DRAFT CAR Section 9 SERIES E Part 1 - Air Traffic Services

GOVERNMENT OF INDIA OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION TECHNICAL CENTRE, OPP SAFDARJANG AIRPORT, NEW DELHI CIVIL AVIATION REQUIREMENTS

SECTION 9 – AIR SPACE AND AIR NAVIGATION SERVICES STANDARDS SERIES 'E', PART I ISSUE IV, __JANUARY 2026 EFFECTIVE: FORTHWITH F. No. AV 27085/1/2012-ANS

Subject: Air Traffic Services.

INTRODUCTION Article 28 (Air navigation facilities and standard systems) of the Convention on International Civil Aviation requires each contracting State to provide, in its territory, airports, radio services, meteorological services and other air navigation facilities to facilitate international air navigation, in accordance with the standards and practices recommended or established from time to time, pursuant to this Convention. Under Article 37 (Adoption of international standards and Procedures) of the Convention, each contracting State undertakes to collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures, and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation. To this end the International Civil Aviation Organization adopts and amends from time to time, as may be necessary, international standards and recommended practices and procedures dealing with air traffic control practices.

In above respect, ICAO Annex 11 provides the Standards pertaining to the Air Traffic Services which are required to be adopted by the Contracting State.

This CAR is issued under the provisions of Rule 29C and Rule 133A of the Aircraft Rules, 1937 and is issued in supersession of CAR Section 4 Series ‘E’ th Part II dated 8 June 2006.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

Applicability :

The CAR is applicable to all Air Navigation Service Providers engaged in the provision of Air Navigation Services in India and for the navigation of aircraft flying in or over India or of aircraft registered in India.

1.

DEFINITIONS Note 1 —Throughout the text of this document the term “service” is used as an abstract noun to designate functions, or service rendered; the term “unit” is used to designate a collective body performing a service.

Note 2. — The designation (RR) in these definitions indicates a definition which has been extracted from the Radio Regulations of the International Telecommunication Union (ITU) (see Handbook on Radio Frequency Spectrum Requirements for Civil Aviation including statement of approved ICAO policies (Doc 9718)).

When the following terms are used in this CAR they have the following

meanings:

Accepting unit. Air traffic control unit next to take control of an aircraft.

Accident. An occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time it comes to rest at the end of the flight and the primary propulsion system is shut down, in which:

a) a person is fatally or seriously injured as a result of: — being in the aircraft, or — direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or — direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or b) the aircraft sustains damage or structural failure which:

— adversely affects the structural strength, performance or flight characteristics of the aircraft, and — would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to a single engine,( including its cowlings or accessories); to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing 2CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 gear doors, windscreens, the aircraft skin (such as, small dents or puncture holes), or for minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike (including holes in the radome); or c) the aircraft is missing or is completely inaccessible.

Note 1 —For statistical uniformity only, an injury resulting in death within thirty days of the date of the accident is classified, by ICAO, as a fatal injury.

Note 2. — An aircraft is considered to be missing when the official search has been terminated and the wreckage has not been located.

Note 3—The type of unmanned aircraft system to be investigated is addressed in Annex 13, 5.1.

Note 4.— Guidance for the determination of aircraft damage can be found in Annex 13, Attachment E.

ADS-C agreement. A reporting plan which establishes the conditions of ADS-C data reporting (i.e. data required by the air traffic services unit and frequency of ADS-C reports which have to be agreed to prior to using ADS- C in the provision of air traffic services).

Note. — The terms of the agreement will be exchanged between the ground system and the aircraft by means of a contract, or a series of contracts.

Advisory airspace. An airspace of defined dimensions, or designated route, within which air traffic advisory service is available.

Advisory route. A designated route along which air traffic advisory service is available.

Aerodrome. A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.

Aerodrome control service. Air traffic control service for aerodrome traffic.

Aerodrome control tower. A unit established to provide air traffic control service to aerodrome traffic.

Aerodrome traffic. All traffic on the manoeuvring area of an aerodrome and all aircraft flying in the vicinity of an aerodrome.

Note. — An aircraft is in the vicinity of an aerodrome when it is in, entering or leaving an aerodrome traffic circuit.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Aeronautical fixed service (AFS). A telecommunication service between specified fixed points provided primarily for the safety of air navigation and for the regular, efficient and economical operation of air services.

Aeronautical Information Publication (AIP). A publication issued by or with the authority of a State and containing aeronautical information of a lasting character essential to air navigation.

Aeronautical mobile service (RR S1.32). A mobile service between aeronautical stations and aircraft stations, or between aircraft stations, in which survival craft stations may participate; emergency position- indicating radio beacon stations may also participate in this service on designated distress and emergency frequencies.

Aeronautical telecommunication station. A station in the aeronautical telecommunication service.

Airborne collision avoidance system (ACAS). An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders.

Aircraft. Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface.

Air-ground communication. Two-way communication between aircraft and stations or locations on the surface of the earth.

AIRMET information. Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather phenomena which may affect the safety of low-level aircraft operations and which was not already included in the forecast issued for low-level flights in the flight information region concerned or sub-area thereof.

Air navigation services:. This term includes air traffic management (ATM), communications, navigation and surveillance systems (CNS), meteorological services for air navigation (MET), search and rescue (SAR) and aeronautical information services /aeronautical information management (AIS/AIM). These services are provided to air traffic during all phases of operations (approach, aerodrome and en route).

Air navigation services provider (ANSP). An entity providing any of the air navigation services.

Airport collaborative decision-making (A-CDM): A-CDM is a set of processes developed from the general philosophy of collaborative decision-making (CDM) in aviation and is applied to the operations at aerodromes.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Airspace management (ASM): The process by which airspace options are selected and applied to meet the needs of the air traffic management community.

Air-taxiing. Movement of a helicopter/VTOL above the surface of an aerodrome, normally in ground effect and at a ground speed normally less than 37 km/h (20 kt).

Note. — The actual height may vary, and some helicopters may require air-taxiing above 8 m (25 ft) AGL to reduce ground effect turbulence or provide clearance for cargo sling loads.

Air traffic. All aircraft in flight or operating on the manoeuvring area of an aerodrome.

Air traffic advisory service. A service provided within advisory airspace to ensure separation, in so far as practical, between aircraft which are operating on IFR flight plans.

Air traffic control clearance. Authorization for an aircraft to proceed under conditions specified by an air traffic control unit.

Note 1. — For convenience, the term “air traffic control clearance” is frequently abbreviated to “clearance” when used in appropriate contexts.

Note 2. — The abbreviated term “clearance” may be prefixed by the words “taxi”, “take-off”, “departure”, “en route”, “approach” or “landing” to indicate the particular portion of flight to which the air traffic control clearance relates.

Air traffic control service. A service provided for the purpose of: a) preventing collisions:

1) between aircraft, and

2) on the maneuvering area between aircraft and obstructions; and b) expediting and maintaining an orderly flow of air traffic.

Air traffic control unit. A generic term meaning variously, area control center, approach control unit or aerodrome control tower.

Air traffic controller schedule. A plan for allocating air traffic controller duty periods and non-duty periods over a period of time, otherwise referred to as a roster.

Air traffic flow management (ATFM). A service established with the objective of contributing to a safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is utilized to the maximum extent possible and that the traffic volume is compatible with the capacities declared by the appropriate ATS authority.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Air traffic management (ATM). The dynamic, integrated management of air traffic and airspace (including air traffic services, airspace management and air traffic flow management) — safely, economically and efficiently — through the provision of facilities and seamless services in collaboration with all parties and involving airborne and ground based functions.

Air traffic management system. A system that provides ATM through the collaborative integration of humans, information, technology, facilities and services, supported by air and ground- and/or space-based communications, navigation and surveillance.

Air traffic service (ATS). A generic term meaning variously, flight information service, alerting service, air traffic advisory service, air traffic control service (area control service, approach control service or aerodrome control service).

Air traffic services airspaces. Airspaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which air traffic services and rules of operation are specified.

Note.— ATS airspaces are classified as Class A to G as described in para 2.6.

Air Traffic services provider (ATSP): Any entity providing Air Traffic Management services Air traffic services reporting office. A unit established for the purpose of receiving reports concerning air traffic services and flight plans submitted before departure.

Note. — An air traffic services reporting office may be established as a separate unit or combined with an existing unit, such as another air traffic services unit, or a unit of the aeronautical information service.

Air traffic services unit. A generic term meaning variously, air traffic control unit, flight information centre or air traffic services reporting office.

Airway. A control area or portion thereof established in the form of a corridor.

ALERFA. The code word used to designate an alert phase.

Alerting service. A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required.

Alert phase. A situation wherein apprehension exists as to the safety of an aircraft and its occupants.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 All weather operations(AWO). Any surface movement, take-off, departure, approach or landing operations in conditions where visual reference is limited by weather conditions.

Alternate aerodrome. An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to proceed to or to land at the aerodrome of intended landing where the necessary services and facilities are available, where aircraft performance requirements can be met and which is operational at the expected time of use. Alternate

aerodromes include the following:

Take-off alternate. An alternate aerodrome at which an aircraft would be able to land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure.

En-route alternate. An alternate aerodrome at which an aircraft would be able to land in the event that a diversion becomes necessary while en- route.

Destination alternate. An alternate aerodrome at which an aircraft would be able to land should it become either impossible or inadvisable to land at the aerodrome of intended landing.

Note. — The aerodrome from which a flight departs may also be an en- route or a destination alternate aerodrome for that flight.

Altitude. The vertical distance of a level, a point or an object considered as a point, measured from mean sea level.

Approach control service. Air traffic control service for arriving or departing controlled flights.

Approach control unit. A unit established to provide air traffic control service to controlled flights arriving at, or departing from, one or more aerodromes.

Appropriate ATS authority. The relevant authority responsible for providing air traffic services in the airspace concerned.

Note: In India, the Appropriate ATS authority is Executive Director (Air Traffic Management )of ANSP, Airports Authority of India.

Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.

Apron management service. A service provided to regulate the activities and the movement of aircraft and vehicles on an apron.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Area control centre. A unit established to provide air traffic control service to controlled flights in control areas under its jurisdiction.

Area control service. Air traffic control service for controlled flights in control areas.

Area navigation (RNAV). A method of navigation which permits aircraft operation on any desired flight path within the coverage of ground- or space-based navigation aids or within the limits of the capability of self- contained aids, or a combination of these.

Note. — Area navigation includes performance-based navigation as well as other operations that do not meet the definition of performance-based navigation.

Area navigation route. An ATS route established for the use of aircraft capable of employing area navigation.

ATC Watch Supervisor/ Watch Supervisory Officer(WSO)/ATC Shift

Supervisor : A senior rated Air Traffic Controller who is operationally responsible for all ATS units, in the ATS Station.

ATS-in-charge: The senior most executive in Air Traffic Management at the ATS Station of an airport, responsible for managing day-to-day ATM operations.

ATS Station: ATS station means an airport or an ATS centre where air traffic services are provided.

ATS route. A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services.

Note 1. — The term “ATS route” is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure route, etc.

Note 2.— An ATS route is defined by route specifications which include an ATS route designator, the track to or from significant points (waypoints), distance between significant points, reporting requirements and, as determined by the appropriate ATS authority, the lowest safe altitude.

Automatic dependent surveillance — broadcast (ADS-B). A means by which aircraft, aerodrome vehicles and other objects can automatically transmit and/or receive data such as identification, position and additional data, as appropriate, in a broadcast mode via a data link.

Automatic dependent surveillance — contract (ADS-C). A means by which the terms of an ADS-C agreement will be exchanged between the ground system and the aircraft, via a data link, specifying under what conditions ADS-C reports would be initiated, and what data would be contained in the reports.

Note. — The abbreviated term “ADS contract” is commonly used to refer to ADS event contract, ADS demand contract, ADS periodic contract or an emergency mode.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Automatic terminal information service (ATIS). The automatic provision of current, routine information to arriving and departing aircraft throughout 24 hours or a specified portion thereof:

Data link-automatic terminal information service (D-ATIS).The provision of ATIS via data link.

Voice-automatic terminal information service (Voice-ATIS). The provision of ATIS by means of continuous and repetitive voice broadcasts.

Base turn. A turn executed by the aircraft during the initial approach between the end of the outbound track and the beginning of the intermediate or final approach track. The tracks are not reciprocal.

Note. — Base turns may be designated as being made either in level flight or while descending, according to the circumstances of each individual procedure.

Calculated Take-off time (C-TOT): A time calculated and issued by the appropriate air traffic management unit as a result of tactical slot allocation, at which a flight is expected to become airborne Calendar. Discrete temporal reference system that provides the basis for defining temporal position to a resolution of one day (ISO 19108*).

* ISO Standard 19108, Geographic information — Temporal schema Change-over point. The point at which an aircraft navigating on an ATS route segment defined by reference to very high frequency omnidirectional radio ranges is expected to transfer its primary navigational reference from the facility behind the aircraft to the next facility ahead of the aircraft.

Note.— Change-over points are established to provide the optimum balance in respect of signal strength and quality between facilities at all levels to be used and to ensure a common source of azimuth guidance for all aircraft operating along the same portion of a route segment.

Clearance limit. The point to which an aircraft is granted an air traffic control clearance.

Cloud of operational significance. A cloud with the height of cloud base below 1500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater or a cumulonimbus cloud or a towering cumulus cloud at any height.

Collaborative decision-making (CDM) process. The process whereby ATM decisions are based on the sharing of information relevant to air traffic operations between all civil and military partners.

Conditional route (CDR). A non-permanent ATS route or portion thereof which can be planned and used under specified conditions.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Conference communications. Communication facilities whereby direct speech conversation may be conducted between three or more locations simultaneously.

Control area. A controlled airspace extending upwards from a specified limit above the earth.

Controlled aerodrome. An aerodrome at which air traffic control service is provided to aerodrome traffic.

Note. — The term “controlled aerodrome” indicates that air traffic control service is provided to aerodrome traffic but does not necessarily imply that a control zone exists.

Controlled airspace. An airspace of defined dimensions within which air traffic control service is provided in accordance with the airspace classification.

Note. — Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E as described in 2.6.

Controlled flight. Any flight which is subject to an air traffic control clearance.

Controller-pilot data link communications (CPDLC). A means of communication between controller and pilot, using data link for ATC communications.

Control zone. A controlled airspace extending upwards from the surface of the earth to a specified upper limit.

Cruising level. A level maintained during a significant portion of a flight.

Current flight plan (CPL). The flight plan that reflects changes to the filed flight plan, if any, by subsequent ATC clearances.

Cyclic redundancy check (CRC). A mathematical algorithm applied to the digital expression of data that provides a level of assurance against loss or alteration of data.

Danger area. An airspace of defined dimensions within which activities dangerous to the flight of aircraft may exist at specified times.

Data accuracy. A degree of conformance between the estimated or measured value and the true value.

Data integrity (assurance level). A degree of assurance that an aeronautical data and its value has not been lost nor altered since the origination or authorized amendment.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Data link communications. A form of communication intended for the exchange of messages via a data link.

Data quality. A degree or level of confidence that the data provided meets the requirements of the data user in terms of accuracy, resolution and integrity (or equivalent assurance level), traceability, timeliness, completeness and format.

Datum. Any quantity or set of quantities that may serve as a reference or basis for the calculation of other quantities (ISO 19104*). * ISO Standard 19104, Geographic information — Terminology Declared capacity. A measure of the ability of the ATC system or any of its subsystems or operating positions to provide service to aircraft during normal activities. It is expressed as the number of aircraft entering a specified portion of airspace in a given period of time, taking due account of weather, ATC unit configuration, staff and equipment available, and any other factors that may affect the workload of the controller responsible for the airspace.

Dependent parallel approaches: Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed.

DETRESFA. The code word used to designate a distress phase.

Distress phase. A situation wherein there is reasonable certainty that an aircraft and its occupants are threatened by grave and imminent danger or require immediate assistance.

Downstream clearance. A clearance issued to an aircraft by an air traffic control unit that is not the current controlling authority of that aircraft.

Emergency phase. A generic term meaning, as the case may be, uncertainty phase, alert phase or distress phase.

Estimated Taxi-Out Time (EXOT): The estimated taxi time between off- block and take off. This estimate includes any delay buffer time at the holding point or remote de-icing prior to take off

Estimated time of arrival :For IFR flights, the time at which it is estimated that the aircraft will arrive over that designated point, defined by reference to navigation aids, from which it is intended that an instrument approach procedure will be commenced, or, if no navigation aid is associated with the aerodrome, the time at which the aircraft will arrive over the aerodrome. For VFR flights, the time at which it is estimated that the aircraft will arrive over the aerodrome.

Fatigue. A physiological state of reduced mental or physical performance capability resulting from sleep loss, extended wakefulness, circadian 11CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 phase, and/or workload (mental and/or physical activity) that can impair a person’s alertness and ability to perform safety-related operational duties.

Fatigue risk management system (FRMS). A data-driven means of continuously monitoring and managing fatigue-related safety risks, based upon scientific principles, knowledge and operational experience that aims to ensure relevant personnel are performing at adequate levels of alertness.

Final approach. That part of an instrument approach procedure which commences at the specified final approach fix or point, or where such a fix or point is not specified, a) at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or b) at the point of interception of the last track specified in the approach procedure; and

ends at a point in the vicinity of an aerodrome from which:

1) a landing can be made; or

2) a missed approach procedure is initiated.

Flexible use of airspace (FUA): An airspace management concept based on the principle that airspace should not be designated purely as civil or military, but rather as a continuum in which all user requirements are accommodated to the greatest possible extent.

Flight crew member. A licensed crew member charged with duties essential to the operation of an aircraft during a flight duty period.

Flight information Centre. A unit established to provide flight information service and alerting service.

Flight information region. An airspace of defined dimensions within which flight information service and alerting service are provided.

Flight information service. A service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights.

Flight level. A surface of constant atmospheric pressure which is related to a specific pressure datum, 1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals.

Note 1. — A pressure type altimeter calibrated in accordance with the Standard

Atmosphere: a) when set to a QNH altimeter setting, will indicate altitude;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure of 1013.2 hPa, may be used to indicate flight levels.

Note 2. — The terms “height” and “altitude”, used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.

Flight plan. Specified information, relative to an intended flight or portion of a flight of an aircraft.

Note 1. — The term flight plan may be prefixed by the words “preliminary”, “filed”, “current” or “operational” to indicate the context and different stages of flight.

Note 2. — When the word “message” is used as a suffix to this term, it denotes the content and format of the flight plan data as transmitted.

Forecast. A statement of expected meteorological conditions for a specified time or period, and for a specified area or portion of airspace.

Geodetic datum. A minimum set of parameters required to define location and orientation of the local reference system with respect to the global reference system/frame.

Gregorian calendar. Calendar in general use; first introduced in 1582 to define a year that more closely approximates the tropical year than the Julian calendar (ISO 19108*).

Note. — In the Gregorian calendar, common years have 365 days and leap years 366 days divided into twelve sequential months. * ISO Standard 19108, Geographic information — Temporal schema Height. The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.

Human Factors principles. Principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance.

Human performance. Human capabilities and limitations which have an impact on the safety and efficiency of aeronautical operations.

IFR. The symbol used to designate the instrument flight rules.

IFR flight. A flight conducted in accordance with the instrument flight rules.

IMC. The symbol used to designate instrument meteorological conditions.

INCERFA. The code word used to designate an uncertainty phase.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Incident. An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation.

Note. — The types of incidents which are of main interest to the International Civil Aviation Organization for accident prevention studies are listed in the Annex 13, Attachment C.

Independent parallel approaches. Simultaneous approaches to parallel or near-parallel instrument runways where ATS surveillance system separation minima between aircraft on adjacent extended runway centre lines are not prescribed.

Independent parallel departures. Simultaneous departures from parallel or near-parallel instrument runways.

Instrument flight procedure design service. A service established for the design, documentation, validation, maintenance and periodic review of instrument flight procedures necessary for the safety, regularity and efficiency of air navigation.

Instrument meteorological conditions (IMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions.

Note. — The specified minima for visual meteorological conditions are contained in CAR Section 9 Series C Part I Integrity classification (aeronautical data).Classification based upon the potential risk resulting from the use of corrupted data. Aeronautical

data is classified as: a) routine data: there is a very low probability when using corrupted routine data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe;

b) essential data: there is a low probability when using corrupted essential data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe; and c) critical data: there is a high probability when using corrupted critical data that the continued safe flight and landing of an aircraft would be severely at risk with the potential for catastrophe.

International NOTAM office. An office designated for the exchange of NOTAM internationally.

Level. A generic term relating to the vertical position of an aircraft in flight and meaning variously, height, altitude or flight level.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Local laser working group (LLWG): A group, convened to assist in evaluating the potential effect of laser emissions on aircraft operators in the vicinity of the proposed laser activity. Participants may include, but are not limited to, representatives from the aerodrome tower, area control centre, aerodrome management(airport operators), airspace users, local officials, military representatives, Security agencies (CISF,Police etc..)qualified subject experts, laser manufacturers and the laser proponent.

Low-visibility operations (LVO). Approach operations in RVRs less than 550 m and/or with a DH less than 60 m (200 ft) or take-off operations in RVRs less than 400 m.

Low-visibility Procedures (LVP). Specific procedures applied by an aerodrome for the purpose of ensuring safe operations during CAT II and III approach operations and/or low-visibility take-offs.

Manoeuvring area. That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.

Meteorological office. An office designated to provide meteorological service for international air navigation.

