1.
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Introduction
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1.1.
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Surveillance control procedures will be used by ATC in preference to non-surveillance control procedures whenever ATS or the aircraft served will gain operational advantage
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1.2.
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GENERAL PROVISIONS
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ATS surveillance systems, such as
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-primary surveillance radar (PSR),
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-secondary surveillance radar (SSR),
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-ADS-B and
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-MLAT
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system may be used either alone or in combination in the provision of air traffic services, including in the provision of separation between aircraft, provided:
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a) reliable coverage exists in the area;
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b) The probability of detection, the accuracy and the integrity of the ATS surveillance system(s) are satisfactory; and
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c) In the case of ADS-B, the availability of data from participating aircraft is adequate.
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1.3.
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The following types of surveillance services may be provided to aircraft operating within reliable surveillance coverage
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i) surveillance control service - for aircraft operating within Class D and E airspace
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ii) surveillance advisory service - for aircraft operating within Class F airspace
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iii) surveillance flight information service - for identified aircraft operating in any part of FIR
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1.4.
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The provision of any of the above types of surveillance service requires that aircraft remain in direct two-way communication with the unit providing the service. However, radar separation may be provided between two radar identified aircraft even when only one of the aircraft is in direct communication with the surveillance unit.
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1.5.
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In the event of an aircraft in or appearing to be in, any form of emergency ATC will provide all possible assistance, including the provisions of surveillance service to the extent possible.
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2.
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Use of surveillance system in air traffic control service
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2.1.
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The information presented on a surveillance display may be used to perform the following functions in the provision of air traffic control service.
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2.1.1.
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Provide of surveillance service to
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i) Improve airspace utilization
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ii) Reduce delays
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iii) Enhance safety
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2.1.2.
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Provide surveillance vectoring to
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i) Departing aircraft for expeditious and efficient departure flow and expediting climb to cruising level
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ii) Arriving aircraft for the purpose of expediting descent from cruising level and establishing an expeditious and efficient approach sequence
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iii) Aircraft for the purpose of resolving potential conflict
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iv) Assist pilot in their navigation
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2.1.3.
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Provide separation and maintain normal flow when an aircraft is experiencing communication failure is within area of surveillance coverage
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2.1.4.
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Maintain surveillance monitoring of traffic
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2.1.5.
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Monitor the progress of air traffic in order to
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i) Obtain improved position information regarding aircraft under control
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ii) Obtain supplementary information regarding other traffic
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iii) Detect significant deviations by aircraft from their assigned routings or level.
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NOTE
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To be considered ‘significant’ an aircraft’s track deviations should be sufficient to take it beyond the boundary of the route being followed or be assessed by the radar controller as liable to take it beyond the edge of the protected airspace of the route being flown.
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3.
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Use of SSR without primary radar
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3.1.
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Secondary Surveillance Radar (SSR) information may be used alone in the provision of separation between aircraft provided; aircraft identification is established and maintained by use of discrete SSR codes.
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3.2.
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Non-radar separation will be applied between transponder equipped aircraft and an aircraft without SSR transponder or with a non-functioning SSR transponder.
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3.3.
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In the event of an aircraft transponder failure or ATC determining that transponder does not meet serviceability requirements, the aircraft (for whom carriage of transponder is mandatory) will normally be permitted to continue to operate to the next point of landing.
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3.4.
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An aircraft (for whom carriage of transponder is mandatory) whose transponder failure is detected before departure may be specifically authorised by ATC to operate without serviceable transponder provided; a request is included in the flight plan.
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4.
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Identification of Aircraft
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4.1.
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Before providing surveillance service to an aircraft, identification shall be established by one of the method in Doc 4444-PANS-ATM, Chapter 4 and the pilot so informed. If identification is subsequently lost, the pilot shall be informed accordingly and instructions will be issued so as to restore non-surveillance separation.
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5.
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Terrain clearance
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5.1.
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When vectoring IFR flights, the radar controller shall ensure adequate terrain clearance until the aircraft reaches the point when the pilot resumes his own navigation.
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5.2
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When ATC provides surveillance vectors to a VFR flight, the pilot retains responsibility for terrain clearance.
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6.
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Information regarding adverse weather
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6.1.
