Classification of ATS air spaces Airspace means the portion of the atmosphere controlled by a country above its territory.

. Controlled airspace exists where it is deemed necessary that air traffic control has some form of positive executive control over aircraft flying in that airspace. Uncontrolled airspace is airspace in which air traffic control does not exert any executive authority

CLASS E AIR SPACES Airspaces in designated ATS routes outside terminal areas, control areas and control zones, where air traffic control service is provided, have been classified and designated as class E airspace. CLASS D AIR SPACES

CLASS C AIR SPACES To operate inside or above Class C airspace, all aircraft are required to have a Mode C transponder (up to 10,000 msl). In addition, two-way radio communication must be established when operating within Class C. Any aircraft wishing to depart or return to a satellite airport located within Class C airspace must contact ATC approach control prior to entering Class C. Speed is also restricted in Class C airspace to 200 knots below 2,500 feet agl within four nm of the primary airport. CLASS B AIR SPACES Class B airspace provides for positive control of both VFR and IFR traffic. By enlarging the area of radar coverage, Class B airspace is able to provide separation for all aircraft through a mandatory communication requirement. Due to this increase in radar coverage and mandatory participation by all aircraft, cloud clearances are reduced to clear of clouds with three-miles visibility. Class B airspace can be seen in Figure 8. Aerobatics are prohibited in Class A airspace. Ultralight vehicles and parachute jumps are also prohibited within Class A airspace without prior permission from ATC.

 Because most aircraft that fly above 18,000 msl are capable of IFR, Class A airspace was designed to control them. Class A begins at 18,000 msl and goes to 60,000 msl . IFR clearances are required for all aircraft in Class A airspace, so there are no VFR weather minimums

Restricted airspace Restricted airspace is an area (volume) of airspace in which the local controlling authorities have determined that air traffic must be restricted (if not continually prohibited) for safety or security concerns. It is one of many types of special use airspace designations and is depicted on aeronautical charts with the letter "R" followed by a serial number. A restricted area may be quite large and is shown on the sectional with a wide blue line of hash marks and a sharp outer edge. The image shows several Restricted Areas of various shapes all pieced together. Unseen hazards such as artillery practice, missile firing and other activities may take place. Travel in a Restricted Area may be possible when it is not activated, but permission should be obtained by the controlling agency. prohibited area

 A prohibited area, as shown and clearly marked with the words "Prohibited Area" on your sectional, is an area enclosed in a unique wide blue border with a sharp outer edge. No one flies there, neither regular aircraft nor ultralights, without specific permission. These prohibited areas involve national security and sometimes environmental protection. They are not to be ignored under any circumstances. Victor Airway Victor Airways are like highways in the sky. Many powered aircraft follow these routes.

These stations are usually located at or near airfields. Victor Airways are shown on your sectional by faint blue lines in which is printed the V designation along with the airway number. Note the two Victor Airways that run diagonal, V-442 and V-137.

Military Training Routes MTRs are depicted as thin, light gray lines on the sectional. "VR" means that pilots flying the training routes will be flying under visual flight rules. "IR" means the pilots will be flying under instrument flight rules Alert Area

 Bordered the same as a Restriced and Prohibited area, the identifier is not with a R or P but with an A. We are allowed into Alert Area without prior permission. An Alert Area may involve high general aviation traffic, unusual air operations or frequent student training. Presidents and other important people who require high security show up everywhere from time to time, air shows open and close, natural disasters (like forest fires) suddenly command attention, runways close for repairs, etc.

Aerodrome reference code Airports Authority of India has adopted the International Civil Aviation Organisation (ICAO) methodology for using a code system, known as the Aerodrome Reference Code, to specify the standards for individual aerodrome facilities which are suitable for use by aeroplanes within a range of performances and sizes. The Code is composed of two elements: element 1 is a number related to the aeroplane reference field length; and element 2 is a letter related to the aeroplane wing span and outer main gear wheel span.

 The Code number for element 1 shall be determined from column 1 of the table. The Code number corresponding to the highest value of the aeroplane reference field lengths for which the runway is intended is to be selected.