Meteorological service provider. The relevant entity designated to provide meteorological service for international air navigation on behalf of a Contracting State.

Minimum fuel. The term used to describe a situation in which an aircraft’s fuel supply has reached a state where the flight is committed to land at a specific aerodrome and no additional delay can be accepted.

Movement area. That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron(s).

Navigation specification. A set of aircraft and flight crew requirements needed to support performance-based navigation operations within a defined airspace. There are two kinds of navigation specifications:

Required navigation performance (RNP) specification. A navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix RNP, e.g.

RNP 4, RNP APCH.

Area navigation (RNAV) specification. A navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Note 1. — The Performance-based Navigation (PBN) Manual (Doc 9613), Volume II contains detailed guidance on navigation specifications.

Note 2.— The term RNP as previously defined as “a statement of the navigation performance, necessary for operation within a defined airspace”, has been removed from this CAR as the concept of RNP has been overtaken by the concept of PBN. The term RNP in the CAR is now solely used in context of navigation specifications that require performance monitoring and alerting.

e.g. RNP 4 refers to the aircraft and operating requirements including a 4 NM lateral performance with on board performance monitoring and alerting that are detailed in the PBN Manual (Doc 9613).

Near-parallel runways. Non-intersecting runways whose extended centre lines have an angle of convergence/ divergence of 15 degrees or less.

NOTAM. A notice distributed by means of telecommunication containing information concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations.

Obstacle. All fixed (whether temporary or permanent) and mobile objects, or parts thereof, that : a) are located on an area intended for the surface movement of aircraft; or b) extend above a defined surface intended to protect aircraft in flight; or c) stand outside those defined surfaces and that have been assessed as being a hazard to air navigation.

Oceanic Area Control Centre : A unit established to provide air traffic control service to controlled flights in oceanic control areas under its jurisdiction.

Oceanic Control Area : An controlled airspace over the ocean or sea, designated and controlled by a specific authority, extending upwards from a specified limit above the earth.

Operator. A person, organization or enterprise engaged in or offering to engage in an aircraft operation.

Performance–based communication (PBC). Communication based on performance specifications applied to the provision of air traffic services.

Note.— An RCP specification includes communication performance requirements that are allocated to system components in terms of the communication to be provide and associated transaction time, continuity, availability, integrity, safety and functionality needed for the proposed operation in the context of a particular airspace concept.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Performance-based navigation (PBN). Area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace.

Note.— Performance requirements are expressed in navigation specifications (RNAV specifications, RNP specification) in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular airspace concept. Availability of a global navigation satellite system signal in space and/or some other navigation aid infrastructure is considered within the airspace concept in order to enable the navigation application.

Performance–based surveillance (PBS). Surveillance based on performance specifications applied to the provision of air traffic services.

Note.— An RSP specification includes surveillance performance requirements that are allocated to system components in terms of the surveillance to be

provided and associated data delivery time, continuity, availability, integrity, accuracy of the surveillance data, safety and functionality needed for the proposed operation in the context of a particular airspace concept.

Pilot-in-command. The pilot designated by the operator, or in the case of general aviation , the owner, as being in command and charged with the safe conduct of a flight.

Printed communications. Communications which automatically provide a permanent printed record at each terminal of a circuit of all messages which pass over such circuit.

Prohibited area. An airspace of defined dimensions, above the land areas or territorial waters, within which the flight of aircraft is prohibited Radio navigation service. A service providing guidance information or position data for the efficient and safe operation of aircraft supported by one or more radio navigation aids.

Radiotelephony. A form of radio communication primarily intended for the exchange of information in the form of speech.

Reporting point. A specified geographical location in relation to which the position of an aircraft can be reported.

Required communication performance (RCP) specification. A set of requirements for air traffic service provision and associated ground equipment, aircraft capability, and operations needed to support performance-based communication.

Required surveillance performance (RSP) specification. A set of requirements for air traffic service provision and associated ground equipment, aircraft capability, and operations needed to support performance-based surveillance.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Rescue coordination centre. A unit responsible for promoting efficient organization of search and rescue services and for coordinating the conduct of search and rescue operations within a search and rescue region.

Restricted area. An airspace of defined dimensions, above the land areas or territorial waters, within which the flight of aircraft is restricted in accordance with certain specified conditions.

Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.

Runway visual range (RVR). The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line.

Safety management system (SMS).A systematic approach to managing safety, including the necessary organizational structures, accountabilities, policies and procedures.

Segregated parallel operations: Simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusively for approaches and the other runway is used exclusively for departures.

Semi-mixed parallel operations: Simultaneous operations on parallel or near-parallel instrument runways in which one runway is used exclusively for departures while the other runway is used for a mixture of approaches and departures, or one runway is used exclusively for approaches while the other runway is used for a mixture of approaches and departures.

SIGMET information. Information issued by a meteorological watch office concerning the occurrence or expected occurrence of specified en-route weather and other phenomena in the atmosphere that may affect the safety of aircraft operations.

Significant point. A specified geographical location used in defining an ATS route or the flight path of an aircraft and for other navigation and ATS purposes.

Note. — There are three categories of significant points: ground-based navigation aid, intersection and waypoint. In the context of this definition, intersection is a significant point expressed as radials, bearings and/or distances from ground- based navigation aids.

Special use airspace (SUA): SUA is a generic term used for airspace volumes designated for specific operations, such as military training, exercises and operations, of a nature such that required limitations on airspace access may be imposed on other aircraft not participating in those activities. These may include, but are not limited to, restricted, danger and 18CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 prohibited areas or temporary reserved areas (TRA).

Special VFR flight. A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions below VMC.

Standard instrument arrival (STAR): A designated instrument flight rule

(IFR) arrival route linking a significant point, normally on an ATS route, with a point from which a published instrument approach procedure can be commenced.

Standard instrument departure (SID): A designated instrument flight rule

(IFR) departure route linking the aerodrome or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at which the en-route phase of a flight commences.

Station declination. An alignment variation between the zero degree radial of a VOR and true north, determined at the time the VOR station is calibrated.

Target Off-Block Time (TOBT): The time that an Aircraft Operator or Ground Handling Agent estimates that an aircraft will be ready, all doors closed, boarding bridge removed, push back vehicle available and ready to start up / push back immediately upon reception of clearance from the control tower.

Target Start-up Approval Time (TSAT): The time provided by ATC taking into account TOBT, CTOT and/or the traffic situation that an aircraft can expect start-up / push back approval.

Target Take-Off Time (TTOT): The Target Take Off Time taking into account the TOBT/TSAT plus the EXOT. Each TTOT on one runway is separated from other TTOT or TLDT to represent vortex and/ or SID separation between aircraft.

Taxiing. Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and landing.

Terminal control area. A control area normally established at the confluence of ATS routes in the vicinity of one or more major aerodromes.

Temporary reserved area (TRA): An airspace that is temporarily reserved and allocated for the specific use of a particular user during a determined period of time and through which other traffic may or may not be allowed to transit under air traffic control clearance.

Tower Supervisor/Tower Supervisory Officer(TSO): A senior rated Air Traffic Controller who is operationally overall responsible for Aerodrome Control units(CLD,SMC and TWR).

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Track. The projection on the earth’s surface of the path of an aircraft, the direction of which path at any point is usually expressed in degrees from North (true, magnetic or grid).

Traffic avoidance advice. Advice provided by an air traffic services unit specifying manoeuvres to assist a pilot to avoid a collision.

Traffic information. Information issued by an air traffic services unit to alert a pilot to other known or observed air traffic which may be in proximity to the position or intended route of flight and to help the pilot avoid a collision.

Transfer of control point. A defined point located along the flight path of an aircraft, at which the responsibility for providing air traffic control service to the aircraft is transferred from one control unit or control position to the next.

Transferring unit. Air traffic control unit in the process of transferring the responsibility for providing air traffic control service to an aircraft to the next air traffic control unit along the route of flight.

Transition altitude: The altitude at or below which the vertical position of an aircraft is controlled by reference to altimeter settings.

Transition layer: The airspace between the transition altitude and the transition level.

Transition level: The lowest flight level available for use above the transition altitude.

Uncertainty phase. A situation wherein uncertainty exists as to the safety of an aircraft and its occupants.

Unmanned aircraft (UA). An aircraft intended to be operated with no pilot on board.

Unmanned aircraft system (UAS). An aircraft and its associated elements, which are operated with no pilot on board.

VFR. The symbol used to designate the visual flight rules.

VFR flight. A flight conducted in accordance with the visual flight rules.

Visual approach: An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Visual flight rules (VFR): A set of rules governing the conduct of flight under VMC.

Visual meteorological conditions (VMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or better than specified minima.

Note. — The specified minima are contained in CAR Section 9 Series C Part 1.

VMC. The symbol used to designate visual meteorological conditions.

Waypoint. A specified geographical location used to define an area navigation route or the flight path of an aircraft employing area navigation.

Waypoints are identified as either:

Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception of the next segment of a route or procedure, or Flyover waypoint. A waypoint at which a turn is initiated in order to join the next segment of a route or procedure.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2. GENERAL

2.1 Establishment of authority

2.1.1 Air Traffic Services shall be provided: — over entire airspace over Indian Territory including territorial water except the special use airspace, — the airspace delegated to India by another State and — the airspace over high seas for which the responsibility has been delegated by ICAO as per Regional Air Navigation Agreement.

Such Air Traffic Services shall be established and provided in accordance with the provisions of this CAR.

Note. — The delegation of such a responsibility of providing air traffic services would be without derogation of the national sovereignty of delegating State. The providing State’s responsibility would be limited to technical and operational considerations only and would not extend beyond those pertaining to the safety and expedition of aircraft using the concerned airspace. The delegating State would not withdraw or modify the facilities and services without prior consultation with the providing State. Such an agreement may be terminated at any time by the both the delegating and the providing States.

2.1.2 Air Traffic Services, over those portions of the airspace over high seas or in airspace of undetermined sovereignty, shall be provided on the basis of regional air navigation agreements. India on accepting the responsibility to provide air traffic services in such portions of airspace shall arrange for the services to be established and provided in accordance with the provisions of this CAR.

Note.. — The phrase “regional air navigation agreements” refers to the agreements approved by the Council of ICAO normally on the advice of Regional Air Navigation Meetings.

2.1.3 Airports Authority of India is the statutory authority responsible for providing Air Traffic Services in India. No other agency shall provide an Air Traffic Service unless approved by the DGCA.

2.1.3.1 (a) Air Navigation Service Provider responsible for provision of Air Traffic Services shall develop policies and procedures to enable recruitment and retention of appropriately qualified and experienced ATS staff.

b) Air Navigation Services Provider shall carry out a comprehensive manpower assessment of overall Air Traffic Controllers requirement once in three years or as per the air-traffic demands, whichever is less, considering the present scenario alongwith future growth of air traffic 22CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 and submit to DGCA.

(c) Air Navigation Services Provider shall adapt a periodical recruitment of Air Traffic Controllers so that all air traffic services units are adequately manned to provide safe air traffic services.

(d) The head of human resources of the Air Navigation Services Provider shall be accountable for recruitment and retention of adequate number of Air Traffic Controllers in the Air Navigation Service Provider organisation.

2.1.3.2 (a) Air Navigation Service Provider responsible for provision of Air Traffic Services shall develop and implement training programme for its ATS staff.

(b)The training program for Air Traffic Controllers shall be based on national regulations such as Acts, rules and Civil Aviation Requirements and guidance material published by DGCA.

(c) The ATS-in-Charge shall conduct annual refresher programs and sensitization programs during major changes national regulations, safety issues and recent developments pertaining to Air Traffic Services for all air traffic controllers at the airport.

2.1.3.3 Air Navigation Service Provider responsible for provision of Air Traffic Services shall develop policies and procedures for determining the capacity of the ATS system, including the number of staff required to ensure the provision of an adequate ATS system.

2.1.4 The air traffic service provider shall publish detail of each ATS that is

provided in particular airspace or for a particular aerodrome, including the hours during which the service is available. This information shall be published in AIP India.

2.1.5 Each ATS station of an airport shall develop an Air Traffic Services Operations manual.

2.1.6 The Air Navigation Services Provider shall ensure that such manuals at ATS stations are maintained in an uniform format as approved by DGCA

2.2 Objectives of the air traffic services

The objectives of the air traffic services shall be to: a) prevent collisions between aircraft; b) prevent collisions between aircraft on the manoeuvring area and obstructions on that area;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 c) expedite and maintain an orderly flow of air traffic; d) provide advice and information useful for the safe and efficient conduct of flights; e) notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required.

2.3 Divisions of the air traffic services The air traffic services shall comprise three services identified as follows.

2.3.1 The air traffic control service, to accomplish objectives a), b) and c) of 2.2,

this service being divided in three parts as follows: a) Area control service: the provision of air traffic control service for controlled flights, except for those parts of such flights described in 2.3.1 b) and c), in order to accomplish objectives a) and c) of 2.2;

b) Approach control service: the provision of air traffic control service for those parts of controlled flights associated with arrival or departure, in

order to accomplish objectives a) and c) of 2.2; c) Aerodrome control service: the provision of air traffic control service for aerodrome traffic, except for those parts of flights described in 2.3.1 b), in

order to accomplish objectives a), b) and c) of 2.2.

2.3.2 The flight information service, to accomplish objective d) of 2.2.

2.3.3 The alerting service, to accomplish objective e) of 2.2.

2.4 Determination of the need for air traffic services

2.4.1 The need for the provision of air traffic services shall be determined by

consideration of the following: a) the types of air traffic involved; b) the density of air traffic; c) the meteorological conditions; d) the complexity of airspace ; e) such other factors as may be relevant.

2.4.2 The carriage of airborne collision avoidance systems (ACAS) by aircraft in a 24CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 given area shall not be a factor in determining the need for air traffic services in that area.

2.5 Designation of the portions of the airspace and controlled aerodromes where air traffic services will be provided

2.5.1 When it has been determined that air traffic services will be provided in particular portions of the airspace or at particular aerodromes, then those portions of the airspace or those aerodromes shall be designated in relation to the air traffic services that are to be provided.

2.5.2 The designation of the particular portions of the airspace or the particular

aerodromes shall be as follows:

2.5.2.1 Flight information regions. Those portions of the airspace where it is determined that flight information service and alerting service will be

provided shall be designated as flight information regions.

2.5.2.2 Control areas and control zones

2.5.2.2.1 Those portions of the airspace where it is determined that air traffic control service will be provided to IFR flights shall be designated as control areas or control zones.

2.5.2.2.1.1 Those portions of controlled airspace wherein it is determined that air traffic control service will also be provided to VFR flights shall be designated as Classes B, C, or D airspace.

2.5.2.2.2 Where designated within a flight information region, control areas and control zones shall form part of that flight information region.

2.5.2.3 Controlled aerodromes. Those aerodromes where it is determined that air traffic control service will be provided to aerodrome traffic shall be designated as controlled aerodromes.

2.6 Classification of airspaces

2.6.1 ATS airspaces shall be classified and designated in accordance with the

following:

Class A. IFR flights only are permitted, all flights are provided with air traffic control service and are separated from each other.

Class B. IFR and VFR flights are permitted, all flights are provided with air traffic control service and are separated from each other.

Class C. IFR and VFR flights are permitted, all flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and 25CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 receive traffic information in respect of other VFR flights.

Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect of all other flights.

Class E. IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information as far as is practical. Class E shall not be used for control zones.

Class F. IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested.

Class G. IFR and VFR flights are permitted and receive flight information service if requested.

2.6.2 Airspace classes have been classified in AIP India ENR 1.4.

2.6.3 The requirements for flights within each class of airspace shall be as shown in the table in Appendix 4.

Note.— Where the ATS airspaces adjoin vertically, i.e. one above the other, flights at a common level would comply with requirements of, and be given services applicable to, the less restrictive class of airspace. In applying these criteria, Class B airspace is therefore considered less restrictive than Class A airspace; Class C airspace less restrictive than Class B airspace, etc.

2.7 Performance-based navigation (PBN) operations

2.7.1 In applying performance-based navigation, navigation specifications shall be prescribed by the ATS provider. When applicable, the navigation specification(s) for designated areas, tracks or ATS routes shall be prescribed on the basis of regional air navigation agreements. In designating a navigation specification, limitations may apply as a result of navigation infrastructure constraints or specific navigation functionality requirements.

2.7.2 Performance-based navigation operations shall be implemented as soon as practicable.

2.7.3 The prescribed navigation specification shall be appropriate to the level of communications, navigation and air traffic services provided in the airspace concerned.

Note. — Applicable guidance on performance-based navigation is published in 26CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 the Performance- Based Navigation Performance Manual (Doc 9613).

2.8 Performance-based communication (PBC) operations

2.8.1. In applying performance-based communication (PBC), RCP specifications shall be prescribed. When applicable, the RCP specification(s) shall be prescribed on the basis of regional air navigation agreements.

Note. — In prescribing an RCP specification, limitations may apply as a result of communication infrastructure constraints or specific communication functionality requirements.

2.8.2 The prescribed RCP specification shall be appropriate to the air traffic services provided.

Note. — Information on the performance-based communication and surveillance

(PBCS) concept and guidance material on its implementation are contained in the Performance-based Communication and Surveillance (PBCS) Manual(Doc 9869).

2.9 Performance-based surveillance (PBS) operations

2.9.1 In applying performance-based surveillance (PBS), RSP specifications shall be prescribed. When applicable, the RSP specification(s) shall be prescribed on the basis of regional air navigation agreements.

Note. — In prescribing an RSP specification, limitations may apply as a result of surveillance infrastructure constraints or specific surveillance functionality requirements.

2.9.2 The prescribed RSP specification shall be appropriate to the air traffic services provided.

2.9.3 Where an RSP specification has been prescribed for performance-based surveillance, ATS units shall be provided with equipment capable of performance consistent with the prescribed RSP specification(s).

Note. — Information on the PBCS concept and guidance material on its implementation are contained in the Performance-based Communication and Surveillance (PBCS) Manual (Doc 9869).

2.10 Establishment and designation of the units providing air traffic services The air traffic services shall be provided by units established and

designated as follows:

2.10.1 Flight information centres shall be established to provide flight information service and alerting service within flight information regions, unless the responsibility of providing such services within a flight information region is assigned to an air traffic control unit having adequate facilities for the discharge of such responsibility.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Note. — This does not preclude delegating to other units the function of providing certain elements of the flight information service.

2.10.2 Air traffic control units shall be established to provide air traffic control service, flight information service and alerting service within control areas, control zones and at controlled aerodromes.

Note. — The services to be provided by various air traffic control units are indicated in 3.2.

2.11 Specifications for flight information regions, control areas and control zones

2.11.1 The delineation of airspace, wherein air traffic services are to be provided, shall be related to the nature of the route structure and the need for efficient service.

Note — Where delineation of airspace is made by reference to national boundaries there is a need for suitably sited transfer points to be mutually agreed upon.

2.11.2 Flight information regions

2.11.2.1 Flight information regions shall be delineated to cover the whole of the air route structure to be served by such regions.

2.11.2.2 A flight information region shall include all airspace within its lateral limits, except as limited by an upper flight information region.

2.11.2.3 Where a flight information region is limited by an upper flight Information region, the lower limit specified for the upper flight information region shall constitute the upper vertical limit of the flight information region and shall coincide with a VFR cruising level of the tables in Appendix 3 to CAR Section 9, Series ‘C’ Part I.

Note. — In cases where an upper flight information region is established the procedures applicable therein need not be identical with those applicable in the underlying flight information region.

2.11.3 Control areas

2.11.3.1 Control areas including, inter alia, airways and terminal control areas shall be delineated so as to encompass sufficient airspace to contain the flight paths of those IFR flights or portions thereof to which it is desired to provide the applicable parts of the air traffic control service, taking into account the capabilities of the navigation aids normally used in that area.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Note. — In a control area other than one formed by a system of airways,a system of routes may be established to facilitate the provision of air traffic control.

2.11.3.2 A lower limit of a control area shall be established at a height above the ground or water of not less than 200 m (700 ft).

Note. — This does not imply that the lower limit has to be established uniformly in a given control area (see Figure A-5 of the Air Traffic Services Planning Manual (Doc 9426), Part I, Section 2, Chapter 3).

2.11.3.2.1 The lower limit of a control area shall, when practicable and desirable in order to allow freedom of action for VFR flights below the control area, be established at a greater height than the minimum specified in 2.11.3.2

2.11.3.2.2 When the lower limit of a control area is above 900 m(3000 ft) MSL it should coincide with a VFR cruising level of the tables in Appendix 3 of CAR Section 9, Series ‘C’ Part I.

Note.— This implies that the selected VFR cruising level be such that expected local atmospheric pressure variations do not result in a lowering of this limit to a height of less than 200 m (700 ft) above ground or water.

2.11.3.3 An upper limit of a control area shall be established when either: a) air traffic control service will not be provided above such upper limit; or b) the control area is situated below an upper control area, in which case the upper limit shall coincide with the lower limit of the upper control area.

When established, such upper limit shall coincide with a VFR cruising level of the tables in Appendix 3 of CAR Section 9, Series ‘C’ Part I.

2.11.3.4. Control areas(Operational sectors) shall not be combined or split unless otherwise approved by the ATS-In-Charge / Watch Supervisory Officer of the Air Traffic Services.

2.11.4 Flight information regions or control areas in the upper airspace Where it is desirable to limit the number of flight information regions or control areas through which high flying aircraft would otherwise have to operate, a flight information region or control area, as appropriate, shall be delineated to include the upper airspace within the lateral limits of a number of lower flight information regions or control areas.