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Modern ATC radar sensors and processors are normally designed to suppress weather clutter. Even the most active areas of adverse weather may not show on radar display. An aircraft’s weather radar will normally provide better detection and definition of adverse weather the radar sensors in use by ATC.
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6.2.
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If, however, weather is observed that appears likely to affect the flight, the surveillance controller may pass this information to the pilot.
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6.3.
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If an aircraft is equipped with weather radar and the pilot intends to circumnavigate the adverse weather area observed on his radar display, he should intimate and obtain clearance from radar controller for his proposed action. This is necessary to ensure that separation which the radar controller may be providing to any other aircraft is not jeopardized.
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7.
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Separation minima based on ATS surveillance systems
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7.1.
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Separation based on the use of ADS-B, SSR and/or MLAT, and/or PSR position symbol shall be applied so that the distance between the centres of the position symbols representing the positions of the aircraft concerned, is never less than a prescribed minimum
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7.2.
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Traffic separation will be based to a large degree on surveillance separation within the airspace under surveillance coverage
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7.3.
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In the event that the controller has been notified of a controlled flight entering or about to enter the airspace within which separation minima specified in 7.5 is applied, but has not identified the aircraft, the controller may continue to provide ATS surveillance service to identified aircraft provided that:
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7.3.1.
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Reasonable assurance exists that the unidentified controlled flight will be identified using SSR and/or ADS-B and/or MLAT or the flight is being operated by an aircraft of a type which may be expected to give an adequate return on primary radar in the airspace within which the separation is applied; and
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7.3.2.
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The separation is maintained between identified flights and any other observed ATS surveillance position indications until either the unidentified controlled flight has been identified or procedural separation has been established
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7.4.
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Procedural separation minima will be applied
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i) In the event of surveillance failure
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ii) In the area outside the surveillance coverage
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iii) To aircraft leaving surveillance coverage or entering adjacent FIR except where surveillance transfer is effected.
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7.5.
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The following horizontal separation minima based on radar and/or ADS-B and/or MLAT systems shall be applied in addition to those given in Doc 4444 - PANS-ATM, Chapter 8 shall be applied.
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7.5.1.
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Five Nautical Miles (5 NM) horizontal separation upto 60 NM from radar head.
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7.5.2.
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Five Nautical Miles (5 NM) within 60 NM of ADS-B ground station when only ADS-B is used in non-radar environment.
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7.5.3.
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Ten Nautical Miles (10 NM) horizontal separation beyond 60 NM from radar head
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7.5.4.
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Ten Nautical Miles (10 NM) beyond 60 NM of ADS-B ground station when only ADS-B is used in non radar environment.
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7.5.5.
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3 NM from radar head where specifically authorized.
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7.5.5.1.
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Delhi Radar
(a) Three Nautical Miles (3 NM) surveillance based separation at or below FL 140 within 60 NM of DPN subject
to availability of ASR. In case ASR is not available, the separation minima shall be 5 NM.
(b) Five Nautical Miles (5 NM) surveillance based separation above FL 140 within 60 NM of DPN.
(c) Ten Nautical Miles (10 NM) surveillance based separation beyond 60 NM of DPN.
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7.5.5.2.
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. Mumbai Radar
Radar Separation minima of Three Nautical Miles (3 NM) applicable within 40 NM of Mumbai ASR/MSSR head. Lower Limit: GND, Upper Limit: F140.
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7.5.5.3.
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Bengaluru Radar
Radar Separation minima of Three Nautical Miles (3 NM) applicable within 30 NM of Bengaluru ASR/MSSR head. Lower Limit: GND, Upper Limit: F140.
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7.5.5.4.
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Shamshabad Radar
Radar Separation minima of Three Nautical Miles (3 NM) applicable within 40 NM of Shamshabad ASR/MSSR head. Lower Limit: GND, Upper Limit: F 140.
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Kolkata Radar 3 NM surveillance based separation WI 30 NM of Kolkata ARP(223914N0882648E) SUBJ AVBL OF FLW: 1. ELDIS PSR/MSSR Radar At Kolkata 2. INDRA MSSR radar at BADU or ADS-B at Kolkata. Lower Limit :GND, Upper Limit:F140
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7.5.6.
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Where ADS-B and /or MLAT is/are used in combination with radar the horizontal separation minima applicable will be same as applicable to the separation based on radar.
