPET KITAL GIDAS LADUP VVZ VOR VVZ VOR LARIK LEMAX KAKID LEGOS BBS VOR DOPID CEA VOR

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ENROUTE OPERATIONSFlying outside of ATS routes is prohibited within Indian airspace. All flights entering, leaving or crossing the territory of India are required to follow the ATS routes established for international operations (For exceptions see FLIGHT PLANNING below). PPR for connector routes Prior permission required by airlines to fly ATS connector routes (V012, V013, V014, V015, V016, V017, V018, V019, V020 and V021) between Mumbai FIR and Male FIR from the ATS provider at least one week in advance. NOTE: Aircraft operating on these connector routes shall be ADS/CPDLC equipped. Contact details: Mumbai Watch Supervisory Officer (WSO) Tel: +91 22 26828088 Fax: +91 22 26828066 E-Mail: [email protected] General Manager (ATM), Mumbai Tel: +91 22 26828010 Fax: +91 22 26828010 E-Mail: [email protected]

FLIGHT PLANNINGScheduled international flights are permitted to flight plan using domestic ATS routes segments to/from destination, departure and approved alternate airports in India which are not connected by international ATS route.

ACAS II/TCAS II REQUIREMENTSUnless otherwise authorized by DGCA, no person shall acquire for the purpose of operation: a. an aircraft having a maximum certified passenger seating configuration of 20 to 30 or a maximum certified take-off mass of 5700kg, if such aircraft is not equipped with an approved ACAS II.

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b. an aircraft having a maximum certified passenger seating configuration of 10 to 19 or a maximum certified take-off mass of less than 5700kg, if such aircraft is not equipped with approved ACAS I. c. a twin jet engined aircraft having a maximum certified seating configuration of less than 10 and a maximum certified take-off mass of less than 5700kg, if such aircraft is not equipped with an approved ACAS I.

DEPARTING AIRCRAFTPilots shall report total number of persons on board, including crew, and confirm the completion of security check to aerodrome control tower when requesting start-up clearance.

DIFFERENCES FROM ICAO STANDARDS AND PROCEDURESICAO REFERENCE ANNEX 23.3.1.2 4.4a Flight plans are required for all flights. VFR flights shall not be operated above FL150.

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