2.11.5 Control zones 29CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.11.5.1 The lateral limits of control zones shall encompass at least those portions of the airspace, which are not within control areas, containing the paths of IFR flights arriving at and departing from aerodromes to be used under instrument meteorological conditions.

Note.— Aircraft holding in the vicinity of aerodromes are considered as arriving aircraft.

2.11.5.2 The lateral limits of a control zone shall extend to at least 9.3 km (5 NM) from the centre of the aerodrome or aerodromes concerned in the directions from which approaches may be made.

Note. — A control zone may include two or more aerodromes situated close together.

2.11.5.3 If a control zone is located within the lateral limits of a control area, it shall extend upwards from the surface of the earth to at least the lower limit of the control area.

Note. — An upper limit higher than the lower limit of the overlying control area may be established when desired.

2.11.5.4 If a control zone is located outside of the lateral limits of a control area, an upper limit should be established.

2.11.5.5 If it is desired to establish the upper limit of a control zone at a level higher than the lower limit of the control area established above it, or if the control zone is located outside of the lateral limits of a control area, its upper limit shall be established at a level which can easily be identified by pilots. When this limit is above 900 m (3000 ft) MSL it shall coincide with a VFR cruising level of the tables in Appendix 3, CAR Section 9, Series ‘C’ Part I.

Note.— This implies that, if used, the selected VFR cruising level be such that expected local atmospheric pressure variations do not result in a lowering of this limit to a height of less than 200 m (700 ft) above ground or water.

2.12 Identification of air traffic services units and airspaces

2.12.1 An area control centre or flight information centre shall be identified by the name of a nearby town or city or geographic feature.

2.12.2 An aerodrome control tower or approach control unit shall be identified by the name of the aerodrome at which it is located.

2.12.3 A control zone, control area or flight information region shall be identified by the name of the unit having jurisdiction over such airspace.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.13 Establishment and identification of ATS routes

2.13.1 When ATS routes are established, a protected airspace along each ATS route and a safe spacing between adjacent ATS routes shall be

provided.

2.13.2 When warranted by density, complexity or nature of the traffic, special routes shall be established for use by low-level traffic, including helicopters operating to and from helidecks on the high seas. When determining the lateral spacing between such routes, account shall be taken of the navigational means available and the navigation equipment carried on board helicopters.

2.13.3 ATS routes shall be identified by designators.

2.13.4 Designators for ATS routes other than standard departure and arrival routes shall be selected in accordance with the principles set forth in Appendix 1.

2.13.5 Standard departure and arrival routes and associated procedures shall be identified in accordance with the principles set forth in Appendix 3.

Note 1. — Guidance material relating to the establishment of ATS routes is contained in the Air Traffic Services Planning Manual (Doc 9426).

Note 2. — Guidance material relating to the establishment of ATS routes defined by VOR and spacing between parallel tracks and parallel ATS route defined by VOR is contained in Attachment A.

Note 3. — The spacing between parallel track s or between parallel ATS route centre lines based on performance-based navigation will be dependent upon the relevant navigation specification required.

2.14 Establishment of change-over points

2.14.1 Change- over points shall be established on ATS route segments defined by reference to very high frequency omnidirectional radio ranges where this will assist accurate navigation along the route segments. The establishment of change-over points shall be limited to route segments of 110 km (60 NM) or more, except where the complexity of ATS routes, the density of navigation aids or other technical and operational reasons warrant the establishment of change- over points on shorter route segments.

2.14.2 Unless otherwise established in relation to the performance of the navigation aids or frequency protection criteria, the change-over point on a route segment shall be the mid- point between the facilities in the case of a straight route segment or the intersection of radials in the case of a route segment which changes direction between the facilities.

31CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Note. — Guidance on the establishment of change-over points is contained in Attachment A.

2.15 Establishment and identification of significant points

2.15.1 Significant points shall be established for the purpose of defining an ATS route or instrument approach procedure and/or in relation to the requirements of air traffic services for information regarding the progress of aircraft in flight.

2.15.2 Significant points shall be identified by designators.

2.15.3 Significant points shall be established and identified in accordance with the principles set forth in Appendix 2.

2.16 Establishment and identification of standard routes for taxiing aircraft

2.16.1 Where necessary, standard routes for taxiing aircraft shall be established on an aerodrome between runways, aprons and maintenance areas. Such routes shall be direct, simple and where practicable, designed to avoid traffic conflicts.

2.16.2 Standard routes for taxiing aircraft shall be identified by designators distinctively different from those of the runways and ATS routes.

2.17 Coordination between the airline operator and air traffic services

2.17.1 Air traffic services units, in carrying out their objectives, shall have due regard for the requirements of the operators consequent on their obligations as specified in relevant CARs of Section 8 Series ‘O’, and, if so required by the operators, shall make available to them or their designated representatives such information as may be available to enable them or their designated representatives to carry out their responsibilities.

2.17.2 When so requested by an operator, messages (including position reports) received by air traffic services units and relating to the operation of the aircraft for which operational control service is provided by that operator shall, so far as practicable, be made available immediately to the operator or a designated representative in accordance with locally agreed procedures.

2.17.3 The watch supervisor of an Air Traffic Services centre, during an emergency to any aircraft, shall communicate all information notified to the Rescue Co-ordination Centre (RCC) whenever practicable, to the authorized representative of the aircraft operator without any delay.

2.17.4 Whenever the Air Traffic Services centre establishes that there may be an emergency, the aircraft operator shall make available, all information which may be of use to the and/or Search and Rescue, including aircraft tracking 32CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 information.

2.17.5 The air Traffic services unit shall endeavor to provide the position of aircraft to the relevant aircraft operator during loss of operator’s capability to track the aircraft.

2.17.6 The extent of delays in case of any unexpected aerodrome ground facility maintenance or degradation and other major delays shall be intimated to the airline operator as far as practicable.

2.17.7 To facilitate better flight planning by the airlines and to enhance safety, pre-coordinated flight levels between nearby ATS units, mentioned in the Letter of Agreements, may be informed to the airline operators.

Note : (a)Availability of filed Flight Plans at each ATS unit, after obtaining FIC and ADC number(s) by the aircraft operator, shall be ensured by WSO of the ATS station

(b) For aircraft subjected to unlawful interference, see 2.24.3.

2.18 Coordination between military authorities and air traffic services

2.18.1 Air traffic services authorities shall establish and maintain close cooperation with military authorities responsible for activities that may affect flights of civil aircraft.

2.18.2 Coordination of activities potentially hazardous to civil aircraft shall be effected in accordance with para 2.19.

2.18.3 Arrangements shall be made to permit information relevant to the safe and expeditious conduct of flights of civil aircraft to be promptly exchanged between air traffic services units and appropriate military units.

2.18.3.1 Air traffic services units shall, either routinely or on request, in accordance with locally agreed procedures, provide appropriate military units with pertinent flight plan and other data concerning flights of civil aircraft. In order to eliminate or reduce the need for interceptions, air traffic ser-vices authorities shall designate any areas or routes where the requirements of CAR Section 9, Series ‘E’ Part I concerning flight plans, two-way communications and position reporting apply to all flights to ensure that all pertinent data is available in appropriate air traffic services units specifically for the purpose of facilitating identification of civil aircraft.

Note. — For aircraft subjected to unlawful interference, see 2.24.3 and 2.25.1.3

2.18.3.2 Special procedures shall be established in order to ensure that: a) air traffic services units are notified if a military unit observes that an aircraft which is, or might be, a civil aircraft is approaching, or has entered, any area in which interception might become necessary ;

33CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 b) all possible efforts are made to confirm the identity of the aircraft and to provide it with the navigational guidance necessary to avoid the need for interception.

2.19 Coordination of activities potentially hazardous to civil aircraft

2.19.1 The arrangements for activities potentially hazardous to civil aircraft, whether over the territory of India or over the high seas, shall be coordinated with the appropriate air traffic services authorities. The coordination shall be effected early enough to permit timely promulgation of information regarding the activities in accordance with the provisions of CAR Section 9 Series ‘I’ Part 1.

2.19.1.1 If the appropriate ATS authority is not that of India where the organization planning the activities is located, initial coordination shall be effected through the ATS authority responsible for the airspace over the State where the organization is located.

2.19.2 The objective of the coordination shall be to achieve the best arrangements which will avoid hazards to civil aircraft and minimize interference with the normal operations of such aircraft.

2.19.2.1 In determining these arrangements the following should be applied: a) the locations or areas, times and durations for the activities should be selected to avoid closure or realignment of established ATS routes, blocking of the most economic flight levels, or delays of scheduled aircraft operations, unless no other options exist;

b) the size of the airspace designated for the conduct of the activities should be kept as small as possible; c) direct communication between the appropriate ATS authority or air traffic services unit and the organization or unit conducting the activities should be provided for use in the event that civil aircraft emergencies or other unforeseen circumstances require discontinuation of the activities.

2.19.3 The appropriate ATS authority shall ensure that a safety risk assessment is conducted, as soon as practicable, for activities potentially hazardous to civil aircraft and that appropriate risk mitigation measures are implemented.

Note 1.— Such risk mitigation measures may include, but would not be limited to, airspace restriction or temporary withdrawal of established ATS routes or portions thereof.

Note 2.— Guidance on safety risk management can be found in the Safety Management Manual (SMM) (Doc 9859).

2.19.3.1 Procedures shall be established to enable the organization or unit 34CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 conducting or identifying activities potentially hazardous to civil aircraft to contribute to the safety risk assessment in order to facilitate consideration of all relevant safety significant factors.

Note.— Guidance on collaborative decision-making (CDM) processes for safety risk assessment and promulgation through NOTAM that could involve military authorities can be found in the Manual Concerning Safety Measures Relating to Military Activities Potentially Hazardous to Civil Aircraft Operations (Doc 9554).

2.19.4 The appropriate ATS authorities shall be responsible for initiating the promulgation of information regarding the activities.

2.19.5 If activities potentially hazardous to civil aircraft take place on a regular or continuing basis, special committees shall be established as required to ensure that the requirements of all parties concerned are adequately coordinated.

2.19.6 A special committee shall be constituted by ATS-in-charge involving all stakeholders and a Standard Operating Procedure (SOP) shall be made by Air Traffic Services in co-ordination with aerodrome operator and all stakeholders including local authorities for mitigating the risk arising due to unauthorized operation of Remotely Piloted Aircraft System (RPAS) over the airspace and within the airport.

2.19.7 Adequate steps shall be taken to prevent emission of laser beams from adversely affecting flight operations.

(a) A Local laser working group (LLWG) shall be constituted at all airports and an SOP shall be made by aerodrome operator in co-ordination with Air Traffic Services for preventing and mitigation of LASER beam affecting flight safety.

(b) The special committee convened to mitigate the LASER beams in and around the airport shall meet on a periodical basis as mentioned in the SOP. The committee shall review the incidents and adapt mitigation measures to prevent the hazardous emission of LASER beams in the airspace Note — Guidance material regarding the hazardous effects of laser emitters on flight operations is contained in the Manual on Laser Emitters and Flight Safety (Doc 9815).

2.19.8 In order to provide added airspace capacity and to improve efficiency and flexibility of aircraft operations, procedures shall be established for flexible use of airspace reserved for military or other special activities. The procedures should permit all airspace users to have safe access to such reserved airspace.

2.20 Aeronautical data 35CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.20.1 Determination and reporting of air traffic services-related aeronautical data shall be in accordance with the accuracy and integrity classification required to meet the needs of the end-user of aeronautical data.

Note. — Specifications concerning the accuracy and integrity classification of air traffic services- related aeronautical data are contained in PANS-AIM (Doc 10066), Appendix 1.

2.20.2 Digital data error detection techniques shall be used during the transmission and/or storage of aeronautical data and digital data sets.

Note. - Detailed specifications concerning digital data error detection techniques are contained in PANS-AIM (Doc 10066).

2.21 Coordination between meteorological service provider and air traffic services authority

2.21.1 To ensure that aircraft receive the most up-to-date meteorological information for aircraft operations, arrangements shall be made, where necessary, between the meteorological service provider and the appropriate

ATS authority for air traffic services personnel: a) in addition to using indicating instruments, to report, if observed by air traffic services personnel or communicated by aircraft, such other meteorological elements as may be agreed upon;

b) to report as soon as possible to the associated meteorological office meteorological phenomena of operational significance, if observed by air traffic services personnel or communicated by aircraft, which have not been included in the aerodrome meteorological report;

c) to report as soon as possible to the associated meteorological office pertinent information concerning pre-eruption volcanic activity, volcanic eruptions and information concerning volcanic ash cloud. In addition, area control centres and flight information centres shall report the information to the associated meteorological watch office and volcanic ash advisory centres (VAACs).

Note 1. — VAACs are designated by regional air navigation agreements in accordance with CAR Section 9 Series M Part 1.

Note 2. — See 4.2.3 regarding transmission of special air-reports.

2.21.2 Close coordination shall be maintained between area control centers, flight information centers and associated meteorological watch offices to ensure that information on volcanic ash included in NOTAM and SIGMET information is consistent.

2.21.3 During adverse weather conditions affecting aircraft safety when it is foreseen that there may be a disruption of aircraft operations, the aerodrome operator, shall convene a committee in co-ordination with ATS-in-Charge, aviation MET services, Communications Navigation and Surveillance (CNS) representatives and all aircraft operators 36CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 operating at the airport, for early dissemination of information and decision on closure of airport if any.

2.21.4 The MET services Provider should make available real-time Runway Visual Range data online at all CAT III /CAT II ILS equipped airports, for efficient flow of aircraft operations.

2.21.5 A Tower Meteorological Observer space for provisioning real time update and Meteorological services shall be established at all aerodrome control Towers of international airports by the ATS-in- charge of the airport. The Met-in-Charge of the airport shall nominate trained officials for carrying out the Tower Meteorological Observer functions.

2.21.6 The ATS-In-Charge of the ATS station shall be responsible for allocating the space for Tower Meteorological Observer .

2.21.7 The Tower Meteorological Observer position shall be manned at all times of aircraft operations by Met officials and Met-Officer-in Charge of the airport, shall be responsible for ensuring that MET personal are present at all times. A log register for recording the time –in and time out of the Tower Met observer seat shall be maintained.

2.21.8 For MET data not available in Online MET Briefing System

(OLBS),MET authorities shall provide METAR and TAF information to the airline operators whenever requested .

2.21.9 MET Service Provider should provide forecast of adverse weather conditions to the Air Traffic Services or Airport Operations Control Centre (AOCC) at the earliest practicable.

2.22 Coordination between aeronautical information services and appropriate air traffic services authorities

2.22.1 To ensure that aeronautical information services units obtain information to enable them to provide up-to-date pre-flight information and to meet the need for in-flight information, arrangements shall be made between aeronautical information services and air traffic services authorities responsible for air traffic services to report to the responsible aeronautical information services unit, with a minimum of

delay: a) information on aerodrome conditions; b) the operational status of associated facilities, services and navigation aids within their area of responsibility; c) the occurrence of volcanic activity observed by air traffic services personnel or reported by aircraft; and 37CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 d) any other information considered to be of operational significance.

2.22.2 Before introducing changes to the air navigation system, due account shall be taken by the services responsible for such changes of the time needed by the aeronautical information service for the preparation, production and issuance of relevant material for promulgation. To ensure timely provision of the information to the aeronautical information service, close coordination between those services concerned is therefore required.

2.22.2 Of particular importance are changes to aero-nautical information that affect charts and/or computer-based navigation systems which qualify to be notified by the Aeronautical Information Regulation and Control

(AIRAC) system, as specified in CAR Section 9 Series I, Para 6. The predetermined, internationally agreed AIRAC effective dates shall be observed by the responsible air traffic services when submitting the raw information/data to aeronautical information services.

Note. — Detailed specifications concerning the AIRAC system are contained in PANS-AIM (Doc 10066), Chapter 6.

2.22.3 The air traffic services responsible for the provision of raw aeronautical information/data to the aeronautical information services shall do so while taking into account accuracy and integrity requirements required to meet the needs of the end-user of aeronautical data.

Note1.— Specifications concerning the accuracy and integrity classification of air traffic services-related aeronautical data are contained in PANS-AIM (Doc

10066), Appendix 1.

Note 2. — Specifications for the issue of a NOTAM, SNOWTAM and ASHTAM are contained in CAR Section 9 Series I Para 6.

Note 3. — Reports of volcanic activity comprise the information detailed in CAR

Section 9 Series M Part 1 Note 4. — AIRAC information is distributed by the aeronautical information service at least 42 days in advance of the AIRAC effective dates with the objective of reaching recipients at least 28 days in advance of the effective date.

Note 5. — The schedule of the predetermined, inter-nationally agreed AIRAC common effective dates at intervals of 28 days and guidance for the AIRAC use are contained in the Aeronautical Information Services Manual (Doc 8126,

Chapter 2, 2.6).

2.23 Minimum flight altitudes Minimum flight altitudes shall be determined and promulgated for each ATS route and control area over its territory. The minimum flight altitudes determined shall provide a minimum clearance above the controlling 38CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 obstacle located within the areas concerned.

Note - Information on Minimum flight altitudes for each ATS route and control areas are published in AIP India

2.24 Service to aircraft in the event of an emergency

2.24.1 An aircraft known or believed to be in a state of emergency, including being subjected to unlawful interference, shall be given maximum consideration, assistance and priority over other aircraft as may be necessitated by the circumstances.

Note. — To indicate that it is in a state of emergency, an aircraft equipped with an appropriate data link capability and/ or an SSR transponder might operate the

equipment as follows: a) on Mode A, Code 7700 ; or b) on Mode A, Code 7500 , to indicate specifically that it is being subjected to unlawful interference; and / or c) activate the appropriate emergency and/or urgency capability of ADS-B or ADS-C;and or d) transmit the appropriate emergency message via CPDLC.

2.24.1.1 In communications between ATS units and aircraft in the event of an emergency, Human Factors principles shall be observed.

Note. — Guidance material on Human Factors principles can be found in the Human Factors Training Manual (Doc 9683).

2.24.2 When an occurrence of unlawful interference with an aircraft takes place or is suspected, ATS units shall attend promptly to requests by the aircraft.

Information pertinent to the safe conduct of the flight shall continue to be transmitted and necessary action shall be taken to expedite the conduct of all phases of the flight, especially the safe landing of the aircraft.

2.24.3 When an occurrence of unlawful interference with an aircraft takes place or is suspected, ATS units shall, in accordance with locally agreed procedures, immediately inform the appropriate authority and exchange necessary information with the operator or its designated representative.

Note 1. — A strayed or unidentified aircraft may be suspected as being the subject of unlawful interference. See 2.25.1.3.

Note 2. — Procedures relating to the handling of strayed or unidentified aircraft are contained in 2.25.1.

Note 3.—PANS-ATM , Chapter 15, 15.1.3 contains more specific procedures related to unlawful interference 39CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.24.4 The Air Traffic Services provider shall develop a Standard Operating Procedure(SOP) , for immediate co-ordination with neighboring airports during adverse weather conditions involving flight disruptions during non- availability of any aerodrome and/or ANS facility at an airport ..

2.25 Radio communications contingencies

2.25.1 General ATC contingencies related to communications, i.e. circumstances preventing a controller from communicating with aircraft under control, may be caused by either a failure of ground radio equipment, a failure of airborne equipment, or by the control frequency being inadvertently blocked by an aircraft transmitter. The duration of such events may be for prolonged periods and appropriate action to ensure that the safety of aircraft is not affected should therefore be taken immediately. Station level RCF procedure shall be developed at all airports

2.25.2 Ground Radio Failure

2.25.2.1 In the event of complete failure of the ground radio equipment used for ATC, the controller shall: a) where aircraft are required to keep a listening watch on the emergency frequency 121.5 MHz, attempt to establish radio communications on that frequency;

b) without delay inform all adjacent control positions or ATC units, as applicable, of the failure; c) appraise such positions or units of the current traffic situation; d) if practicable, request their assistance, in respect of aircraft which may establish communications with those positions or units, in establishing separation between and maintaining control of such aircraft; and e) instruct adjacent control positions or ATC units to hold or re-route all controlled flights outside the area of responsibility of the position or ATC unit that has experienced the failure until such time that the provision of normal services can be resumed.

2.25.2.2 In order to reduce the impact of complete ground radio equipment failure on the safety of air traffic, the appropriate ATS authority shall establish contingency procedures to be followed by control positions and ATC units in the event of such failures. Where feasible and practicable, such contingency procedures should provide for the delegation of control to an adjacent control position or ATC unit in order to permit a minimum level of services to be provided as soon as possible, following the ground radio failure and until normal operations can be resumed.

2.25.3 Blocked Frequency In the event that the control frequency is inadvertently blocked by an aircraft transmitter, the following additional steps shall be taken:

40CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 a) attempt to identify the aircraft concerned; b) if the aircraft blocking the frequency is identified, attempts should be made to establish communication with that aircraft, e.g. on the emergency frequency 121.5 MHz, by SELCAL, through the aircraft operator’s company frequency if applicable, on any VHF frequency designated for air- to-air use by flight crews or any other communication means or, if the aircraft is on the ground, by direct contact;

c) if communication is established with the aircraft concerned, the flight crew shall be instructed to take immediate action to stop inadvertent transmissions on the affected control frequency.

2.25.4 Unauthorised use of ATC frequency

2.25.4.1 Instances of false and deceptive transmissions on ATC frequencies which may impair the safety of aircraft can occasionally occur.