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7.5.7.
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Where MLAT is used alone the horizontal separation minima applicable will be as notified/prescribed before its implementation.
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7.6.
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Wake turbulence Radar separation minima shall be applied to aircraft in the approach and departure phases of flight as prescribed in Doc 4444-PANS-ATM, Chapter 8.
The distance based wake turbulence separation minima as given in Table (below) shall be applied to aircraft being provided with an ATS surveillance service in the approach and departure phases of flight in the following circumstances
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i) an aircraft is operating directly behind another aircraft at the same altitude or less than 1000 ft below; or
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ii) both aircraft are using the same runway, or parallel runways separated by less
than 760 m or
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iii) an aircraft is crossing behind another aircraft, at the same altitude or less than
1000 ft below.
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7.7.
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Separation minima specified in 7.5 shall not be applied between aircraft holding over the same holding points. When applying Radar separation between holding aircraft and other flights, the controller shall maintain identity of the holding aircraft for the provision of separation minima based on radar and/or ADS-B and/or MLAT to other flights. No doubt shall exist about the identity of holding aircraft for any reason when such separation is applied. The controller shall also keep in mind the likely maneuvers of the holding aircraft during application of such separation.
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8.
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Speed control procedures
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8.1.
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In order to facilitate safe and orderly flow of arriving air traffic within terminal area where surveillance based approach control service have been established, aircraft shall follow the speed in specified manner as provided in Annexure-I.
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8.2.
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The speed control is applied for ATC separation purposes and is mandatory in the interest of acquiring accurate spacing.
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8.3.
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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.
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8.4.
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The flight crew should be aware of the provisions specified in Annexure-I and plan the aircraft speed accordingly.
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8.5.
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All the speed restrictions shall be complied with as promptly as feasible and flown as accurately as possible within the limits of operational constraints.
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8.6.
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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.
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8.7.
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The speeds specified in Annexure-I 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 pilot’s responsibility and prerogative to refuse speed restrictions that are considered excessive or contrary to the aircraft operating specifications.
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8.8.
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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 closingin with preceding aircraft or slowing down unnecessarily thus disrupting the traffic flow.
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8.9.
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Speed control shall not be applicable to aircraft:
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i. entering or established in holding pattern;
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ii. encountering the turbulent weather;
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iii. conducting the Cat II/III operations and within 20NM from touch-down;
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iv. within 5NM from touch-down;
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v. executing the published instrument approach procedure until interception of final approach track;
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vi. carrying VVIP and
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vii. conducting priority/emergency landing.
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8.10.
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Aircraft shall be advised as and when speed control restriction is not applicable or no longer required.
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8.11.
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Pictorial depiction of speed specifications within 30DME and below FL150 is provided at Annexure-II.
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8.12.
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While applying the speed control, the following information is provided as an additional information for controllers and pilots:
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i. Speed adjustments are not achieved instantaneously. Aircraft configurations, altitude and speed determine the time and distance to accomplish the adjustments.
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ii. Speed control shall not be assigned to an aircraft at or above FL 390 without pilot’s consent.
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iii. Speed control should be expressed in multiples of 10 kt based on indicated airspeed (IAS). At or above F250 the adjustments should be expressed in multiples of 0.01 Mach.
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iv. For the same indicated air speed (IAS), the true speed of aircraft will vary with altitude. A table representing indicated air speed vs. true air speed at different altitude is provided at Annexure-III. Radar controllers must be aware of speed differentials between IAS and TAS.
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v. 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 10000 ft AMSL.
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vi. Arriving aircraft would prefer to fly in clean configuration for as long as circumstances permit.Below 10000 ft AMSL, speed not less than 210Kt IAS is considered as minimum speed of turbojet aircraft in clean configuration.
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vii. 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.
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8.13.
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Speed Minima:
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Refer Annexure-I & Annexure-II.
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8.14.
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Runway Occupancy: The spacing provided between aircraft is designed to achieve maximum runway utilization within the parameters of safe separation minima (including wake turbulence separation) and runway occupancy. It is important that runway occupancy time is kept to a minimum, consistent with the prevailing conditions, for the validity of the separations provided and to achieve optimum runway capacity.