The Code letter for element 2 shall be determined from column 3 of the Table. The Code letter, which corresponds to the greatest wingspan, or the greatest outer main gear wheel span, whichever gives the more demanding Code letter of the aeroplanes for which the facility is intended is to be selected. aerodrome reference temperature An aerodrome reference temperature shall be determined for an aerodrome in degrees Celsius. The aerodrome reference temperature should be the monthly mean of the daily maximum temperatures for the hottest month of the year (the hottest month being that which has the highest monthly mean temperature). This temperature should be averaged over a period of at least eight years. aerodrome reference point Designated geographical location of an aerodrome given to the nearest second of latitude and longitude. The ARP is located as near as is practical to the geometric center of the landing area, taking into

account possible future development. Magnetic bearings and distances of obstructions within 4 NM that may constitute hazards are measured from the ARP. Also called an airport reference point.

RUNWAY MARKINGS Runways are named by a number between 01 and 36, which is generally one tenth of the magnetic azimuth of the runway's heading: Runway number indicates the magnetic azimuth of the runway measured clockwise from north direction. a runway numbered 09 points east (90), runway 18 is south (180), runway 27 points west (270) and runway 36 points to the north (360 rather than 0). A runway can normally be used in both directions, and is named for each direction separately: e.g., "runway 33" in one direction is

"runway 15" when used in the other. The two numbers always differ by 18 (= 180). If there is more than one runway pointing in the same direction (parallel runways), each runway is identified by appending Left (L), Center (C) and Right (R) to the number for example, Runways One Five Left (15L), One Five Center (15C), and One Five Right (15R). Runway Zero Three Left (03L) becomes Runway Two One Right (21R) when used in the opposite direction (derived from adding 18 to the original number for the 180 degrees when approaching from the opposite direction). For clarity in radio communications, each digit in the runway name is pronounced individually: runway three six, runway one four, etc Runway designations change over time because the magnetic poles slowly drift on the Earth's surface and the magnetic bearing will change. Depending on the airport location and how much drift takes place, it may be necessary over time to change the runway designation. As runways are designated with headings rounded to the nearest 10 degrees, this will affect some runways more than others. For example, if the magnetic heading of a runway is 233 degrees, it would be designated Runway 23. If the magnetic heading

changed downwards by 5 degrees to 228, the Runway would still be Runway 23. If on the other hand the original magnetic heading was 226 (Runway 23), and the heading decreased by only 2 degrees to 224, the runway should become Runway 22. Because the drift itself is quite slow, runway designation changes are uncommon, and not welcomed, as they require an accompanying change in aeronautical charts and descriptive documents. When runway designations do change, especially at major airports, it is often changed at night as taxiway signs need to be changed and the huge numbers at each end of the runway need to be repainted to the new runway designators. In July 2009 for example, London Stansted Airport in the United Kingdom changed its runway designations from 05/23 to 04/22 after dark. MARKINGS ON THE RUNWAYS The Runway is the surface from threshold to threshold, which typically features threshold markings, numbers, centerlines, but not overrun areas at both ends. Blast pads, also known as overrun areas or stopways, are often constructed just before the start of a runway where jet blast produced by large planes during the takeoff roll could otherwise erode the ground and eventually damage the runway.

 Overrun areas are also constructed at the end of runways as emergency space to slowly stop planes that overrun the runway on a landing gone wrong, or to slowly stop a plane on a rejected takeoff or a take-off gone wrong. Blast pads are often not as strong as the main paved surface of the runway and are marked with yellow chevrons. Planes are not allowed to taxi, take-off or land on blast pads, except in an emergency. Displaced thresholds may be used for taxiing, takeoff, and landing rollout, but not for touchdown. It is marked with white paint arrows that lead up to the beginning of the landing portion of the runway. A displaced threshold often exists because obstacles just before the runway, runway strength, or noise restrictions may make the beginning section of runway unsuitable for landings. Runway Aiming Point Marking Runway Aiming Point Marking. The aiming point marking serves as a visual aiming point for a landing aircraft. These two rectangular markings consist of a broad white stripe located on each side of the runway centerline and approximately 1,000 feet from the landing threshold,

AIRPORT LIGHTINGS

 Many airports have lighting that help guide planes using the runways and taxiways at night or in rain or fog. Runway End Identification Lights (REIL) :On runways, green lights indicate the beginning of the runway for landing, while red lights indicate the end of the runway. Runway edge lighting consists of white lights spaced out on both sides of the runway, indicating the edge. Some airports have more complicated lighting on the runways including lights that run down the centerline of the runway and lights that help indicate the approach (an Approach Lighting System, or ALS). Low-traffic airports may use Pilot Controlled Lighting to save electricity and staffing costs. Along taxiways, blue lights indicate the taxiway's edge, and some airports have embedded green lights that indicate the centerline. Obstruction Lighting Used to mark hazards Gives pilots a visual aid (usually creates a lane) Meant to be visible to pilots and not a disturbance to people on ground Runway End Identification Lights (REIL) unidirectional (facing approach direction) or omnidirectional pair of synchronized flashing lights installed at the runway threshold, one on each side