In the event of such occurrences, the ATC unit concerned should: a) correct any false or deceptive instructions or clearances which have been transmitted; b) advise all aircraft on the affected frequency(ies) that false and deceptive instructions or clearances are being transmitted;

c) instruct all aircraft on the affected frequency(ies) to verify instructions and clearances before taking action to comply; d) if practical, instruct aircraft to change to another frequency; and e) if possible, advise all aircraft affected when the false and deceptive instructions or clearances are no longer being transmitted.

2.25.4.2 Flight crews shall challenge or verify with the ATC unit concerned any instruction or clearance issued to them which they suspect may be false or deceptive.

2.25.4.3 When the transmission of false or deceptive instructions and clearances is detected, the appropriate authority shall take all necessary action to have the transmitter located and the transmission terminated.

2.25.4.4 Station level RCF procedure shall be developed at all airports

2.25 2.26 In-flight contingencies

2.26.1 Strayed or unidentified aircraft Note 1. — The terms “strayed aircraft” and “unidentified aircraft” in this

paragraph have the following meanings:

Strayed aircraft. An aircraft which has deviated significantly from its intended track or which reports that it is lost.

41CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Unidentified aircraft. An aircraft which has been observed or reported to be operating in a given area but whose identity has not been established.

Note 2. — An aircraft may be considered, at the same time, as a “strayed aircraft” by one unit and as an “unidentified aircraft” by another unit.

Note 3. — A strayed or unidentified aircraft may be suspected as being the subject of unlawful interference.

2.26.1.1 As soon as an air traffic services unit becomes aware of a strayed aircraft it shall take all necessary steps as outlined in 2.26.1.1.1 and 2.26.1.1.2 to assist the aircraft and to safeguard its flight.

Note. — Navigational assistance by an air traffic services unit is particularly important if the unit becomes aware of an aircraft straying, or about to stray, into an area where there is a risk of interception or other hazard to its safety.

2.26.1.1.1.If the aircraft’s position is not known, the air traffic services unit

shall: a) attempt to establish two-way communication with the aircraft, unless such communication already exists; b) use all available means to determine its position; c) inform other ATS units into whose area the aircraft may have strayed or may stray, taking into account all the factors which may have affected the navigation of the aircraft in the circumstances;

d) inform, in accordance with locally agreed procedures, appropriate military units and provide them with pertinent flight plan and other data concerning strayed aircraft; e) request from the units referred to in c) and d) and from other aircraft in flight every assistance in establishing communication with the aircraft and determining its position.

Note —The requirements in d) and e) apply also to ATS units informed in accordance with c).

2.26.1.1.2 When the aircraft’s position is established, the air traffic services

unit shall : a) advise the aircraft of its position and corrective action to be taken; and b) provide, as necessary, other ATS units and appropriate military units with relevant information concerning the strayed aircraft and any advice given to that aircraft.

42CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.26.1.2 As soon as an air traffic services unit becomes aware of an unidentified aircraft in its area, it shall endeavour to establish the identity of the aircraft whenever this is necessary for the provision of air traffic services or required by the appropriate military authorities in accordance with locally agreed procedures. To this end, the air traffic services unit shall take such of the following steps as are appropriate in the

circumstances: a) attempt to establish two-way communication with the aircraft; b) inquire of other air traffic services units within the flight information region about the flight and request their assistance in establishing two- way communication with the aircraft;

c) inquire of air traffic services units serving the adjacent flight information regions about the flight and request their assistance in establishing two-way communication with the aircraft; d) attempt to obtain information from other aircraft in the area.

2.25.1.1.1 The air traffic services unit shall, as necessary, inform the appropriate military unit as soon as the identity of the aircraft has been established.

2.26.1.3 Should the ATS unit consider that a strayed or unidentified aircraft may be the subject of unlawful interference, the appropriate authority shall immediately be informed, in accordance with locally agreed procedures.

2.26.2 Interception of civil aircraft

2.26.2.1 As soon as an air traffic services unit learns that an aircraft is being intercepted in its area of responsibility, it shall take such of the

following steps as are appropriate in the circumstances: a) attempt to establish two-way communication with the intercepted aircraft via any means available, including the emergency radio frequency 121.5 MHz, unless such communication already exists;

b) inform the pilot of the intercepted aircraft of the interception; c) establish contact with the intercept control unit maintaining two-way communication with the intercepting aircraft and provide it with available information concerning the aircraft;

d) relay messages between the intercepting aircraft or the intercept control unit and the intercepted aircraft, as necessary; e) in close coordination with the intercept control unit take all necessary steps to ensure the safety of the intercepted aircraft;

f) inform ATS units serving adjacent flight information regions if it appears 43CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 that the aircraft has strayed from such adjacent flight information regions.

2.26.2.2 As soon as an air traffic services unit learns that an aircraft is being intercepted outside its area of responsibility, it shall take such of the

following steps as are appropriate in the circumstances: a) inform the ATS unit serving the airspace in which the interception is taking place, providing this unit with available information that will assist in identifying the aircraft and requesting it to take action in accordance with 2.26.2.1;

b) relay messages between the intercepted aircraft and the appropriate ATS unit, the intercept control unit or the intercepting aircraft.

2.27 Time in air traffic services

2.27.1 Air traffic services units shall use Coordinated Universal Time (UTC) and shall express the time in hours and minutes and, when required, seconds of the 24-hour day beginning at midnight.

2.27.2 Air traffic services units shall be equipped with clocks indicating the time in hours, minutes and seconds, clearly visible from each operating position in the unit concerned.

2.27.3 Air traffic services unit clocks and other time-recording devices shall be checked as necessary to ensure correct time to within plus or minus 30 seconds of UTC. Wherever data link communications are utilized by an air traffic services unit, clocks and other time-recording devices shall be checked as necessary to ensure correct time to within 1 second of UTC.

2.27.4 The correct time shall be obtained from a standard time station or, if not possible, from another unit which has obtained the correct time from such station.

2.27.5 Aerodrome control towers shall, prior to an aircraft taxiing for take- off, provide the pilot with the correct time, unless arrangements have been made for the pilot to obtain it from other sources. Air traffic services units shall, in addition, provide aircraft with the correct time on request. Time checks shall be given to the nearest half minute.

2.28 Establishment of requirements for carriage and operation of pressure-altitude reporting transponders Requirements for carriage and operation of pressure-altitude reporting transponders within defined portions of airspace has been given in CAR

Section 2 Series ‘O’ and Series ‘R’.

2.29 Fatigue management 44CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.29.1 The Air Traffic Service Provider, for managing fatigue in the provision of air traffic control services, shall comply with CAR Section 9 Series L Part VII - Watch duty time limitations and rest requirements of air traffic services personnel engaged in air traffic services.

2.29.2 The air traffic services provider, for the purposes of managing its fatigue-related safety risks, shall establish air traffic controller schedules to commensurate with the service(s) provided and in compliance with the prescriptive limitation regulations laid down in CAR Section 9 Series L Part VII - Watch duty time limitations and rest requirements of air traffic services personnel engaged in air traffic services.

2.29.3 The air traffic services provider shall: a) ensure that the limitations as specified in CAR Section 9 Series L Part VII are not exceeded and that non-duty period requirements are met. b) familiarize its personnel with the principles of fatigue management and its policies with regard to fatigue management.

Note. Complying with the prescriptive limitations regulations does not relieve the air traffic services provider of the responsibility to manage its risks, including fatigue-related risks, using its SMS in accordance with the provisions of CAR

Section 1 Series C Part 1.

(c) The ATS-in-Charge of an airport shall be responsible for the implementation of Fatigue Management regulations for ATCOs at the airport.

2.30 Safety management Note. — CAR Section 1 Series C Part 1 includes the safety management provisions applicable to ATS providers. Further guidance is contained in the Safety Management Manual (SMM) (Doc 9859) and associated procedures are contained in the PANS-ATM.

2.30.1 Any significant safety-related change to the ATC system, including the implementation of a reduced separation minimum or a new procedure, shall only be effected after a safety assessment has demonstrated that an acceptable level of safety will be met and users have been consulted. It shall be ensured that adequate provision is made for post-implementation monitoring to verify that the defined level of safety continues to be met.

Note — When, due to the nature of the change, the acceptable level of safety cannot be expressed in quantitative terms, the safety assessment may rely on operational judgment.

2.30.2 The ANSP shall ensure safety assessment process are implemented while planning, execution and commissioning stages on significant safety-related 45CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 change to the ATC system . Any change shall be carried out in three stages i.e. firstly design/concept ,secondly execution and thirdly commissioning. The safety assessment documents during following changes shall be submitted after being scrutinized/vetted by Aviation safety directorate of AAI, and further submitted to Air Navigation Services dte of DGCA for approval.

1.Implementation of change in separation minima

2.Changes in airspace(new control zones, Control areas, any airspace reorganization)

3.Design and amendments of RNP ,RNAV and International routes

4. Installation of new ATM Automation system

5.Transitioning to a new location for Air Traffic Services.

Safety assessment documents shall be submitted atleast 30 days in advance to DGCA for approvals.

2.30.3 ATC unit logbooks shall be maintained as per the guidelines issued by DGCA.

2.30.4 The significant safety related log entries shall be extracted and analyzed on a regular basis.

Note : (a) ED(ASM)/ED(ATM) of the ANSP ,AAI shall be responsible for timely submission Safety assessment proposals mentioned in para 2.30.2 to DGCA.

(b) The ATS-in-Charge of an airport shall be responsible for the upkeep and maintenance of ATC unit log-books

2.31 Common reference systems

2.31.1 Horizontal reference system

2.30.1.1 World Geodetic System — 1984 (WGS-84) shall be used as the horizontal (geodetic) reference system for air navigation.

Reported aeronautical geographical coordinates (indicating latitude and longitude) shall be expressed in terms of the WGS-84 geodetic reference datum.

Note. — Comprehensive guidance material concerning WGS-84 is contained in the World Geodetic System — 1984 (WGS-84) Manual (Doc 9674).

2.31.2 Vertical reference system

2.30.2.1 Mean sea level (MSL) datum, which gives the relationship of gravity-related height (elevation) to a surface known as the geoid, shall be used as the vertical reference system for air navigation.

Note. — The geoid globally most closely approximates MSL. It is defined as the equipotential surface in the gravity field of the Earth which coincides with the undisturbed MSL extended continuously through the continents.

2.31.3 Temporal reference system 46CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.31.3.1 The Gregorian calendar and Coordinated Universal Time

(UTC) shall be used as the temporal reference system for air navigation.

2.31.3.2 When a different temporal reference system is used, this shall be indicated in GEN 2.1.2 of Aeronautical Information Publication (AIP).

2.32 Language proficiency

2.32.1 An air traffic services provider shall ensure that air traffic controllers speak and understand the language(s) used for radiotelephony communications as specified in Annex 1.

2.32.2 Except when communications between air traffic control units are conducted in a mutually agreed language, the English language shall be used for such communications.

2.33 Contingency arrangements

2.33.1 Air traffic services authorities shall develop and promulgate contingency plans for implementation in the event of disruption, or potential disruption, of air traffic services and related supporting services in the airspace for which they are responsible for the provision of such services.

Such contingency plans shall be developed in coordination with the air traffic services authorities responsible for the provision of services in adjacent portions of airspace and with airspace users concerned.

Note 1. — Guidance material relating to the development, promulgation and implementation of contingency plans is contained in Attachment C.

Note 2. — Contingency plans may constitute a temporary deviation from the approved regional air navigation plans; such deviations are approved, as necessary, by the President of the ICAO Council on behalf of the Council.

2.33.2 Alternate ATC Site

(a) A designated alternate ATC site shall be established at all airports provisioning Air Traffic Control Services for contingency situations.

(b) The designated alternate ATC site shall be equipped with basic facilities including communication facilities, maps and charts,FPL strips and SOPs that ensure the continuity of operations of all ATS units, in such contingency situations

(c) A SOP shall be made on the operations of designated alternate ATC 47CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 site at each airport.

2.34 Identification and delineation of prohibited, restricted and danger areas

2.34.1 Each prohibited area, restricted area, or danger area established shall, upon initial establishment, be given an identification and full details shall be promulgated.

Note. — See PANS-AIM (Doc 10066), Appendix 2, ENR 5.1.

2.34.2 The identification so assigned shall be used to identify the area in all subsequent notifications pertaining to that area.

2.34.3 The identification shall be composed of a group of letters and

figures as follows: a) nationality letters for location indicators assigned to the State or territory which has established the airspace; b) a letter P for prohibited area, R for restricted area and D for danger area as appropriate; and c) a number, unduplicated within the State or territory concerned.

Note.—Nationality letters are those contained in Location Indicators (Doc 7910).

2.34.4 To avoid confusion, identification numbers shall not be reused for a period of at least one year after cancellation of the area to which they refer.

2.34.5 When a prohibited, restricted or danger area is established, the area should be as small as practicable and be contained within simple geometrical limits, so as to permit ease of reference by all concerned.

2.35 Instrument flight procedure design service An instrument flight procedure design service shall be in place in accordance with appendix 7.

Note: All airports with more than 20 aircraft movements per hour with surveillance environment, should have published CDO/CCO procedures.

2.36 : General requirements in ATS units

2.36.1 ATS tower units provisioning Aerodrome Control Service shall have a complete (360 degree ) unobstructed visual view of the aerodrome and vicinity, to the Air Traffic controller from his seating position.

Note:The para is applicable only for Tower buildings constructed after 48CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 effective date of CAR.

2.36.2 The Tower controller shall have unobstructed view of the entire movement area of the aerodrome, and if not practicable suitable aids such as CCTV clour vision PTZ cameras and ASMGCS shall be provided to the ATCO.

2.36.3 The working position of all ATCOs shall be provisioned with ergonomic work environment, confirming to ergonomic standards (ISO

11064), including adjustable height desks, anti-glare monitors, armrest chairs, accessible emergency controls and user friendly Human Machine interfaces.

2.36.4 All Air Traffic Control Towers shall be constructed with fire exits from Air Traffic Control units, in accordance with the prevalent National Building Code.

2.37 Fuel dumping

2.37.1 GENERAL

2.37.1.1 An aircraft in an emergency or other urgent situations may need to dump fuel so as to reduce to maximum landing mass in order to effect a safe landing.

2.37.1.2 When an aircraft operating within controlled airspace needs to dump fuel, the flight crew shall advise ATC. The ATC unit should then

coordinate with the flight crew the following: a) the route to be flown, which, if possible, should be clear of cities and towns, preferably over water and away from areas where thunderstorms have been reported or are expected;

b) the level to be used, which should be not less than 1 800 m (6 000 ft); and c) the duration of the fuel dumping.

2.37.2 Separation

2.37.2.1 Other known traffic should be separated from the aircraft dumping

fuel by: a) at least 19 km (10 NM) horizontally, but not behind the aircraft dumping fuel; b) vertical separation if behind the aircraft dumping fuel within 15 minutes flying time or a distance of 93 km (50 NM) by:

1) at least 300 m (1 000 ft) if above the aircraft dumping fuel; and

2) at least 900 m (3 000 ft) if below the aircraft dumping fuel.

49CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Note.— The horizontal boundaries of the area within which other traffic requires appropriate vertical separation extend for 19 km (10 NM) either side of the track flown by the aircraft which is dumping fuel, from 19 km (10 NM) ahead, to 93 km (50 NM) or 15 minutes along track behind it (including turns).

2.37.3 Communications If the aircraft will maintain radio silence during the fuel dumping operation, the frequency to be monitored by the flight crew and the time when radio silence will terminate should be agreed.

2.37.4 Information to other ATS units and non-controlled traffic A warning message shall be broadcast on appropriate frequencies for non- controlled traffic to remain clear of the area concerned. Adjacent ATC units and control sectors should be informed of the fuel dumping taking place and requested to broadcast on applicable frequencies an appropriate warning message for other traffic to remain clear of the area concerned. Upon completion of the fuel dumping, adjacent ATC units and control sectors should be advised that normal operations can be resumed.

2.38 Fuel emergency and minimum fuel Note 1.— General procedures to be applied when a pilot reports an emergency situation are contained in PANS-ATM Note 2.— Coordination procedures to be applied between transferring and accepting ATS units for flights in fuel emergency or minimum fuel situations are contained in PANS -ATM Chapter 10, 10.2.5.

Note 3.— The words MAYDAY FUEL describe the nature of the distress condition as required in Annex 10, Volume II, 5.3.2.1.1 b) 3.

When a pilot reports a state of minimum fuel, the controller shall inform the pilot as soon as practicable of any anticipated delays or that no delays are expected.

Note.— The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been reduced to a specific aerodrome of intended landing, and any change to the existing clearance may result in landing with less than planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur.

2.39 AIRSPACE MANAGEMENT (ASM)

2.39.1 Airspace Management should follow these guiding principles and

strategies: a) airspace is a common resource to be used by all stakeholders and 50CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 allocated as a result of coordination; b) all available airspace should be flexibly managed. Airspace boundaries should be adjusted to particular traffic flows and should not be constrained by national or facility boundaries;

c) dynamic flight trajectories should be accommodated and optimum operational solutions provided; d) when conditions require different types of traffic to be segregated by airspace organization, the size, shape and time regulation of that airspace should be set to minimize the impact on operations;

e) airspace use should be coordinated and monitored in order to accommodate the competing requirements of all users and to minimize any constraints on operations; f) airspace reservations should be planned in advance with requested changes accommodated dynamically whenever possible; and g) it should be possible to accommodate short-notice, unplanned requirements, while being cognizant that the complexity of operations may limit the degree of flexibility.

2.39.2 The ANSP shall implement airspace management in close co- ordination with military authorities for Flexible Utilization of Airspace(FUA).

2.39.3 The ANSP shall carry out periodical meetings with military authorities to ensure that the national airspace is optimally utilized.

2.39.4 The ANSP shall publish an Airspace Management Manual outlining the procedures and processes of airspace management. The Airspace Management manual shall be submitted for approval to DGCA.

2.39.5 The Airspace Management manual shall be revised once in five years.

2.40 Coordination between airport operator and air traffic services

authorities:

2.40.1 The ANSP shall establish a local co-ordination procedure with the airport operator regarding A-CDM measures which may be implemented through Airport Predictive Operations Centre (AOC)/AOCC as applicable and ANS matters pertaining to the airport.

2.40.2 The ANSP shall arrange for periodic meetings with the aerodrome operator on all issues pertaining to the safe and efficient aircraft operations at the airport.

2.40.3 Airport collaborative decision-making (A-CDM)

2.40.3.1 A-CDM shall be established at airports with more than 300 daily scheduled aircraft movements.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.40.3.2 Where A-CDM is implemented, a Letter of Agreement (LoA) shall be established by the ATC centre, aerodrome operator and ATFM nodal centre for A-CDM operations.

2.40.3.3 The airport operator shall develop an A-CDM manual in co- ordination with the ANSP outlining the roles and functions of each stakeholders at the airport.

2.40.3.4 Training sessions on A-CDM for ATCOs shall be organized for ATC and all stakeholders ,to familiarize operational staff with Airport CDM concepts and implementation. Yearly recurrent and refresher training sessions should be planned to cover changes and enhancements within the A CDM processes,.

2.41 Low Visibility Procedures (LVP)

2.41.1.Low visibility procedures should be implemented at all airports.

2.41.2. Low visibility operations shall be initiated and terminated only by the WSO of the ATS station. Low Visibility Procedures shall only be implemented when Safeguarding Procedures are completed and the airport is configured for low visibility operations.

2.41.3. Safeguarding Procedures :

Safeguarding Procedures shall be initiated when: a) The RVR is less than 1200 m or visibility is forecast to deteriorate to 800m or less; and/or b) The cloud ceiling is 400 ft and forecast to fall to 200 ft or less.

2.41.4.When meteorological conditions meet the criteria for LVP and airport is safeguarded, WSO shall implement Low Visibility Procedure and inform: a) Aerodrome Tower Supervisor (TSO). b) Approach Radar Controller (TAR) c) CNS-in-Charge or his representative d) MET-in-Charge or his representative

2.41.5 The LVP shall be implemented through the aerodrome control tower.

2.41.6 WSO may terminate LVP when: a) Meteorological conditions improve and TDZ, MID & END RVR are 800 m or more and/or the cloud ceiling is 200 ft or higher, and trend is for improvement for both runways; or, b) Facilities and equipment necessary for CAT II/CAT IIIA/CAT IIIB operations are degraded and/or the prevailing conditions are considered unsafe for such operations.

2.41.7 When Safeguarding Procedures are completed, but LVP is yet to be 52CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 initiated and subsequently meteorological conditions improve such that the visibility/RVR is more than 1200m, cloud ceiling is 400 ft or higher and both are forecast to remain above the required Safeguarding Procedures. criteria, WSO may cancel Safeguarding Procedures.

2.41.8 At airports where LVPs are established, Aeordrome Control Tower shall have the details of all vehicles, equipped with and without transponders, which are permitted to operate in the maneuvering area of the aerodrome.

2.41.9 Only transponder equipped vehicles shall be permitted by the aerodrome control tower, in the maneuvering area during CAT III operations of the airport.

2.41.10 At airports where LVPs are established, a yearly refresher training program on LVP shall be conducted to Air Traffic Services personnel, atleast one month prior to the onset of every Low visibility season.