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Following Table may be considered as updated on SSR code assignment
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Phase of
flight
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IAS
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Status
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Remarks
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Turboprop
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Turbojet
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Enroute and initial
descent up to FL 290
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N/A
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250 kt or actual
whichever is higher
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Optional/
As per requirement
of ATC
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Speed less than 250 kt will be subject to concurrence of pilot
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Below FL 290 and up to FL 150
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250 kt or actual speed whichever is lower
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250 kt or actual
whichever is higher
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Optional/
As per requirement
of ATC
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Speed less than 250 kt will be subject to concurrence of pilot.
Below FL 210 speed may be reduced to 240 kt by ATC with the
concurrence of pilot
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Below FL 150 & within 25D to 20NM (30D to 20 NM in case of straight-in) or on
Downwind
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220 kt or actual speed whichever is lower
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220 kt or minimum
clean speed whichever
is higher
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Mandatory
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Below 10000 ft AMSL speed may
be reduced to 210 kt by ATC
subject to concurrence of pilot
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Within 20NM from touch down
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180 kt
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180 kt
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Mandatory
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Speed may be further reduced to 170Kt by ATC
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Intercept leg or 12NM from touchdown in case of straightin
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180 - 160 kt
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180 - 160 kt
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Mandatory
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Speed to be reduced
to 160 kt during the intercept leg
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10 - 5 NM from
Touchdown **
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160 - 150 kt
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160 kt
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Mandatory
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Turboprop aircraft unable to maintain the specified speed must
inform ATC as early as possible preferably during intercept leg or
when 12 NM from touchdown.
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Within 5NM from touch down
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N/A
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N/A
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N/A
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** At the time approach clearance is issued, speed restrictions shall remain applicable unless withdrawn by ATC
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9.
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Termination of surveillance service
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9.1.
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An aircraft which has been informed that it is provided with radar service should be informed immediately when for any reason radar service is interrupted or terminated.
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9.2.
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Surveillance service is automatically terminated when an arriving aircraft receiving radar service has been instructed to contact tower frequency. Position of aircraft from touchdown should be given to the aircraft before changing over the aircraft to tower.
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10.
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Collision hazard
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10.1.
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Identified controlled flight in controlled airspace
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10.2.
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Identified IFR flight outside controlled airspace
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10.2.1.
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When an identified IFR flight operating outside controlled airspace is observed to be on a conflicting path with another aircraft, the identified aircraft will be advised of the need for collision avoidance. If so requested by the pilot or if in the opinion of the radar controller the situation warrants, a course of avoiding action will be suggested.
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10.2.2.
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The pilot shall be notified when the conflict no longer exists.
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10.3.
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In both the cases mentioned in para 10.2.1 and 10.2.2 above, the decision whether to comply with ATC suggestion or not rests solely with the pilot.
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11.
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ATS surveillance system failure
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11.1.
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In the event of ATS surveillance system failure, instructions will be issued to restore non-surveillance separation.
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11.2.
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If non-surveillance separation cannot be provided immediately, an emergency separation of half the applicable
vertical separation minimum may be used, i.e. 500 Ft between aircraft in airspace where a vertical separation of 1000 Ft is applied and 1000 Ft between aircraft in airspace where a 2000 Ft vertical separation minimum is applied.
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12.
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Communication failure procedure
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12.1.
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If two-way communication is lost with an aircraft, the surveillance controller will try to determine whether or not the aircraft’s receiver is functioning by
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i) Instructing the aircraft to acknowledge by making specific maneuver(s)
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ii) Instructing the aircraft to operate SPI feature (i.e. Squawk Ident) or to make SSR mode A3 code changes
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NOTE
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A transponder equipped aircraft experiencing radio communication failure should operate its transponder on mode A3 code 7600.
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12.2.
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If it is established that the aircraft’s radio receiver is functioning, the controller shall continue to provide radar service to the aircraft.
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12.3.
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In the event of complete radio communication failure, radar separation shall continue to be applied between other aircraft under radar control and RCF aircraft.
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13.
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Procedures for operation of SSR transponder codes
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13.1.
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All aircraft carrying serviceable transponder shall operate the transponder at all times during flight within Chennai, Delhi, Guwahati, Kolkata and Mumbai FIR regardless of whether the aircraft is within or outside airspace where SSR is used for ATS.
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13.2.