 Runway edge lights white elevated lights that run the length of the runway on either side. On precision instrument runways, the edge-lighting becomes yellow in the last 2,000 ft (610 m) of the runway as an alert to pilots. Active runways are always marked with white lights. Taxiways have blue colour edge lights, and modern airports have green centre lights. Of course this is dependant on the width of the taxiway, and the complexity of the taxiway pattern. Confusion over lighting was at the centre of the controversy following the crash of Singapore Airlines Flight 006 at Taipei, Taiwan on 31 October 2000. Touchdown Zone Lights (TDZL) rows of bars of three white lights on either side of the centerline over the first 3,000 ft (914 m) of the runway, Taxiway Centre-line Lead-Off Lights installed to indicate turnoffs for taxiways, alternate green and yellow lights, starting at the runway centre-line and curving to the first centre-line light beyond holding position on the taxiway. Land and Hold Short Lights a row of white pulsating lights installed across the runway to indicate hold short position on some runways which are facilitating land and hold short operations. RNAV Area Navigation (RNAV) is a method of Instrument Flight Rules (IFR) navigation that allows an aircraft to choose any course within a

network of navigation beacons, rather than navigating directly to and from the beacons. This can conserve flight distance, reduce congestion, and allow flights into airports without beacons. Area navigation used to be called Random Navigation and therefore the acronym is RNAV [1]. RNAV can be defined as a method of navigation that permits aircraft operation on any desired course within the coverage of stationreferenced navigation signals or within the limits of a self-contained system capability, or a combination of these. RNP Required Navigation Performance (RNP) is a type of performancebased navigation (PBN) that allows an aircraft to fly a specific path between two 3-dimensionally defined points in space. RNAV and RNP systems are fundamentally similar. The key difference between them is the requirement for on-board performance monitoring and alerting. A navigation specification that includes a requirement for on-board navigation performance monitoring and alerting is referred to as an RNP specification. One not having such a requirement is referred to as an RNAV specification.RNP also refers to the level of performance required for a specific procedure or a specific block of airspace. An RNP of 10 means that a navigation system must be able to calculate its position to within a circle with a radius of 10 nautical miles. An RNP of 0.3 means the aircraft navigation system must be able to calculate its position to within a circle with a radius of 3 tenths of a nautical mile.[1] Flight plans Flight plans are documents filed by pilots or a Flight Dispatcher with the local Civil Aviation Authority (e.g. FAA in the USA) prior to departure. Flight plan format is specified in the ICAO Doc 4444. They generally

include basic information such as departure and arrival points, estimated time en route, alternate airports in case of bad weather, type of flight (whether instrument flight rules or visual flight rules), the pilot's information, number of people on board and information about the aircraft itself. In most countries, flight plans are required for flights under IFR, but may be optional for flying VFR unless crossing international borders. Flight plans are highly recommended, especially when flying over inhospitable areas, such as water, as they provide a way of alerting rescuers if the flight is overdue. In the United States and Canada, when an aircraft is crossing the Air Defense Identification Zone (ADIZ), either an IFR or a special type of VFR flight plan called a DVFR flight plan must be filed (the "D" is for Defense). For IFR flights, flight plans are used by air traffic control to initiate tracking and routing services. For VFR flights, their only purpose is to provide needed information should search and rescue operations be required, or for use by air traffic control when flying in a "Special Flight Rules Area". Performance checks PERFORMANCE CHECKS 8.4.1 The radar controller shall adjust the radar display(s) and carry out adequate checks on the accuracy thereof, in accordance with the technical instructions contained in Manual of Air Traffic Services 8.4.2The radar controller shall be satisfied that the available functional capabilities of the radar system as well as the information presented on the radar display(s) is adequate for the functions to be performed. 8.4.3 The radar controller shall report, in