2.41.11.Extraneous communications from ATC to arriving and departing aircraft should be avoided during critical phases of flight during low visibility operations. This period extends from shortly before MDA/H, DA/H or alert height to the later stages of landing roll. For aircraft on visual approaches, this period typically starts at least 30 m (100 ft) above ground level.

For departing aircraft, this period extends from the beginning of the take- off roll at least through the initial stage of departure. In cases where an aircraft emergency exists, this period may be considerably greater.

Examples of extraneous communications include such items as requests by ATC for taxiway exit intentions, requests for pilot reports or information on equipment failures not operationally relevant, and facility status changes such as taxiway closures not immediately affecting the operation.

2.41.12 On cancellation of LVP by WSO, TSO shall inform all concerned agencies and include “LOW VISIBILITY PROCEDURES ARE CANCELLED” in the subsequent two ATIS broadcasts

2.41.13 The WSO shall maintain record pertaining to details on implementation and cancellation of LVP at the airport.

3. AIR TRAFFIC CONTROL SERVICE

3.1 Application

Air traffic control service shall be provided: a) to all IFR flights in airspace Classes A, B, C, D and E; b) to all VFR flights in airspace Classes B, C and D; c) to all special VFR flights; d) to all aerodrome traffic at controlled aerodromes.

53CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

3.2 Provision of air traffic control service The parts of air traffic control service described in 2.3.1 shall be provided

by the various units as follows: a) Area control service:

1) by an area control centre; or

2) by the unit providing approach control service in a control zone or in a control area of limited extent which is designated primarily for the provision of approach control service and where no area control centre is established.

b) Approach control service:

1) by an aerodrome control tower or area control centre when it is necessary or desirable to combine under the responsibility of one unit the functions of the approach control service with those of the aerodrome control service or the area control service;

2) by an approach control unit when it is necessary or desirable to establish a separate unit. c) Aerodrome control service: by an aerodrome control tower.

Note. — The task of providing specified services on the apron, e.g. apron management service, may be assigned to an aerodrome control tower or to a separate unit.

3.3 Operation of air traffic control service

3.3.1 In order to provide air traffic control service, an air traffic control unit shall : a) be provided with information on the intended movement of each aircraft, or variations therefrom, and with current information on the actual progress of each aircraft;

b) determine from the information received, the relative positions of known aircraft to each other; c) issue clearances and information for the purpose of preventing collision between aircraft under its control and of expediting and maintaining an orderly flow of traffic;

d) coordinate clearances as necessary with other units:

1) whenever an aircraft might otherwise conflict with traffic operated under the control of such other units;

2) before transferring control of an aircraft to such other units.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

3.3.2 Information on aircraft movements, together with a record of air traffic control clearances issued to such aircraft, shall be so displayed as to permit ready analysis in order to maintain an efficient flow of air traffic with adequate separation between aircraft.

3.3.3 It is recommended that air traffic control units be equipped with devices that record background communication and the aural environment at air traffic controller work stations, capable of retaining the information recorded during at least the last twenty-four hours of operation.

3.3.4 Clearances issued by air traffic control units shall provide separation: a) between all flights in airspace Classes A and B; b) between IFR flights in airspace Classes C, D and E; c) between IFR flights and VFR flights in airspace Class C;

d) between IFR flights and special VFR flights; e) between special VFR flights when so prescribed by the appropriate ATS authority, except that, when requested by an aircraft and if so prescribed by the appropriate ATS authority for the cases listed under b) above in airspace Classes D and E, a flight may be cleared without separation being so

provided in respect of a specific portion of the flight conducted in visual meteorological conditions.

3.3.5 Separation by an air traffic control unit shall be obtained by at least one of

the following: a) vertical separation, obtained by assigning different levels selected

from:

1) the appropriate tables of cruising levels in Appendix 3 of CAR

Section 9 Series ‘C’ Part I, or

2) a modified table of cruising levels, when so pre-scribed in accordance with Appendix 3 of CAR Section 9, Series ‘C’ Part I for flight above FL 410, except that the correlation of levels to track as prescribed therein shall not apply whenever otherwise indicated in appropriate aeronautical information publications or air traffic control clearances;

b) horizontal separation, obtained by providing:

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

1) longitudinal separation, by maintaining an interval between aircraft operating along the same, converging or reciprocal tracks, expressed in time or distance; or

2) lateral separation, by maintaining aircraft on different routes or in different geographical areas; c) composite separation, consisting of a combination of vertical separation and one of the other forms of separation contained in b) above, using minima for each which may be lower than, but not less than half of, those used for each of the combined elements when applied individually. Composite separation shall only be applied on the basis of regional air navigation agreements.

Note.—Guidance material relating to the implementation of composite lateral/vertical separation is contained in the Air Traffic Services Planning Manual (Doc 9426).

3.3.5.1 For all airspace where a reduced vertical separation minimum of 300 m (1000 ft) is applied between FL 290 and FL 410 inclusive, a programme shall be instituted, on a regional basis, for monitoring the height-keeping performance of aircraft operating at these levels, in order to ensure that continued application of this vertical separation minimum meets the safety objectives. The scope of regional monitoring programmes shall be adequate to conduct analyses of aircraft group performance and evaluate the stability of altimetry system error.

Note. — Guidance material relating to vertical separation and monitoring of height-keeping performance is contained in the Manual on Implementation of a 300 m (1000 ft) Vertical Separation Minimum between FL 290 and FL 410 Inclusive (Doc 9574)

3.3.5.2 Where RCP/RSP specifications are applied, programmes shall be instituted for monitoring the performance of the infrastructure and the participating aircraft against the appropriate RCP and/ or RSP specifications, to ensure that operations in the applicable airspace continue to meet safety objectives. The scope of monitoring programmes shall be adequate to evaluate communication and/ or surveillance performance, as applicable.

Note. —Guidance material relating to RCP and RSP specifications and monitoring of communication and surveillance performance is contained in the Performance-based Communication and Surveillance(PBCS) Manual (Doc 9869).

3.3.5.3 It is recommended that arrangements should be put in place, through inter- regional agreement, for the sharing between regions of data and/ or information from monitoring programmes.

3.4 Separation minima 56CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

3.4.1 The selection of separation minima for application within a given portion of

airspace shall be as follows: a) the separation minima shall be selected from those prescribed by the provisions of the PANS-ATM and the Regional Supplementary Procedures as applicable under the prevailing circumstances except that, where types of aids are used or circumstances prevail which are not covered by current ICAO provisions, other separation minima shall be

established as necessary by:

1) the appropriate ATS authority, following consultation with operators, for routes or portions of routes contained within the Indian airspace;

2) regional air navigation agreements for routes or portions of routes contained within airspace over the high seas or over areas of undetermined sovereignty.

Note. — Details of current separation minima prescribed by ICAO are contained in the PANS-ATM and the Regional Supplementary Procedures (Doc 7030). b) the selection of separation minima shall be made in consultation between the appropriate ATS authorities responsible for the provision of air traffic

services in neighbouring airspace when:

1) traffic will pass from one into the other of the neighbouring airspaces;

2) routes are closer to the common boundary of the neighbouring airspaces than the separation minima applicable in the circumstances.

Note. — The purpose of this provision is to ensure, in the first case, compatibility on both sides of the line of transfer of traffic, and, in the other case, adequate separation between aircraft operating on both sides of the common boundary.

3.4.2 Details of the selected separation minima and of their areas of application

shall be notified: a) to the ATS units concerned; and b) to pilots and operators through aeronautical information publications, where separation is based on the use by aircraft of specified navigation aids or specified navigation techniques.

3.4.3 ANSP should utilize optimal automation systems to commensurate the density and complexity of air traffic over its airspace for efficient operations.

3.4.4. AMAN and DMAN shall be functional at all airports with more than 300 57CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 scheduled aircraft movements on a daily basis.

3.5 Responsibility for control

3.5.1 Responsibility for control of individual flights A controlled flight shall be under the control of only one air traffic control unit at any given time.

3.5.2 Responsibility for control within a given block of airspace Responsibility for the control of all aircraft operating within a given block of airspace shall be vested in a single air traffic control unit. However, control of an aircraft or groups of aircraft may be delegated to other air traffic control units provided that coordination between all air traffic control units concerned is assured.

3.6 Transfer of responsibility for control

3.6.1 Place or time of transfer The responsibility for the control of an aircraft shall be transferred from

one air traffic control unit to another as follows:

3.6.1.1 Between two units providing area control service.

The responsibility for the control of an aircraft shall be transferred from a unit providing area control service in a control area to the unit providing area control service in an adjacent control area at the time of crossing the common control area boundary as estimated by the area control centre having control of the aircraft or at such other point or time as has been agreed between the two units.

3.6.1.2 Between a unit providing area control service and a unit providing approach control service. The responsibility for the control of an aircraft shall be transferred from a unit providing area control service to a unit providing approach control service, and vice versa, at a point or time agreed between the two units.

3.6.1.3 Between a unit providing approach control service and an aerodrome control tower

3.6.1.3.1 Arriving aircraft. The responsibility for the control of an arriving aircraft shall be transferred from the unit providing approach control service to the aerodrome control tower, when the aircraft:

a) is in the vicinity of the aerodrome, and:

1) it is considered that approach and landing will be completed in 58CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 visual reference to the ground, or

2) it has reached uninterrupted visual meteorological conditions, or b) is at a prescribed point or level, as specified in letters of agreement or ATS unit instructions; or c) has landed.

Note.— Even though there is an approach control unit, control of certain flights may be transferred directly from an area control centre to an aerodrome control tower and vice versa, by prior arrangement between the units concerned for the relevant part of approach control service to be provided by the area control centre or the aerodrome control tower, as applicable.

3.6.1.3.2 Departing aircraft. The responsibility for control of a departing aircraft shall be transferred from the aerodrome control tower to the unit

providing approach control service: a) when visual meteorological conditions prevail in the vicinity of

the aerodrome:

1) prior to the time the aircraft leaves the vicinity of the aerodrome, or

2) prior to the aircraft entering instrument meteorological conditions, or

3) at a prescribed point or level, as specified in letters of agreement or ATS unit instructions; b) when instrument meteorological conditions prevail at the aerodrome:

1) immediately after the aircraft is airborne, or

2) at a prescribed point or level, as specified in letters of agreement or ATS unit instructions.

Note. — See Note following 3.6.1.3.1.

3.6.1.4 Between control sectors/positions within the same air traffic control unit The responsibility for control of an aircraft shall be transferred from one control sector/position to another control sector/ position within the same air traffic control unit at a point, level or time, as specified in ATS unit instructions.

3.6.2 Coordination of transfer

3.6.2.1 Responsibility for control of an aircraft shall not be transferred from one air traffic control unit to another without the consent of the accepting control unit, which shall be obtained in accordance with 3.6.2.2, 3.6.2.2.1,

3.6.2.2.2 and 3.6.2.3.

3.6.2.2 The transferring control unit shall communicate to the accepting control unit the appropriate parts of the current flight plan and any control 59CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 information pertinent to the transfer requested.

3.6.2.2.1 Where transfer of control is to be effected using radar data or ADS- B, the control information pertinent to the transfer shall include information regarding the position and, if required, the track and speed of the aircraft, as observed by radar or ADS-B immediately prior to the transfer.

3.6.2.2.2 Where transfer of control is to be effected using ADS-C data, the control information pertinent to the transfer shall include the four- dimensional position and other information as necessary.

3.6.2.3 The accepting control unit shall: a) indicate its ability to accept control of the aircraft on the terms specified by the transferring control unit, unless by prior agreement between the two units concerned, the absence of any such indication is understood to signify acceptance of the terms specified, or indicate any necessary changes thereto; and b) specify any other information or clearance for a subsequent portion of the flight, which it requires the aircraft to have at the time of transfer.

3.6.2.4 The accepting control unit shall notify the transferring control unit when it has established two-way voice and/or data link communications with and assumed control of the aircraft concerned, unless otherwise specified by agreement between the two control units concerned.

3.6.2.5 Applicable coordination procedures, including transfer of control points, shall be specified in letters of agreement and ATS unit instructions as appropriate.

3.7 Air traffic control clearances Air traffic control clearances shall be based solely on the requirements for providing air traffic control service.

3.7.1 Contents of clearances

3.7.1.1 An air traffic control clearance shall indicate:

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 a) aircraft identification as shown in the flight plan; b) clearance limit; c) route of flight; d) level(s) of flight for the entire route or part thereof and changes of levels if required;

Note.— If the clearance for the levels covers only part of the route, it is important for the air traffic control unit to specify a point to which the part of the clearance regarding levels applies whenever necessary to ensure compliance with 3.6.5.2.2 a) of CAR

Section 9, Series ‘E’ Part I. e) any necessary instructions or information on other matters such as approach or departure manoeuvres, communications and the time of expiry of the clearance.

Note. — The time of expiry of the clearance indicates the time after which the clearance will be automatically cancelled if the flight has not been commenced.

3.7.1.2 Standard departure and arrival routes and associated procedures shall

be established when necessary to facilitate: a) the safe, orderly and expeditious flow of air traffic; b) the description of the route and procedure in air traffic control clearances.

Note. —(a) Material relating to the establishment of standard departure and arrival routes and associated procedures is contained in the Air Traffic Services Planning Manual (Doc 9426). The design criteria are contained in PANS-OPS, Volume II (Doc 8168).

(c) All airports equipped with ATM surveillance systems should have SID and STAR procedures.

3.7.2 Clearances for transonic flight

3.7.2.1 The air traffic control clearance relating to the transonic acceleration phase of a supersonic flight shall extend at least to the end of that phase.

3.7.2.2 The air traffic control clearance relating to the deceleration and descent of an aircraft from supersonic cruise to subsonic flight should provide for uninterrupted descent, at least during the 61CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 transonic phase.

3.7.3 Read-back of clearances and safety-related information

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

The following items shall always be read back: a) ATC route clearances; b) clearances and instructions to enter, land on, take off from, hold short of, cross and backtrack on any runway; and c) runway-in-use, altimeter settings, SSR codes, level instructions, heading and speed instructions and, whether issued by the controller or contained in ATIS broadcasts, transition levels.

3.7.3.1.1 Other clearances or instructions, including conditional clearances, shall be read back or acknowledged in a manner to clearly indicate that they have been understood and will be complied with.

3.7.3.1.2 The controller shall listen to the read-back to ascertain that the clearance or instruction has been correctly acknowledged by the flight crew and shall take immediate action to correct any discrepancies revealed by the read-back.

3.7.3.2 Voice read-back of CPDLC messages shall not be required.

Note. — The procedures and provisions relating to the exchange and acknowledgement of CPDLC messages are contained in CAR Section 9 Series D Part III and PANS-ATM, Chapter 14.

3.7.3.3 Vehicle drivers operating or intending to operate on the manoeuvring area shall read back to the air traffic controller safety-related parts of instructions which are transmitted by voice, e.g. instructions to enter, hold short of, cross and operate on any operational runway or taxiway.

3.7.3.3 The controller shall listen to the read-back to ascertain that the instruction has been correctly acknowledged by the vehicle driver and shall take immediate action to correct any discrepancies revealed by the read-back.

3.7.3.4 Random ATC tape transcript analysis shall be carried out for all ATS units, on a monthly basis and records are to be maintained.

3.7.3.5 The monthly sample size for tape transcript analysis shall be in the ratio of 1:25 . (i.e) for 25 nos of ATCOs, one sample shall be taken for monthly random analysis .

3.7.3.6 Corrective action in the form of counselling, constructive feedback or a 62CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 training shall be given for non-adherence to standard phraseologies and records of such actions taken shall be maintained.

3.7.4 Coordination of clearances An air traffic control clearance shall be coordinated between air traffic control units to cover the entire route of an aircraft or a specified portion thereof as follows.

3.7.4.1 An aircraft shall be cleared for the entire route to the aerodrome of first

intended landing: a) when it has been possible, prior to departure, to coordinate the clearance between all the units under whose control the aircraft will come; or b) when there is reasonable assurance that prior coordination will be effected between those units under whose control the aircraft will subsequently come.

Note. — Where a clearance is issued covering the initial part of the flight solely as a means of expediting departing traffic, the succeeding en-route clearance will be as specified above even though the aerodrome of first intended landing is under the jurisdiction of an area control centre other than the one issuing the en- route clearance.

3.7.4.2 When coordination as in 3.7.4.1 has not been achieved or is not anticipated, the aircraft shall be cleared only to that point where coordination is reasonably assured; prior to reaching such point, or at such point, the aircraft shall receive further clearance, holding instructions being issued as appropriate.

3.7.4.2.1 When prescribed by the appropriate ATS authority, aircraft shall contact a downstream air traffic control unit, for the purpose of receiving a downstream clearance prior to the transfer of control point.

3.7.4.2.1.1 Aircraft shall maintain the necessary two-way communication with the current air traffic control unit whilst obtaining a downstream clearance.

3.7.4.2.1.2 A clearance issued as a downstream clearance shall be clearly identifiable as such to the pilot.

3.7.4.2.1.3 Unless coordinated, downstream clearances shall not affect the aircraft’s original flight profile in any air-space, other than that of the air traffic control unit responsible for the delivery of the downstream clearance.

Note. — Requirements relating to the application of downstream clearance delivery service are specified in CAR Section 9 Series D Part III . Guidance material is contained in the Manual of Air Traffic Services Data Link Applications (Doc 9694).

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3.7.4.2.1.4 Where practicable, and where data link communications are used to facilitate down-stream clearance delivery, two-way voice communications between the pilot and the air traffic control unit providing the downstream clearance should be available.

3.7.4.3 When an aircraft intends to depart from an aerodrome within a control area to enter another control area within a period of thirty minutes, or such other specific period of time as has been agreed between the area control centres concerned, coordination with the subsequent area control centre shall be effected prior to issuance of the departure clearance.

3.7.4.4 When an aircraft intends to leave a control area for flight outside controlled airspace, and will subsequently re-enter the same or another control area, a clearance from point of departure to the aerodrome of first intended landing may be issued. Such clearance or revisions thereto shall apply only to those portions of the flight conducted within controlled airspace.

3.7.5 Air traffic flow management General

3.7.5.1 Air traffic flow management (ATFM) shall be implemented for airspace where air traffic demand at times exceeds, or is expected to exceed, the declared capacity of the air traffic control services concerned.

3.7.5.2 ATFM shall be implemented on the basis of regional air navigation agreements or, if appropriate, through multilateral agreements. Such agreements should make provision for common procedures and common methods of capacity determination.

3.7.5.3 The ATFM service within a region or other defined area, should be developed and implemented as a centralized ATFM organization, supported by flow management positions established at each area control centre (ACC) within the region or area of applicability.

3.7.5.4 Certain flights may be exempt from ATFM measures, or be given priority over other flights.

3.7.5.5 Detailed procedures governing the provision of the ATFM measures, and service within a region or area should be prescribed in a regional ATFM manual or handbook.

3.7.5.6 When it becomes apparent to an ATC unit that traffic additional to that 64CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 already accepted cannot be accommodated within a given period of time at a particular location or in a particular area, or can only be accommodated at a given rate, that unit shall so advise the ATFM unit, when such is established, as well as, when appropriate, ATS units concerned. Flight crews of aircraft destined to the location or area in question and operators concerned shall also be advised of the delays expected or the restrictions that will be applied.

3.7.5.7. ACDM system and C-ATFM system shall be integrated to enable real- time assessment of airport and airspace capacity, identification of actual capacity imbalances and effective regulation of traffic flow at all airports with more than 300 scheduled aircraft movements daily.

3.7.5.8 The capacity of the air traffic control services (Airport Arrival Rate and ATS sector Capacity) of an airport shall be declared by the appropriate ATS Authority on an annual basis.

Note.

(a) The declaration of ATS capacity and Airport Arrival Rate is to be done in the form of local instructions and is to be signed by accountable executive..

(b) Operators concerned will normally be advised, in advance where possible, of restrictions imposed by the air traffic flow management unit when such is established.

3.7.5.9 Flow management procedures

3.7.5.9.1 ATFM should be carried out in three phases: a) strategic planning, if the action is carried out more than one day before the day on which it will take effect.Strategic planning is normally carried out well in advance, typically two to six months ahead;

b) pre-tactical planning, if the action is to be taken on the day before the day on which it will take effect; c) tactical operations, if the action is taken on the day on which it will take effect.

3.7.5.9.1.1 Strategic planning Strategic planning should be carried out in conjunction with ATC and the aircraft operators. It should consist of examining the demand for the forthcoming season, assessing where and when demand is likely to exceed the available ATC capacity and taking steps to resolve the

imbalance by: a) arranging with the ATC authority to provide adequate capacity at the required place and time; b) re-routing certain traffic flows (traffic orientation); c) scheduling or rescheduling flights as appropriate; and d) identifying the need for tactical ATFM measures.

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Note : Where a traffic orientation scheme (TOS) is to be introduced, the routes should, as far as practicable, minimize the time and distance penalties for the flights concerned, and allow some degree of flexibility in the choice of routes, particularly for long-range flights.

3.7.5.9.1.2 Pre-tactical planning Pre-tactical planning should entail fine-tuning of the strategic plan in the light of updated demand data. During this phase: a) certain traffic flows may be re-routed;

b) off-load routes may be coordinated; c) tactical measures will be decided upon; and d) details for the ATFM plan for the following day should be published and made available to all concerned.

3.7.5.9.1.3 Tactical operations

Tactical ATFM operations should consist of: a) executing the agreed tactical measures in order to provide a reduced and even flow of traffic where demand would otherwise have exceeded capacity; b) monitoring the evolution of the air traffic situation to ensure that the ATFM measures applied are having the desired effect and to take or initiate remedial action when long delays are reported, including re-routing of traffic and flight level allocation, in order to utilize the available ATC capacity to the maximum extent.