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Operating procedures
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13.2.1.
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Except as provided in para 13.3,13.4 and 13.5 below, pilots shall operate transponders and select modes and codes in accordance with the following procedures
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i) Aircraft departing from an aerodrome located in Chennai, Delhi, Kolkata and Mumbai FIR shall be assigned an appropriate SSR code on departure. This SSR code setting shall continue unless instructed otherwise.
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ii) Aircraft engaged in international flight, entering Chennai, Delhi, Kolkata and Mumbai FIR shall continue to maintain SSR code being squawked in the adjacent FIR. This SSR code setting shall be included in the first position report prior to entering the FIR.
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iii) Aircraft engaged in domestic flight shall operate the transponder on the last assigned code.
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iv) Flight crew of aircraft equipped with mode S having an aircraft Identification feature shall set the aircraft identification in the transponder. This setting shall correspond to the aircraft identification specified in item 7 of the ICAO flight plan, or, if no flight plan has been filed, the aircraft registration.
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13.3.
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Emergency procedure
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13.3.1.
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An aircraft encountering a state of emergency may continue to operate the transponder on the previously assigned code, until otherwise advised. Alternatively the transponder shall be set to mode A3 code 7700/ transmit appropriate ADS-B emergency and/or urgency mode
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13.3.2.
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Not withstanding the procedure in 13.2.1 above, a pilot may select mode A3 code 7700/transmit appropriate ADS-B emergency and/or urgency mode whenever the emergency is such that this appears to be the most suitable course of action.
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13.4.
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Radio communication failure
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13.4.1.
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In the event of an aircraft radio receiver failure, a pilot shall select mode A3 Code 7600/transmit appropriate ADS-B emergency and/or urgency mode and follow established procedure; subsequent control of aircraft will be based on those procedures.
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13.5.
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Unlawful interference
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13.5.1.
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Should an aircraft in flight be subjected to unlawful interference, the pilot shall endeavor to set the transponder
to mode A3 code 7500/ transmit appropriate ADS-B emergency and/or urgency mode and to give indication of the situation unless circumstances warrant the use of mode A3 code 7700/ transmit appropriate ADS-B emergency and/or urgency mode.
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13.5.2.
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When a pilot has selected mode A3 code 7500/ transmitted appropriate ADS-B emergency and/or urgency mode and subsequently requested to confirm his code by ATC he shall, according to circumstances either confirm this or not reply at all.
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NOTE
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The absence of a reply from the pilot will be taken by ATC as an indication that the use of code 7500 transmitted appropriate ADS-B emergency and/or urgency mode is not due to an inadvertent false code selection.
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13.6.
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Verification of accuracy of mode C derived level information/ADS-B altitude data transmission
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13.6.1.
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All aircraft must report the level/altitude maintaining/passing on first contact with a radar unit to facilitate verification of Mode C altitude information/ ADS-B altitude data transmission
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13.6.2.
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Verification of the accuracy of SSR derived altitude/ ADS-B altitude data transmission information displayed to the controller shall be effected at least once by each suitably equipped ATC unit on initial contact with the aircraft concerned or, if this is not feasible, as soon as possible thereafter. This verification shall be effected by simultaneous comparison with altimeter derived level information received from the specific aircraft by radio telephony. The pilot if the aircraft whose Mode C derived/ ADS-B altitude data transmission information is within the approved tolerance value will not be advised of such verification.
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13.6.3.
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If the displayed information is not within the approved tolerance value, or when a discrepancy in excess of the approved tolerance value is detected subsequent to verification, the pilot will be advised and requested to check his pressure setting and confirm his level.
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13.6.4.
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If, following confirmation of level and correct pressure setting, the discrepancy continues to exist the controller may request the pilot to stop his Mode C transmission. The phraseology used will be ‘Stop SQUAWK CHARLIE. WRONG INDICATION”/STOP ADS-B altitude data transmission (wrong indication)
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13.7.
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Code Assignment
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13.7.1.
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Aircraft operating in Indian airspace will be assigned codes as follows
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i) Aircraft not assigned a SSR code shall operate transponder on mode A3 code 2000 before entry into Chennai, Delhi, Kolkata and Mumbai FIR and maintain that code setting until otherwise instructed.
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Following Table may be considered as updated on SSR code assignment
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