accordance with local procedures contained in Manual of Air Traffic Services Part-2, any fault in the equipment, or any incident requiring investigation, or any circumstances which make it difficult or impractical to provide radar services. Approach control service 8.2.2 The information presented on a radar display may be used to perform the following additional functions in the provision of approach control service: a) provide radar vectoring of arriving traffic on to pilot-interpreted final approach aids; b) provide radar vectoring of arriving traffic to a point from which a visual approach can be completed; c) provide radar vectoring of arriving traffic to a point from which a surveillance radar approach can be made; d) provide radar monitoring of other pilotinterpreted approaches; e) in accordance with prescribed procedures, conduct: surveillance radar approaches; f) provide radar separation between: i) succeeding departing aircraft; ii) succeeding arriving aircraft; and iii) a departing aircraft and a succeeding arriving aircraft.

USE OF RADAR IN THE APPROACH CONTROL SERVICE 8.21.1 General provision: 8.21.1.1 Radar systems used in the provision of approach control service shall be appropriate to the functions and level of service to be provided.(DOC4444) 8.21.2 General Approach Radar Procedures: 8.21.2.1 The aerodrome controller shall be kept informed of the sequence of arriving aircraft by the approach radar controller, as well as any instructions and restrictions which have been issued to such aircraft in order to maintain separation after transfer of control to the aerodrome controller. 8.21.2.2 Prior to, or upon commencement of, radar vectoring for approach, the pilot shall be advised of the type of approach as well as the runway to be used. 8.21.2.3 The radar controller shall advise an aircraft being radar vectored for an instrument approach of its position at least once prior to commencement of final approach. 8.21.2.4 When giving distance information, the radar controller shall specify the point or navigation aid to which the information refers. 8.21.2.5 The initial and intermediate approach phases of an approach executed

under the direction of a radar controller comprise those parts of the approach from the time radar vectoring is initiated for the purpose of positioning the aircraft for a final approach, until the aircraft is on final approach and: a) established on the final approach path of a pilot-interpreted aid; or b) reports that it is able to complete a visual approach; or c) ready to commence a surveillance radar approach; 8.21.2.6 Aircraft vectored for final approach should be given a heading or a series of headings calculated to close with the final approach track. The final vector shall enable the aircraft to be established in level flight on the final approach track prior to intercepting the specified or nominal glide path if an ILS or radar approach is to be made, and should provide an intercept angle with the final approach track of 45 degrees or less. 8.21.2.7 Whenever an aircraft is assigned a radar vector which will take it through the final approach track, it should be advised accordingly, stating the reason for the vector.

RADAR IDENTIFICATION 8.5.1 Before providing radar service to an aircraft, radar identification

shall be established by at least one of the following methods: 8.5.1.1 SSR Identification Procedures 8.5,1.1.1 Where SSR is used, aircraft may be identified by one or more of the following procedures: a) recognition of the aircraft identification in a radar label; Note. The use of this procedure requires that the code/call sign correlation is achieved successfully, taking into account the Note following b) below. b) recognition of an assigned discrete code, the setting of which has been verified, in a radar label; c) direct recognition of the aircraft identification of a Mode S-equipped aircraft in a radar label; d) by transfer of radar identification; e) observation of compliance with an instruction to set a specific code; f) observation of compliance with an instruction to squawk IDENT; 8.5.1.2 PSR Identification Procedures: 8.5.1.2.1 Where SSR is not used or available, radar identification shall be established by at least one of the following methods: 8.5.1.2.1.1 Position Report Method: a) By correlating a particular radar

position indication with an aircraft reporting its position over an exact reporting point which is defined by reference to a radio navigational aid or aids and is displayed on the radar map; or, at a particular distance on a particular radial from a collocated VOR and DME. The source facility (VOR/DME) must be displayed on the radar map. 8.5.1.2.1.2 Departing Aircraft Method: a) By correlating an observed radar position indication with an aircraft which is known to have just departed, provided that the identification isestablished within 1 NM from the end of the runway used. b) Particular care should be taken to avoid confusion with aircraft holding over or overflying the aerodrome, or with aircraft departing from or making a missed approach over adjacent runways. 8.5.1.2.1.4 The Turn Method: a) An aircraft may be identified by ascertaining the aircraft heading, if circumstances require, and following a period of track observation: instructing the pilot to execute one or more changes of heading of 30 degrees or more and correlating the

movements of one particular radar position indication with the aircrafts acknowledged execution of the instructions given; or correlating the movements of a particular radar position indication with manoeuvres currently executed by an aircraft having so reported