When the traffic demand exceeds, or is foreseen to exceed, the capacity of a particular sector or aerodrome, the responsible ATC unit shall advise the responsible ATFM unit, where such a unit is established, and other ATC units concerned. Flight crews of aircraft planned to fly in the affected area and operators should be advised, as soon as practicable, of the delays expected or the restrictions which will be applied.

Note.— Operators known or believed to be concerned will normally be advised by the regional air traffic flow management service, when established.

3.7.5.10 Liaison During all phases of ATFM the responsible units should liaise closely 66CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 with ATC and the aircraft operators in order to ensure an effective and equitable service.

Note.— The guidance material is contained in the Air Traffic Services Planning Manual (Doc 9426) regarding flow control as well as to procedures contained in the Regional Supplementary Procedures (Doc 7030) and regional ATFM Handbooks.

3.8 Control of persons and vehicles at aerodromes

3.8.1 The movement of persons or vehicles including towed aircraft on the manoeuvring area of an aerodrome shall be controlled by the aerodrome control tower as necessary to avoid hazard to them or to aircraft landing, taxiing or taking off.

3.8.2 In conditions where low visibility procedures are in operation: a) persons and vehicles operating on the manoeuvring area of an aerodrome shall be restricted to the essential minimum, and particular regard shall be given to the requirements to protect the ILS/MLS sensitive area(s) when Category II or Category III precision instrument operations are in progress;

b) subject to the provisions in 3.8.3, the minimum separation between vehicles and taxiing aircraft shall be as prescribed by the appropriate ATS authority taking into account the aids available; c) when mixed ILS and MLS Category II or Category III precision instrument operations are taking place to the same runway continuously, the more restrictive ILS or MLS critical and sensitive areas shall be protected.

3.8.3 Emergency vehicles proceeding to the assistance of an aircraft in distress shall be afforded priority over all other surface movement traffic.

3.8.4 Subject to the provisions in 3.8.3, vehicles on the manoeuvring area shall

be required to comply with the following rules: a) vehicles and vehicles towing aircraft shall give way to aircraft which are landing, taking off or taxiing; b) vehicles shall give way to other vehicles towing aircraft;

c) vehicles shall give way to other vehicles in accordance with ATS unit instructions; d) notwithstanding the provisions of a), b) and c), vehicles and vehicles towing aircraft shall comply with instructions issued by the aerodrome control tower.

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3.9 Provision of radar and ADS-B Radar and ADS-B ground systems should provide for the display of safety- related alerts and warnings, including conflict alert, conflict prediction, minimum safe altitude warning and unintentionally duplicated SSR codes.

3.10 Use of surface movement radar (SMR)

3.10.1 In the absence of visual observation of all or part of the manoeuvring area or to supplement visual observation, surface movement radar (SMR) or other suitable surveillance equipment, should be utilized to:

a) monitor the movements of aircraft and vehicles on the manoeuvring area; b) provide directional information to pilots and vehicle drivers as necessary; and c) provide advice and assistance for the safe and efficient movement of aircraft and vehicles on the manoeuvring area.

Note. — See the Manual of Surface Movement Guidance and Control Systems

(SMGCS) (Doc 9476), the Manual on Advanced-Surface Movement Guidance and Control Systems (A-SMCGS) (Doc 9830) and the Air Traffic Services Planning Manual (Doc 9426) for guidance on the use of SMR.

3.11 FUNCTIONS OF AERODROME CONTROL TOWERS

3.11.1 General Aerodrome control towers shall issue information and clearances to aircraft under their control to achieve a safe, orderly and expeditious flow of air traffic on and in the vicinity of an aerodrome with the object of preventing collision(s)

between: a) aircraft flying within the designated area of responsibility of the control tower, including the aerodrome traffic circuits; b) aircraft operating on the manoeuvring area; c) aircraft landing and taking off;

d) aircraft and vehicles operating on the manoeuvring area; e) aircraft on the manoeuvring area and obstructions on that area.

3.11.2 Aerodrome controllers shall maintain a continuous watch on all flight operations on and in the vicinity of an aerodrome as well as vehicles and personnel on the manoeuvring area. Watch shall be maintained by visual observation, augmented in low visibility conditions by an ATS surveillance 68CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 system when available. Traffic shall be controlled in accordance with the procedures set forth herein and all applicable traffic rules specified by the appropriate ATS authority. If there are other aerodromes within a control zone, traffic at all aerodromes within such a zone shall be coordinated so that traffic circuits do not conflict.

3.11.3 The functions of an aerodrome control tower may be performed by different control or working positions, such as: a) aerodrome controller, normally responsible for operations on the runway and aircraft flying within the area of responsibility of the aerodrome control tower;

b) ground controller, normally responsible for traffic on the manoeuvring area with the exception of runways; c) clearance delivery position, normally responsible for delivery of start-up and ATC clearances to departing IFR flights.

3.11.4 Where parallel or near-parallel runways are used for simultaneous operations, individual aerodrome controllers shall be responsible for operations on each of the runways.

3.12 USE OF ATS SURVEILLANCE SYSTEMS IN THE AERODROME CONTROL SERVICE

3.12.1 Functions

3.12.1.1 When authorized by and subject to conditions prescribed by the appropriate ATS authority, ATS surveillance systems may be used in the

provision of aerodrome control service to perform the following functions: a) flight path monitoring of aircraft on final approach; b) flight path monitoring of other aircraft in the vicinity of the aerodrome;

c) establishing separation specified by ATS authority between succeeding departing aircraft; and d) providing navigation assistance to VFR flights.

3.12.1.2 Special VFR flights shall not be vectored unless special circumstances, such as emergencies, dictate otherwise.

3.12.1.3 Caution shall be exercised when vectoring VFR flights so as to ensure that the aircraft concerned does not inadvertently enter instrument meteorological conditions.

3.12.1.4 In prescribing conditions and procedures for the use of ATS surveillance systems in the provision of aerodrome control service, the appropriate ATS authority shall ensure that the availability and use of an ATS surveillance system will not be detrimental to visual observation of aerodrome traffic.

Note.— Control of aerodrome traffic is in the main based on visual observation of the manoeuvring area and the vicinity of the aerodrome by the aerodrome controller.

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3.12.2 Use of ATS surveillance systems for surface movement control

3.12.2.1 GENERAL PROVISIONS

3.12.2.1.1 The use of SMR should be related to the operational conditions and requirements of the particular aerodrome (i.e. visibility conditions, traffic density and aerodrome layout).

3.12.2.1.2 SMR systems shall to the extent possible enable the detection and display of the movement of all aircraft and vehicles on the manoeuvring area in a clear and unambiguous manner.

3.12.2.1.3 Aircraft and vehicle position indications may be displayed in symbolic or non-symbolic form. Where labels are available for display, the capability should be provided for inclusion of aircraft and vehicle identification by manual or automated means

3.13 .HORIZONTAL SPEED CONTROL INSTRUCTIONS

3.13.1 General

3.13.1.1 In order to facilitate a safe and orderly flow of traffic, aircraft may, subject to conditions specified by the appropriate authority, be instructed to adjust speed in a specified manner. Flight crews should be given adequate notice of planned speed control.

Note— Application of speed control over a long period of time may affect aircraft fuel reserves.

3.13.1.2 Speed control instructions shall remain in effect unless explicitly cancelled or amended by the controller.

Note.— Cancellation of any speed control instruction does not relieve the flight crew of compliance with speed limitations associated with airspace classifications

3.13.1.3 Speed control shall not be applied to aircraft entering or established in a holding pattern.

3.13.1.4 Speed adjustments should be limited to those necessary to establish and/or maintain a desired separation minimum or spacing. Instructions involving frequent changes of speed, including alternate speed increases and decreases, should be avoided.

3.13.1.5 The flight crew shall inform the ATC unit concerned if at any time they are unable to comply with a speed instruction. In such cases, the controller shall apply an alternative method to achieve the desired spacing between the aircraft concerned.

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3.13.1.6 At levels at or above 7 600 m (FL 250), speed adjustments should be expressed in multiples of 0.01 Mach; at levels below 7 600 m (FL 250), speed adjustments should be expressed in multiples of 20 km/h (10 kt) based on indicated airspeed (IAS).

Note 1.— Mach 0.01 equals approximately 11 km/h (6 kt) IAS at higher flight levels.

Note 2.— When an aircraft is heavily loaded and at a high level, its ability to change speed may, in cases, be very limited.

3.13.1.7 Aircraft shall be advised when a speed control restriction is no longer required.

3.13.2 Methods of application

3.13.2.1 In order to establish a desired spacing between two or more successive aircraft, the controller should first either reduce the speed of the last aircraft, or increase the speed of the lead aircraft, then adjust the speed(s) of the other aircraft in order.

3.13.2.2 In order to maintain a desired spacing using speed control techniques, specific speeds need to be assigned to all the aircraft concerned.

Note 1.— The true airspeed (TAS) of an aircraft will decrease during descent when maintaining a constant IAS. When two descending aircraft maintain the same IAS, and the leading aircraft is at the lower level, the TAS of the leading aircraft will be lower than that of the following aircraft. The distance between the two aircraft will thus be reduced, unless a sufficient speed differential is applied.

For the purpose of calculating a desired speed differential between two succeeding aircraft, 11 km/h (6 kt) IAS per 300 m (1 000 ft) height difference may be used as a general rule. At levels below 2 450 m (FL 80) the difference between IAS and TAS is negligible for speed control purposes.

Note 2.— Time and distance required to achieve a desired spacing will increase with higher levels, higher speeds, and when the aircraft is in a clean configuration.

3.13.3 Descending and arriving aircraft

3.13.3.1 An aircraft should, when practicable, be authorized to absorb a period of notified terminal delay by cruising at a reduced speed for the latter portion of its flight.

3.13.3.2 An arriving aircraft may be instructed to maintain its “maximum speed”, “minimum clean speed”, “minimum speed”, or a specified speed.

Note.— “Minimum clean speed” signifies the minimum speed at which an aircraft can be flown in a clean configuration, i.e. without deployment of lift- augmentation devices, speed brakes or landing gear.

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3.13.3.3 Speed reductions to less than 460 km/h (250 kt) IAS for turbojet aircraft during initial descent from cruising level should be applied only with the concurrence of the flight crew.

3.13.3.4 Instructions for an aircraft to simultaneously maintain a high rate of descent and reduce its speed should be avoided as such manoeuvres are normally not compatible. Any significant speed reduction during descent may require the aircraft to temporarily level off to reduce speed before continuing descent.

3.13.3.5 Arriving aircraft should be permitted to operate in a clean configuration for as long as possible. Below 4 550 m (FL 150), speed reductions for turbojet aircraft to not less than 410 km/h (220 kt) IAS, which will normally be very close to the minimum speed of turbojet aircraft in a clean configuration, may be used.

3.13.3.6 Only minor speed adjustments not exceeding plus/minus 40 km/h (20 kt) IAS should be used for aircraft on intermediate and final approach.

3.13.3.7 Speed control should not be applied to aircraft after passing a point 7 km (4 NM) from the threshold on final approach.

Note.— The flight crew has a requirement to fly a stabilized approach (airspeed and configuration) typically by 5 km (3 NM) from the threshold .

3.13.4 SID and STAR The flight crew shall comply with published SID and STAR speed restrictions unless the restrictions are explicitly cancelled or amended by the controller.

Note. 1.— Some SID and STAR speed restrictions ensure containment within RNAV departure or arrival procedure (e.g. maximum speed associated with a constant radius arc to a fix (RF) leg).

3.14 .VERTICAL SPEED CONTROL INSTRUCTIONS

3.14.1 General

3.14.1.1 In order to facilitate a safe and orderly flow of traffic, aircraft may be instructed to adjust rate of climb or rate of descent. Vertical speed control may be applied between two climbing aircraft or two descending aircraft in order to establish or maintain a specific vertical separation minimum.

3.14.1.2 Vertical speed adjustments should be limited to those necessary to establish and/or maintain a desired separation minimum. Instructions involving frequent changes of climb/descent rates should be avoided.

3.14.1.3 The flight crew shall inform the ATC unit concerned if unable, at any time, to comply with a specified rate of climb or descent. In such cases, the controller shall apply an alternative method to achieve an appropriate separation minimum between aircraft, without delay.

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3.14.1.4 Aircraft shall be advised when a rate of climb/descent restriction is no longer required.

3.14.2 Methods of application

3.14.2.1 An aircraft may be instructed to expedite climb or descent as appropriate to or through a specified level, or may be instructed to reduce its rate of climb or rate of descent.

3.14.2.2 Climbing aircraft may be instructed to maintain a specified rate of climb, a rate of climb equal to or greater than a specified value or a rate of climb equal to or less than a specified value.

3.14.2.3 Descending aircraft may be instructed to maintain a specified rate of descent, a rate of descent equal to or greater than a specified value or a rate of descent equal to or less than a specified value.

3.14.2.4 In applying vertical speed control, the controller should ascertain to which level(s) climbing aircraft can sustain a specified rate of climb or, in the case of descending aircraft, the specified rate of descent which can be sustained, and shall ensure that alternative methods of maintaining separation can be applied in a timely manner, if required.

Note.— Controllers need to be aware of aircraft performance characteristics and limitations in relation to a simultaneous application of horizontal and vertical speed limitations.

3.15. HOLDING CLEARANCE AND INSTRUCTIONS When delay is expected, the ACC should clear aircraft to the holding fix, and:

(a) include holding instructions; and

(b) communicate in such clearances an expected approach time or onward clearance time, as applicable.

Operation of air traffic control service HOLDING CLEARANCE AND INSTRUCTIONS

(a) In the event of extended delays, aircraft shall be advised of the anticipated delay as early as possible and, when practicable, be instructed or given the option to reduce speed en-route in order to absorb the delay.

(b) Holding and holding pattern entry should be accomplished in accordance with procedures published in AIPs. If entry and holding procedures have not been published or if the procedures are not known to a flight crew, the appropriate air traffic control unit should specify the designator of the location or aid to be used, the inbound track, radial or bearing, direction of turn in the holding pattern as well as the time of the outbound leg or the distances between 73CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 which to hold.

(c) Air traffic services units should normally hold aircraft at a designated holding fix.

(d) For the purpose of maintaining a safe and orderly flow of traffic, an aircraft may be instructed to orbit at its present or at any other position, provided the required obstacle clearance is ensured.

3.16. Approach sequence

3.16.1 GENERAL The following procedures shall be applied whenever approaches are in progress.

3.16.1.1 The approach sequence shall be established in a manner which will facilitate arrival of the maximum number of aircraft with the least average delay.

Priority shall be given to: a) an aircraft which anticipates being compelled to land because of factors affecting the safe operation of the aircraft (engine failure, shortage of fuel, etc.); b) hospital aircraft or aircraft carrying any sick or seriously injured person requiring urgent medical attention;

c) aircraft engaged in search and rescue operations; and d) other aircraft as may be determined by the appropriate authority.

Note.— An aircraft which has encountered an emergency is handled as per the outlined procedures.

3.16.1.2Succeeding aircraft shall be cleared for approach: a) when the preceding aircraft has reported that it is able to complete its approach without encountering instrument meteorological conditions; or b) when the preceding aircraft is in communication with and sighted by the aerodrome control tower, and reasonable assurance exists that a normal landing can be accomplished; or c) when timed approaches are used, the preceding aircraft has passed the defined point inbound, and reasonable assurance exists that a normal landing can be accomplished;

d) when the use of an ATS surveillance system confirms that the required longitudinal spacing between succeeding aircraft has been established.

3.16.1.3 In establishing the approach sequence, the need for increased longitudinal spacing between arriving aircraft due to wake turbulence shall be taken into account.

3.16.1.4 If the pilot of an aircraft in an approach sequence has indicated an intention to hold for weather improvement, or for other reasons, such action shall be approved. However, when other holding aircraft indicate intention to continue their approach to land, the pilot desiring to hold will be cleared to an 74CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 adjacent fix for holding awaiting weather change or re-routing. Alternatively, the aircraft should be given a clearance to place it at the top of the approach sequence so that other holding aircraft may be permitted to land. Coordination shall be effected with any adjacent ATC unit or control sector, when required, to avoid conflict with the traffic under the jurisdiction of that unit or sector.

3.16.1.5 When establishing the approach sequence, an aircraft which has been authorized to absorb a specified period of notified terminal delay by cruising at a reduced speed en route, should, in so far as practicable, be credited with the time absorbed en route.

3.17 SEQUENCING AND SPACING OF INSTRUMENT APPROACHES

3.17.1 TIMED APPROACH PROCEDURES

3.17.1.1 Subject to approval by the appropriate ATS authority, the following procedure should be utilized as necessary to expedite the approaches of a

number of arriving aircraft: a) a suitable point on the approach path, which shall be capable of being accurately determined by the pilot, shall be specified, to serve as a checkpoint in timing successive approaches;

b) aircraft shall be given a time at which to pass the specified point inbound, which time shall be determined with the aim of achieving the desired interval between successive landings on the runway while respecting the applicable separation minima at all times, including the period of runway occupancy.

3.17.1.2 The time at which aircraft should pass the specified point shall be determined by the unit providing approach control service and notified to the aircraft sufficiently in advance to permit the pilot to arrange the flight path accordingly.

3.17.1.3 Each aircraft in the approach sequence shall be cleared to pass the specified point inbound at the previously notified time, or any revision thereof, after the preceding aircraft has reported passing the point inbound.

3.17.2 INTERVAL BETWEEN SUCCESSIVE APPROACHES In determining the time interval or longitudinal distance to be applied between successive approaching aircraft, the relative speeds between succeeding aircraft, the distance from the specified point to the runway, the need to apply wake turbulence separation, runway occupancy times, the prevailing meteorological conditions as well as any condition which may affect runway occupancy times shall be considered. When an ATS surveillance system is used to establish an approach sequence, the minimum distance to be established between succeeding aircraft shall be specified in local instructions. Local instructions shall additionally specify the circumstances under which any increased longitudinal distance between approaches may be required as well as the minima to be used under such circumstances.

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3.17.3 INFORMATION ON APPROACH SEQUENCE Provision shall be made to ensure that the aerodrome control tower is kept informed of the sequence in which aircraft will be established on final approach for landing.

Note 1.— Guidance material on factors to be taken into account when determining separation for timed approaches is contained in the Air Traffic Services Planning Manual (Doc 9426).

Note 2.— Wake turbulence categories and wake turbulence separation minima are contained in Chapter 4 of PANS-ATM Note 3.— Detailed characteristics of wake vortices and their effect on aircraft are contained in the Air Traffic Services Planning Manual (Doc 9426), Part II,

Section 5. . 3.18 Visual approach

3.18.1 Subject to the conditions in 3.18.3, clearance for an IFR flight to execute a visual approach may be requested by a flight crew or initiated by the controller.

In the latter case, the concurrence of the flight crew shall be required.

3.18.2 Controllers shall exercise caution in initiating a visual approach when there is reason to believe that the flight crew concerned is not familiar with the aerodrome and its surrounding terrain. Controllers should also take into consideration the prevailing traffic and meteorological conditions when initiating visual approaches.

3.18.3 An IFR flight may be cleared to execute a visual approach provided the

pilot can maintain visual reference to the terrain and: a) the reported ceiling is at or above the level of the beginning of the initial approach segment for the aircraft so cleared; or b) the pilot reports at the level of the beginning of the initial approach segment or at any time during the instrument approach procedure that the meteorological conditions are such that with reasonable assurance a visual approach and landing can be completed.

3.18.4 Separation shall be provided between an aircraft cleared to execute a visual approach and other arriving and departing aircraft.

3.18.5 For successive visual approaches, separation shall be maintained by the controller until the pilot of a succeeding aircraft reports having the preceding aircraft in sight. The aircraft shall then be instructed to follow and maintain own separation from the preceding aircraft. When both aircraft are of a heavy wake turbulence category, or the preceding aircraft is of a heavier wake turbulence category than the following, and the distance between the aircraft is less than the 76CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 appropriate wake turbulence minimum, the controller shall issue a caution of possible wake turbulence. The pilot-in-command of the aircraft concerned shall be responsible for ensuring that the spacing from a preceding aircraft of a heavier wake turbulence category is acceptable. If it is determined that additional spacing is required, the flight crew shall inform the ATC unit accordingly, stating their requirements.

3.19 INFORMATION TO AIRCRAFT BY AERODROME CONTROL TOWERS

3.19.1 Information related to the operation of aircraft

3.19.1.1 START-UP TIME PROCEDURES

3.19.1.1.1 When so requested by the pilot prior to engine start, an expected take- off time should be given, unless engine start-up time procedures are employed.

3.19.1.1.2 Start-up time procedures should be implemented where necessary to avoid congestion and excessive delays on the manoeuvring area or when warranted by ATFM regulations. Start-up time procedures should be contained in local instructions, and should specify the criteria and conditions for determining when and how start-up times shall be calculated and issued to departing flights.

3.19.1.1.3 When an aircraft is subject to ATFM regulations, it should be advised to start up in accordance with its allocated slot time.

3.19.1.1.4 When the delay for a departing aircraft is anticipated to be less than a time period specified by the appropriate ATS authority, an aircraft should be cleared to start up at its own discretion.

3.19.1.1.5 When the delay for a departing aircraft is anticipated to exceed a time period specified by the appropriate ATS authority, the aerodrome control tower should issue an expected start-up time to an aircraft requesting start-up.

3.19.1.1.6 A start-up clearance shall only be withheld under circumstances or conditions specified by the appropriate ATS authority.

3.19.1.1.7 If a start-up clearance is withheld, the flight crew shall be advised of the reason.

3.19.2 AERODROME AND METEOROLOGICAL INFORMATION

3.19.2.1 Prior to taxiing for take-off, aircraft shall be advised of the following elements of information, in the order listed, with the exception of such elements

which it is known the aircraft has already received: a) the runway to be used; b) the surface wind direction and speed, including significant variations therefrom; c) the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting;

d) the air temperature for the runway to be used, in the case of turbine-engined aircraft; e) the visibility representative of the direction of take-off and initial climb, if less than 10 km, or, when applicable, the RVR value(s) for the runway to be used;

f) the correct time Note.— The meteorological information listed above is to follow the criteria used for 77CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 meteorological local routine and special reports, in accordance with PANS-ATM.

3.19.2.2 Prior to take-off aircraft shall be advised of: a) any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s) given in accordance with 3.19.2.1 b) significant meteorological conditions in the take-off and climb-out area, except when it is known that the information has already been received by the aircraft.

Note.— Significant meteorological conditions in this context include the occurrence or expected occurrence of cumulonimbus or thunderstorm, moderate or severe turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe mountain waves, sandstorm, duststorm, blowing snow, tornado or waterspout in the take-off and climb-out area.

3.19.2.3 Prior to entering the traffic circuit or commencing its approach to land, an aircraft shall be provided with the following elements of information, in the order listed, with the exception of such elements which it is known the

aircraft has already received: a) the runway to be used; b) the surface wind direction and speed, including significant variations therefrom; c) the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting.

Note.— The meteorological information listed above is to follow the criteria used for meteorological local routine and special reports, in accordance with PANS-ATM

3.19.3 ESSENTIAL LOCAL TRAFFIC INFORMATION

3.19.3.1 Information on essential local traffic shall be issued in a timely manner, either directly or through the unit providing approach control service when, in the judgement of the aerodrome controller, such information is necessary in the interests of safety, or when requested by aircraft.

3.19.3.2 Essential local traffic shall be considered to consist of any aircraft, vehicle or personnel on or near the manoeuvring area, or traffic operating in the vicinity of the aerodrome, which may constitute a hazard to the aircraft concerned.

3.19.3.3 Essential local traffic shall be described so as to be easily identified.

3.19.4 RUNWAY INCURSION OR OBSTRUCTED RUNWAY

3.19.4.1 In the event the aerodrome controller, after a take-off clearance or a landing clearance has been issued, becomes aware of a runway incursion or the imminent occurrence thereof, or the existence of any obstruction on or in close proximity to the runway likely to impair the safety of an aircraft taking off or landing,

appropriate action shall be taken as follows: a) cancel the take-off clearance for a departing aircraft; b) instruct a landing aircraft to execute a go-around or missed approach;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 c) in all cases inform the aircraft of the runway incursion or obstruction and its location in relation to the runway Note.— Animals and flocks of birds may constitute an obstruction with regard to runway operations. In addition, an aborted take-off or a go-around executed after touchdown may expose the aeroplane to the risk of overrunning the runway.

Moreover, a low altitude missed approach may expose the aeroplane to the risk of a tail strike. Pilots may, therefore, have to exercise their judgement in accordance with CAR Section 9 Series C Part I Para 2.4, concerning the authority of the pilot- in-command of an aircraft.

3.19.4.2 Pilots and air traffic controllers shall report any occurrence involving an obstruction on the runway or a runway incursion.

Note 1.― Information regarding runway incursions’ reporting forms together with instructions for their completion are contained in the Manual on the Prevention of Runway Incursions (Doc 9870). Attention is drawn to the guidance for analysis, data collection and sharing of data related to runway incursions/incidents (see Chapter 5 of Doc 9870).

Note 2.― The provisions in 8.1.4.2 have the objective of supporting the State’s safety programme and safety management system (SMS).

3.19.5 UNCERTAINTY OF POSITION ON THE MANOEUVRING AREA

3.19.5.1 Except as provided for in 8.1.5.2, a pilot in doubt as to the position of the

aircraft with respect to the manoeuvring area shall immediately: a) stop the aircraft; and b) simultaneously notify the appropriate ATS unit of the circumstances (including the last known position).

3.19.5.2 In those situations where a pilot is in doubt as to the position of the aircraft with respect to the manoeuvring area, but recognizes that the aircraft is on a runway, the pilot shall immediately:

a) notify the appropriate ATS unit of the circumstances (including the last known position); b) if able to locate a nearby suitable taxiway, vacate the runway as expeditiously as possible, unless otherwise instructed by the ATS unit; and then, c) stop the aircraft.

3.19.5.3 A vehicle driver in doubt as to the position of the vehicle with respect to

the manoeuvring area shall immediately: a) notify the appropriate ATS unit of the circumstances (including the last known position); b) simultaneously, unless otherwise instructed by the ATS unit, vacate the landing area, taxiway, or other part of the manoeuvring area, to a safe distance as expeditiously as possible; and then, 79CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 c) stop the vehicle.

3.19.5.4 In the event the aerodrome controller becomes aware of an aircraft or vehicle that is lost or uncertain of its position on the manoeuvring area, appropriate action shall be taken immediately to safeguard operations and assist the aircraft or vehicle concerned to determine its position.

3.19.6 WAKE TURBULENCE AND JET BLAST HAZARDS

3.19.6.1 Aerodrome controllers shall, when applicable, apply the wake turbulence separation minima specified in PANS-ATM. Whenever the responsibility for wake turbulence avoidance rests with the pilot-in-command, aerodrome controllers shall, to the extent practicable, advise aircraft of the expected occurrence of hazards caused by turbulent wake.

Note.— Occurrence of turbulent wake hazards cannot be accurately predicted and aerodrome controllers cannot assume responsibility for the issuance of advice on such hazards at all times, nor for its accuracy. Information on hazards due to wake vortices is contained in the Air Traffic Services Planning Manual (Doc 9426), Part II, Section 5.

3.19.6.2 In issuing clearances or instructions, air traffic controllers should take into account the hazards caused by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking off or landing, particularly when intersecting runways are being used, and to vehicles and personnel operating on the aerodrome.

Note.— Jet blast and propeller slipstream can produce localized wind velocities of sufficient strength to cause damage to other aircraft, vehicles and personnel operating within the affected area.

3.19.7 ABNORMAL AIRCRAFT CONFIGURATION AND CONDITION

3.19.7.1 Whenever an abnormal configuration or condition of an aircraft, including conditions such as landing gear not extended or only partly extended, or unusual smoke emissions from any part of the aircraft, is observed by or reported to the aerodrome controller, the aircraft concerned shall be advised without delay.

3.19.7.2 When requested by the flight crew of a departing aircraft suspecting damage to the aircraft, the departure runway used shall be inspected without delay and the flight crew advised in the most expeditious manner as to whether any aircraft debris or bird or animal remains have been found or not.

3.19.7.3 Transfer of communications to the aerodrome controller should be effected at such a point or time that information on essential local traffic, if applicable, and clearance to land or alternative instructions can be issued to the aircraft in a timely manner.

3.20 Conditional clearances Conditional phrases, such as ‘behind landing aircraft’ or ‘after departing aircraft’, shall not be used for movements affecting the active runway or runways except 80CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 when the aircraft or vehicles concerned are seen by the appropriate air traffic controller and pilot. The aircraft or vehicle causing the condition in the clearance issued shall be the first aircraft or vehicle to pass in front of the other aircraft concerned. In all cases, a conditional clearance shall be given in the following order

and consist of:

(1) the call sign;

(2) the condition;

(3) the clearance;

(4) a brief reiteration of the condition.

3.21 SELECTION OF RUNWAY-IN-USE

3.21.1 The term “runway-in-use” shall be used to indicate the runway or runways that, at a particular time, are considered by the aerodrome control tower to be the most suitable for use by the types of aircraft expected to land or take off at the aerodrome.

Note.— Separate or multiple runways may be designated runway-in-use for arriving aircraft and departing aircraft.

3.21.2 Normally, an aircraft will land and take off into wind unless safety, the runway configuration, meteorological conditions and available instrument approach procedures or air traffic conditions determine that a different direction is preferable. In selecting the runway-in-use, however, the unit providing aerodrome control service shall take into consideration, besides surface wind speed and direction, other relevant factors such as the aerodrome traffic circuits, the length of runways, and the approach and landing aids available.

3.21.3 A runway for take-off or landing, appropriate to the operation, may be nominated for noise abatement purposes, the objective being to utilize whenever possible those runways that permit aeroplanes to avoid noise-sensitive areas during the initial departure and final approach phases of flight.

3.21.4 Runways should not be selected for noise abatement purposes for landing operations unless they are equipped with suitable glide path guidance, e.g. ILS, or a visual approach slope indicator system for operations in visual meteorological conditions.

3.21.5 A pilot-in-command, prompted by safety concerns, can refuse a runway offered for noise-preferential reasons.

3.21.6 Noise abatement shall not be a determining factor in runway nomination

under the following circumstances: a) if the runway surface conditions are adversely affected (e.g. by snow, slush, ice, water, mud, rubber, oil or other substances); b) for landing in conditions:

1) when the ceiling is lower than 150 m (500 ft) above aerodrome elevation, or the visibility is less than 1900 m; or

2) when the approach requires use to be made of vertical minima greater than 100 81CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 m (300 ft) above aerodrome elevation and: i) the ceiling is lower than 240 m (800 ft) above aerodrome elevation; or ii) the visibility is less than 3 000 m; c) for take-off when the visibility is less than 1 900 m;

d) when wind shear has been reported or forecast or when thunderstorms are expected to affect the approach or departure; and e) when the crosswind component, including gusts, exceeds 28 km/h (15 kt), or the tailwind component, including gusts, exceeds 9 km/h (5 kt).

Note : The Tower Supervisor/ Tower Supervisory Officer(TSO)/senior aerodrome tower controller shall be responsible for the selection of runway-in-use.

3.22 AUTHORIZATION OF SPECIAL VFR FLIGHTS

3.22.1 When traffic conditions permit, special VFR flights may be authorized subject to the approval of the unit providing approach control service and the provisions of 3.22.3

3.22.1.1 Requests for such authorization shall be handled individually.

3.22.2 Separation shall be effected between all IFR flights and special VFR flights in accordance with separation minima in Chapters 5 and 6 of PANS-ATM and, when so prescribed by the appropriate ATS authority, between all special VFR flights in accordance with separation minima prescribed by that authority.

3.22.3 When the ground visibility is not less than 1 500 m, special VFR flights may

be authorized to: enter a control zone for the purpose of landing, take off and depart from a control zone, cross a control zone or operate locally within a control zone.

Note.— Requirements for two-way communications between controlled flights and the appropriate air traffic control unit are contained in CAR Section 9 Series C Part I,Para 3.6.5.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

4. FLIGHT INFORMATION SERVICE

4.1 Application

4.1.1 Flight information service shall be provided to all aircraft which are likely

to be affected by the information and which are: a) provided with air traffic control service; or b) otherwise known to the relevant air traffic services units.

Note. — Flight information service does not relieve the pilot-in-command of an aircraft of any responsibilities and the pilot-in-command has to make the final decision regarding any suggested alteration of flight plan.

4.1.2 Where air traffic services units provide both flight information service and air traffic control service, the provision of air traffic control service shall have precedence over the provision of flight information service whenever the provision of air traffic control service so requires.

Note.— It is recognized that in certain circumstances aircraft on final approach, landing, take-off and climb may require to receive without delay essential information other than that pertaining to the provision of air traffic control service.

4.2 Scope of flight information service

4.2.1 Flight information service shall include the provision of pertinent: a) SIGMET and AIRMET information; b) information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds;

c) information concerning the release into the atmosphere of radioactive materials or toxic chemicals; d) information on changes in the availability of radio navigation services; e) information on changes in condition of aerodromes and associated facilities, including information on the state of the aerodrome movement areas when they are affected by snow, ice or significant depth of water;

f) information on unmanned free balloons; and of any other information likely to affect safety.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

4.2.2 Flight information service provided to flights shall include, in addition to that outlined in 4.2.1, the provision of information concerning: a) weather conditions reported or forecast at departure, destination and alternate aerodromes;

b) collision hazards, to aircraft operating in airspace Classes C, D, E, F and G; c) for flight over water areas, in so far as practicable and when requested by a pilot, any available information such as radio call sign, position, true track, speed, etc., of surface vessels in the area.

Note 1.— The information in b), including only known aircraft the presence of which might constitute a collision hazard to the aircraft informed, will sometimes be incomplete and air traffic services cannot assume responsibility for its issuance at all times or for its accuracy.

Note 2. — When there is a need to supplement collision hazard information

provided in compliance with b), or in case of temporary disruption of flight information service, traffic information broadcasts by aircraft may be applied in designated airspaces. Guidance on traffic information broad- casts by aircraft and related operating procedures is contained in Attachment B.

4.2.3 ATS units shall transmit, as soon as practicable, special air-reports to other aircraft concerned, to the associated meteorological office, and to other ATS units concerned. Transmissions to aircraft should be continued for a period to be determined by agreement between the meteorological service provider and appropriate ATS authorities.

4.2.4 Flight information service provided to VFR flights shall include, in addition to that outlined in 4.2.1, the provision of available information concerning traffic and weather conditions along the route of flight that are likely to make operation under the visual flight rules impracticable.

4.2.5 The ANSP may publish information on conflict zones around the world as far as practicable.

4.3 Operational flight information service broadcasts

4.3.1 Application

4.3.1.1 The meteorological information and operational information concerning radio navigation services and aerodromes included in the flight information service shall, whenever available, be provided in an operationally integrated form.

4.3.1.2 Where integrated operational flight information messages are to be 84CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 transmitted to aircraft, they shall be transmitted with the content and, where specified, in the sequence indicated, for the various phases of flight.

4.3.1.3 Operational flight information service broadcasts, when provided, should consist of messages containing integrated information regarding selected operational and meteorological elements appropriate to the various phases of flight. These broadcasts should be of three major types, i.e. HF, VHF and ATIS.

4.3.1.4 Use of the OFIS messages in directed request/reply transmissions When requested by the pilot, the applicable OFIS message(s) shall be transmitted by the appropriate ATS unit.

4.3.2 HF operational flight information service (OFIS) broadcasts

4.3.2.1 Intentionally left blank

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4.3.3 VHF operational flight information service (OFIS) broadcasts

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4.3.3.5 Intentionally left blank

4.3.4 Voice-automatic terminal information service (Voice-ATIS) broadcasts

4.3.4.1 Voice-automatic terminal information service (Voice-ATIS) broadcasts shall be provided at aerodromes where there is a requirement to reduce the communication load on the ATS VHF air- ground communication channels. When provided, they shall comprise:

a) one broadcast serving arriving aircraft; or b) one broadcast serving departing aircraft; or c) one broadcast serving both arriving and departing aircraft; or d) two broadcasts serving arriving and departing aircraft respectively at those aerodromes where the length of a broadcast serving both 85CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 arriving and departing aircraft would be excessively long.

4.3.4.2 A discrete VHF frequency shall, whenever practicable, be used for Voice-ATIS broadcasts. If a discrete frequency is not available, the transmission may be made on the voice channel(s) of the most appropriate terminal navigation aid(s), preferably a VOR, provided the range and readability are adequate and the identification of the navigation aid is sequenced with the broadcast so that the latter is not obliterated.

4.3.4.3 Voice-ATIS broadcasts shall not be transmitted on the voice channel of an ILS.

4.3.4.4 Whenever Voice-ATIS is provided, the broadcast shall be continuous and repetitive.

4.3.4.5 The information contained in the current broad-cast shall immediately be made known to the ATS unit(s) concerned with the provision to aircraft of information relating to approach, landing and take-off, whenever the message has not been prepared by that

(those) unit(s).

Note. — The requirements for the provision of ATIS that applies to both Voice- ATIS and D-ATIS are contained in 4.3.6 below.

4.3.4.6 Voice-ATIS broadcasts provided at designated aerodromes for use by air services shall be available in the English language.

4.3.4.7 Intentionally left blank

4.3.4.8 The Voice-ATIS broadcast message should, whenever practicable, not exceed 30 seconds, care being taken that the readability of the ATIS message is not impaired by the speed of the transmission or by the identification signal of a navigation aid used for transmission of ATIS. The ATIS broadcast message shall take into consideration human performance.

Note. — Guidance material on human performance can be found in the Human Factors Training Manual (Doc 9683).

4.3.5 Data link-automatic terminal information service (D-ATIS)

4.3.5.1 Where a D-ATIS supplements the existing availability of Voice- ATIS, the information shall be identical in both content and format to the applicable Voice-ATIS broadcast.

4.3.5.1.1 Where real-time meteorological information is included but the data remains within the parameters of the significant change criteria, the content, for the purpose of maintaining the same designator, shall 86CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 be considered identical.

Note. — Significant change criteria are specified in CAR Section 9 Series M Part 1 and PANS-MET(Doc 10157)

4.3.5.2 Where a D-ATIS supplements the existing availability of Voice-ATIS and the ATIS requires updating, Voice-ATIS and D-ATIS shall be updated simultaneously.

Note. — Guidance material relating to D-ATIS is contained in the Manual of Air Traffic Services Data Link Applications (Doc 9694). The technical requirements for the D-ATIS application are contained in CAR Section 9 Series D Part IV

4.3.6 Automatic terminal information service (voice and/or data link)

4.3.6.1 Whenever Voice-ATIS and/or D-ATIS is provided: a) the information communicated shall relate to a single aerodrome; b) the information communicated shall be updated immediately a significant change occurs;

c) the preparation and dissemination of the ATIS message shall be the responsibility of the air traffic services; d) individual ATIS messages shall be identified by a designator in the form of a letter of the ICAO spelling alphabet. Designators assigned to consecutive ATIS messages shall be in alphabetical order;

e) aircraft shall acknowledge receipt of the information upon establishing communication with the ATS unit providing approach control service or the aerodrome control tower, as appropriate; f) the appropriate ATS unit shall, when replying to the message in e) above or, in the case of arriving aircraft, at such other time as may be prescribed by the appropriate ATS authority, provide the aircraft with the current altimeter setting; and g) the meteorological information shall be extracted from the local meteorological routine or special report.

Note.— In accordance with CAR Section 9 Series M Part 1 and PANS-MET(Doc

10157), the surface wind direction and speed and runway visual range (RVR) are to be averaged over 2 minutes and 1 minute, respectively; and the wind information is to refer to conditions along the runway for departing aircraft and to conditions at the touchdown zone for arriving aircraft. A template for the local meteorological report, including the corresponding ranges and resolutions of each element, are in Appendix 2 of CAR Section 9 Series M Part 1 and PANS- MET(Doc 10157). Additional criteria for the local meteorological report are contained in CAR Section 9 Series M Part 1 and PANS-MET(Doc 10157) 87CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

4.3.6.2 When rapidly changing meteorological conditions make it inadvisable to include a weather report in the ATIS, the ATIS messages shall indicate that the relevant weather information will be given on initial contact with the appropriate ATS unit.

4.3.6.3 Information contained in a current ATIS, the receipt of which has been acknowledged by the aircraft concerned, need not be included in a directed transmission to the aircraft, with the exception of the altimeter setting, which shall be provided in accordance with 4.3.6.1 f).

4.3.6.4 If an aircraft acknowledges receipt of an ATIS that is no longer current, any element of information that needs updating shall be transmitted to the aircraft without delay.

4.3.6.5 Contents of ATIS shall be kept as brief as possible. Information additional to that specified in 4.3.7 to 4.3.9, for example information already available in aeronautical information publications (AIPs) and NOTAM, should only be included when justified in exceptional circumstances.

4.3.7 ATIS for arriving and departing aircraft ATIS messages containing both arrival and departure information shall

contain the following elements of information in the order listed: a) name of aerodrome; b) arrival and/or departure indicator; c) contract type, if communication is via D-ATIS; d) designator; e) time of observation, if appropriate;

f) type of approach(es) to be expected; g) the runway(s) in use; status of arresting system constituting a potential hazard, if any; h) significant runway surface conditions and, if appropriate, braking action;

i) holding delay, if appropriate; j) transition level, if applicable; k) other essential operational information;

88CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 l) surface wind direction( in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

*m) visibility and, when applicable, RVR and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the

section of the runway to which the information refers; *n) present weather; *o) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available;

p) air temperature; †q) dew point temperature; r) altimeter setting(s); s) any available information on significant meteorological phenomena in the approach and climb-out areas including wind shear, and information on recent weather of operational significance;

t) trend forecast, when available; u) aerodrome warning and v) specific ATIS instructions. * These elements are replaced by the term “CAVOK”, whenever the conditions as specified in the PANS-ATM (Doc 4444), Chapter 11 prevail.

† As determined on the basis of regional air navigation agreements.

4.3.8 ATIS for arriving aircraft ATIS messages containing arrival information only shall contain the

following elements of information in the order listed: a) name of aerodrome; b) arrival indicator; c) contract type, if communication is via D-ATIS;

89CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 d) designator; e) time of observation, if appropriate; f) type of approach(es) to be expected; g) main landing runway(s); status of arresting system constituting a potential hazard, if any;

h) significant runway surface conditions and, if appropriate, braking action; i) holding delay, if appropriate; j) transition level, if applicable; k) other essential operational information; l) surface wind direction( in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

*m) visibility and, when applicable, RVR; and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

*n) present weather; *o) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available; p) air temperature;

†q) dew point temperature; r) altimeter setting(s); s) any available information on significant meteorological phenomena in the approach area including wind shear, and information on recent weather of operational significance;

t) trend forecast, when available; u) aerodrome warning and 90CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 v) specific ATIS instructions.

4.3.9 ATIS for departing aircraft ATIS messages containing departure information only shall contain the

following elements of information in the order listed: a) name of aerodrome; b) departure indicator; c) contract type, if communication is via D-ATIS; d) designator; e) time of observation, if appropriate;

f) runway(s) to be used for take-off; status of arresting system constituting a potential hazard, if any; g) significant surface conditions of runway(s) to be used for take-off and, if appropriate, braking action;

h) departure delay, if appropriate; i) transition level, if applicable; j) other essential operational information; k) surface wind direction( in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

*l) visibility and, when applicable, RVR and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;

*m) present weather; *n) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available; o) air temperature;

†p) dew point temperature; q) altimeter setting(s);

91CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 r) any available information on significant meteorological phenomena in the climb-out area including wind shear; s) trend forecast, when available; and t) specific ATIS instructions.

* These elements are replaced by the term “CAVOK”, whenever the conditions as specified in the PANS-ATM (Doc 4444), Chapter 11 prevail. † As determined on the basis of regional air navigation agreements.

4.4 VOLMET broadcasts and D-VOLMET service

4.4.1 HF and/or VHF VOLMET broadcasts and/or D-VOLMET service shall be

provided when it has been determined by regional air navigation agreements that a requirement exists.

Note. — CAR Section 9 Series M Part 1 provides details of VOLMET broadcasts and D-VOLMET service.

4.4.2 VOLMET broadcasts shall use standard radiotelephony phraseologies.

Note.— Guidance on standard radiotelephony phraseologies to be used in VOLMET broadcasts is given in the Manual on Coordination between Air Traffic Services, Aeronautical Information Services and Aeronautical Meteorological Services (Doc 9377), Appendix 1.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

5. ALERTING SERVICE

5.1 Application

5.1.1 Alerting service shall be provided: a) for all aircraft provided with air traffic control service; b) in so far as practicable, to all other aircraft having filed a flight plan or otherwise known to the air traffic services; and c) to any aircraft known or believed to be the subject of unlawful interference.

5.1.2 Flight information centres or area control centres shall serve as the central point for collecting all information relevant to a state of emergency of an aircraft operating within the flight information region or control area concerned and for forwarding such information to the appropriate rescue coordination centre.

5.1.3 The appropriate ATS authority shall maintain up-to-date contact details in the OPS Control Directory for flight information centres or area control centres referred to in 5.1.2.

5.1.3.1 The contact details to be maintained in the OPS Control Directory should be those of the appropriate ATS duty supervisor position or equivalent.

Note. Guidance on the use of the OPS Control Directory is contained in the Manual on Global Aeronautical Distress and Safety System (GADSS) (Doc 10165).

5.1.3.2 The ANSP shall publish updated contact details of all ATS stations in Gen 3.3 of AIP to be contacted during emergency.

5.1.4 In the event of a state of emergency arising to an aircraft while it is under the control of an aerodrome control tower or approach control unit, such unit shall notify immediately the flight information centre or area control centre responsible which shall in turn notify the rescue coordination centre, except that notification of the area control centre, flight information centre, or rescue coordination centre shall not be required when the nature of the emergency is such that the notification would be superfluous.

5.1.4.1 Nevertheless, whenever the urgency of the situation so requires, the aerodrome control tower or approach control unit responsible shall first alert and take other necessary steps to set in motion all appropriate local rescue and emergency organizations which can give the immediate 93CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 assistance required.

5.1.5 When a pilot reports an inflight equipment malfunction, determine the nature and extent of any special handling desired.

NOTE : Inflight equipment malfunctions include partial or complete failure of equipment, which may affect either safety, separation standards, and/or the ability of the flight to proceed under IFR, or in Reduced Vertical Separation Minimum (RVSM) airspace, in the ATC system. Controllers may expect reports from pilots regarding VOR, TACAN, ADF, GPS, RVSM capability, or low frequency navigation receivers, impairment of air−ground communications capability, or other equipment deemed appropriate by the pilot (e.g., airborne weather radar). Pilots should communicate the nature and extent of any assistance desired from ATC.

(a) Provide the maximum assistance possible consistent with equipment, workload, and any special handling requested.

(b). Relay to other controllers or facilities who will subsequently handle the aircraft, all pertinent details concerning the aircraft and any special handling required or being provided.

5.1.6 COORDINATION FOR ALERTING SERVICE

(a) When alerting service is required in respect of a flight operated through more than one FIR or control area, and when the position of the aircraft is in doubt, responsibility for coordinating such service should rest with the

air traffic services unit of the FIR or control area:

(1) within which the aircraft was flying at the time of last air-ground radio contact; or

(2) that the aircraft was about to enter when last air-ground contact was established at or close to the boundary of two FIRs or control areas; or

(3) within which the aircraft’s intermediate stop or final destination point is

located if the aircraft was not:

(i) equipped with suitable two-way radio communication equipment; or

(ii) under obligation to transmit position reports.

(b) The unit responsible for alerting service, in accordance with point (a),

should:

(1) notify units providing alerting service in other affected FIRs or control areas of the emergency phase or phases, in addition to notifying the rescue coordination centre associated with it;

(2) request those units to assist in the search for any useful information pertaining to the aircraft presumed to be in an emergency, by all appropriate means and available communication facilities;

(3) collect the information gathered during each phase of the emergency and, after verifying it as necessary, transmit it to the rescue coordination centre; and 94CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

(4) announce the termination of the state of emergency as circumstances dictate.

(c) In obtaining the necessary information as required, attention is to particularly be given to informing the relevant rescue coordination centre of the distress frequencies available to survivors. Said information is listed in Item 19 of the flight plan but not normally transmitted.

5.2 Notification of rescue coordination centers

5.2.1 Without prejudice to any other circumstances that may render such

notification advisable, air traffic services units shall, except as prescribed in 5.5.1, notify rescue coordination centres immediately an aircraft is

considered to be in a state of emergency in accordance with the following: a) Uncertainty phase when:

1) no communication has been received from an aircraft within a period of thirty minutes after the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is the earlier, or when

2) an aircraft fails to arrive within thirty minutes of the estimated time of arrival last notified to or estimated by air traffic services units, whichever is the later, except when no doubt exists as to the safety of the aircraft and its occupants.

b) Alert phase when:

1) following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft, or when

2) an aircraft has been cleared to land and fails to land within five minutes of the estimated time of landing and communication has not been re-established with the aircraft, or when

3) information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely, or where the likelihood of a forced landing has not been determined, except when evidence exists that would allay apprehension as to the safety of the aircraft and its occupants, or when

4) an aircraft is known or believed to be the subject of unlawful interference. c) Distress phase when:

1) following the alert phase, further unsuccessful attempts to establish 95CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress, or when

2) the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or when

3) information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, or when

4) information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing, except when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance.

5.2.2 The notification shall contain such of the following information as is

available in the order listed: a) INCERFA, ALERFA or DETRESFA, as appropriate to the phase of the emergency; b) agency and person calling; c) nature of the emergency; d) significant information from the flight plan;

e) unit which made last contact, time and means used; f) last position report and how determined; g) colour and distinctive marks of aircraft; h) dangerous goods carried as cargo; i) any action taken by reporting office; and j) other pertinent remarks.

5.2.2.1 Such part of the information specified in 5.2.2, which is not available at the time notification is made to a rescue coordination centre, shall be sought by an air traffic services unit prior to the declaration of a distress phase, if there is reasonable certainty that this phase will eventuate.

Note. Information on the position of an aircraft in a distress condition may be 96CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 accessible from the Location of an Aircraft in Distress Repository (LADR).

Guidance on use of LADR is contained in the Manual on Global Aeronautical Distress and Safety System (GADSS) (Doc 10165). For more information see Annex 6, Part I, Appendix 9.

5.2.3 Further to the notification in 5.2.1, the rescue coordination centre shall, without delay, be furnished with: a) any useful additional information, especially on the development of the state of emergency through subsequent phases; or b) information that the emergency situation no longer exists.

Note. — The cancellation of action initiated by the rescue coordination centre is the responsibility of that centre.

5.3 Use of communication facilities Air traffic services units shall, as necessary, use all available communication facilities to endeavour to establish and maintain communication with an aircraft in a state of emergency, and to request news of the aircraft.

5.4 Plotting aircraft in a state of emergency When a state of emergency is considered to exist, the flight of the aircraft involved shall be plotted on a chart in order to determine the probable future position of the aircraft and its maximum range of action from its last known position. The flights of other aircraft known to be operating in the vicinity of the aircraft involved shall also be plotted in order to determine their probable future positions and maximum endurance.

5.5 Information to the operator

5.5.1 When an area control or a flight information centre decides that an aircraft is in the uncertainty or the alert phase, it shall, when practicable, advise the operator prior to notifying the rescue coordination centre.

Note. — If an aircraft is in the distress phase, the rescue coordination centre has to be notified immediately in accordance with 5.2.1.

5.5.2 All information notified to the rescue coordination centre by an area control or flight information centre shall, whenever practicable, also be communicated, without delay, to the operator.

5.6 Information to aircraft operating in the vicinity of an aircraft in a state of emergency

5.6.1 When it has been established by an air traffic services unit that an aircraft is in a state of emergency, other aircraft known to be in the vicinity of the aircraft involved shall, except as provided in 5.6.2, be informed of the nature of the emergency as soon as practicable.

5.6.2 When an air traffic services unit knows or believes that an aircraft is being 97CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 subjected to unlawful interference, no reference shall be made in ATS air- ground communications to the nature of the emergency unless it has first been referred to in communications from the aircraft involved and it is certain that such reference will not aggravate the situation.

6. AIR TRAFFIC SERVICES REQUIREMENTS FOR COMMUNICATIONS

6.1 Aeronautical mobile service (air-ground communications)

6.1.1 General

6.1.1.1 Radiotelephony and/or data link shall be used in air-ground communications for air traffic services purposes.

Note.— Requirements for ATS units to be provided with and to maintain guard on the emergency channel 121.5 MHz are specified in CAR Section 9 Series D, Parts III and VI.

6.1.1.2 Where an RCP specification has been prescribed for performance-based communication, ATS units shall, in addition to the requirements specified in 6.1.1.1, be provided with communication equipment which will enable them to provide ATS in accordance with the prescribed RCP specification(s).

Note. — Information on the performance-based communication and surveillance

(PBCS) concept and guidance material on its implementation are contained in the Performance-based Communication and Surveillance (PBCS) Manual (Doc

9869).

6.1.1.3 When direct pilot-controller two-way radiotelephony or data link communications are used for the provision of air traffic control service, recording facilities shall be provided on all such air-ground communication channels.

6.1.1.4 Recordings of communications channels as required in para 6.1.1.3 shall be retained for a period of at least thirty days.

6.1.1.5 Atleast one standby frequency shall be allotted to each ATS unit.

6.1.2 For flight information service

6.1.2.1 Air-ground communication facilities shall enable two-way communications to take place between a unit providing flight information service and appropriately equipped aircraft flying anywhere within the flight information region.

6.1.2.2 Whenever practicable, air-ground communication facilities for flight information service shall permit direct, rapid, continuous and static- free two-way communications.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

6.1.3 For area control service

6.1.3.1 Air-ground communication facilities shall enable two-way communications to take place between a unit providing area control service and appropriately equipped aircraft flying anywhere within the control area(s).

6.1.3.2 Whenever practicable, air-ground communication facilities for area control service shall permit direct, rapid, continuous and static-free two-way communications.

6.1.3.3 Where air-ground voice communication channels are used for area control service and are worked by air-ground communicators, suitable arrangements shall be made to permit direct pilot-controller voice communications, as and when required.

6.1.4 For approach control service

6.1.4.1 Air-ground communication facilities shall enable direct, rapid, continuous and static-free two-way communications to take place between the unit providing approach control service and appropriately equipped aircraft under its control.

6.1.4.2 Where the unit providing approach control service functions as a separate unit, air-ground communications shall be conducted over communication channels provided for its exclusive use.

6.1.5 For aerodrome control service

6.1.5.1 Air-ground communication facilities shall enable direct, rapid, continuous and static-free two-way communications to take place between an aerodrome control tower and appropriately equipped aircraft operating at any distance within 45 km (25 NM) of the aerodrome concerned.

6.1.5.2 Where conditions warrant, separate communication channels shall be provided for the control of traffic operating on the manoeuvring area.

6.2 Aeronautical fixed service (ground-ground communications)

6.2.1 General

6.2.1.1 Direct-speech and/or data link communications shall be used in ground- ground communications for air traffic services purposes.

Note. — Indication by time of the speed with which the communication should be established is provided as a guide to communication services, particularly to determine the types of communication channels required, e.g. that “instantaneous” is intended to refer to communications which effectively provide 99CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 for immediate access between controllers; “fifteen seconds” to accept switchboard operation and “five minutes” to mean methods involving retransmission.

6.2.2 Communications within a flight information region

6.2.2.1 Communications between air traffic services units

6.2.2.1.1 A flight information centre shall have facilities for communications with the following units providing a service within its area of

responsibility: a) the area control centre, unless collocated; b) approach control units; c) aerodrome control towers.

6.2.2.1.2 An area control centre, in addition to being connected to the flight information centre as prescribed in 6.2.2.1.1, shall have facilities for communications with the following units providing a service within

its area of responsibility: a) approach control units; b) aerodrome control towers; c) air traffic services reporting offices, when separately established.

6.2.2.1.3 An approach control unit, in addition to being connected to the flight information centre and the area control centre as prescribed in

6.2.2.1.1 and 6.2.2.1.2, shall have facilities for communications with the associated aerodrome control tower(s) and, when separately established, the associated air traffic services reporting office(s).

6.2.2.1.4 An aerodrome control tower, in addition to being connected to the flight information centre, the area control centre and the approach control unit as prescribed in 6.2.2.1.1, 6.2.2.1.2 and 6.2.2.1.3, shall have facilities for communications with the associated air traffic services reporting office, when separately established.

6.2.2.2 Communications between air traffic services units and other units

6.2.2.2.1 A flight information centre and an area control centre shall have facilities for communications with the following units providing a

service within their respective area of responsibility: a) appropriate military units; b) the meteorological office serving the centre; c) the aeronautical telecommunications station serving the centre;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 d) appropriate operator’s offices; e) the rescue coordination centre or, in the absence of such centre, any other appropriate emergency service; f) the international NOTAM office serving the centre.

6.2.2.2.2 An approach control unit and an aerodrome control tower shall have facilities for communications with the following units providing a

service within their respective area of responsibility: a) appropriate military units; b) rescue and emergency services (including ambulance, fire, etc.); c) the meteorological office serving the unit concerned;

d) the aeronautical telecommunications station serving the unit concerned; e) the unit providing apron management service, when separately established.

6.2.2.2.3 The communication facilities required under 6.2.2.2.1 a) and

6.2.2.2.2 a) shall include provisions for rapid and reliable communications between the air traffic services unit concerned and the military unit(s) responsible for control of interception operations within the area of responsibility of the air traffic services unit.

6.2.2.3 Description of communication facilities

6.2.2.3.1 The communication facilities required under 6.2.2.1, 6.2.2.2.1 a) and 6.2.2.2.2 a), b) and c) shall include provisions for: a) communications by direct speech alone, or in combination with data link communications, whereby for the purpose of transfer of control using radar or ADS-B, the communications can be established instantaneously and for other purposes the communications can normally be established within fifteen seconds; and b) printed communications, when a written record is required; the message transit time for such communications being no longer than five minutes.

6.2.2.3.2 In all cases not covered by 6.2.2.3.1, the communication facilities

should include provisions for: a) communications by direct speech alone, or in combination with data link communications, whereby the communications can normally be established within fifteen seconds; and 101CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 b) printed communications, when a written record is required; the message transit time for such communications being no longer than five minutes.

6.2.2.3.3 In all cases where automatic transfer of data to and/or from air traffic services computers is required, suitable facilities for automatic recording shall be provided.

6.2.2.3.4 The communication facilities required in accordance with 6.2.2.1 and 6.2.2.2 shall be supplemented, as and where necessary, by facilities for other forms of visual or audio communications, for example, closed circuit television or separate information processing systems.

6.2.2.3.5 The communication facilities required under 6.2.2.2.2 a), b) and c) shall include provisions for communications by direct speech arranged for conference communications.

6.2.2.3.6 The communication facilities required under 6.2.2.2.2 d) shall include provisions for communications by direct speech arranged for conference communications, whereby the communications can normally be established within fifteen seconds.

6.2.2.3.7 All facilities for direct-speech or data link communications between air traffic services units and between air traffic services units and other units described under 6.2.2.2.1 and 6.2.2.2.2 shall be

provided with automatic recording.

6.2.2.3.8 Recordings of data and communications as required in 6.2.2.3.3 and 6.2.2.3.7 shall be retained for a period of at least thirty days.

6.2.3 Communications between flight information regions

6.2.3.1 Flight information centres and area control centres shall have facilities for communications with all adjacent flight information centres and area control centres.

6.2.3.1.1 These communication facilities shall in all cases include provisions for messages in a form suitable for retention as a permanent record, and delivery in accordance with transit times specified by regional air navigation agreements.

6.2.3.1.2 Unless otherwise prescribed on the basis of regional air navigation agreements, facilities for communications between area control centres serving contiguous control areas shall, in addition, include provisions for direct-speech and, where applicable, data link communications, with automatic recording, whereby for the purpose of transfer of control using radar ADS-B or ADS-C data, 102CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 the communications can be established instantaneously and for other purposes the communications can normally be established within fifteen seconds.

6.2.3.1.3 When so required by agreement between the States concerned in

order to eliminate or reduce the need for interceptions in the event of deviations from assigned track, facilities for communications between adjacent flight information centres or area control centres other than those mentioned in 6.2.3.1.2 shall include provisions for direct speech alone, or in combination with data link communications. The communication facilities shall be provided with automatic recording.

6.2.3.1.4 The communication facilities in 6.2.3.1.3 shall permit communications to be established normally within fifteen seconds.

6.2.3.2 Adjacent ATS units should be connected in all cases where special circumstances exist.

Note. — Special circumstances may be due to traffic density, types of aircraft operations and/or the manner in which the airspace is organized and may exist even if the control areas and/or control zones are not contiguous or have not (yet) been established.

6.2.3.3 Wherever local conditions are such that it is necessary to clear aircraft into an adjacent control area prior to departure, an approach control unit and/ or aerodrome control tower shall be connected with the area control centre serving the adjacent area.

6.2.3.4 The communication facilities in 6.2.3.2 and 6.2.3.3 shall include provisions for communications by direct speech alone, or in combination with data link communications, with automatic recording, whereby for the purpose of transfer of control using radar, ADS-B or ADS-C data, the communications can be established instantaneously and for other purposes the communications can normally be established within fifteen seconds.

6.2.3.5 In all cases where automatic exchange of data between air traffic services computers is required, suitable facilities for automatic recording shall be provided.

6.2.3.6 Recordings of data and communications as required in 6.2.3.5 shall be retained for a period of at least thirty days.

6.2.4 Procedures for direct-speech communications Appropriate procedures for direct-speech communications shall be developed to permit immediate connections to be made for very urgent 103CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 calls concerning the safety of aircraft, and the interruption, if necessary, of less urgent calls in progress at the time.

6.3 Surface movement control service

6.3.1 Communications for the control of vehicles other than aircraft on manoeuvring areas at controlled aerodromes.

6.3.1.1 Two-way radiotelephony communication facilities shall be provided for aerodrome control service for the control of vehicles on the manoeuvring area, except where communication by a system of visual signals is deemed to be adequate.

6.3.1.2 Where conditions warrant, separate communication channels shall be provided for the control of vehicles on the manoeuvring area.

Automatic recording facilities shall be provided on all such channels.

6.3.1.3 All the vehicles authorized to enter the operational runway shall be equipped with radio telephony equipment which has Aerodrome Control Tower frequency or shall be escorted by a vehicle equipped with Aerodrome Control Tower frequency communication equipment.

Note : In this context, radio telephony equipment excludes handheld two way radios like walkie talkies.

6.3.1.4 Recordings of communications as required in 6.3.1.2 shall be retained for a period of at least thirty days.

6.4 Aeronautical radio navigation service

6.4.1 Automatic recording of surveillance data

6.4.1.1 Surveillance data from primary and secondary radar equipment or other systems(e.g. ADS-B, ADS-C),, used as an aid to air traffic services, shall be automatically recorded for use in accident and incident investigations, search and rescue, air traffic control and surveillance systems evaluation and training.

6.4.1.2 ASMGCS data shall be recorded and retained for a period of 30 days.

6.4.1.3 Automatic recordings shall be retained for a period of at least thirty days.

When the recordings are pertinent to accident and incident investigations, they shall be retained for longer periods until it is evident that they will no longer be required.

6.4.1.4 Where ADS-B, or other surveillance displays are available, such tools 104CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 solely may be used for situational awareness in a procedural environment.

6.5 Use and availability of the VHF emergency frequency

6.5.1 The VHF emergency frequency (121.5 MHz) shall be used for genuine emergency purposes, including any of the following:

(1) to provide a clear channel between aircraft in distress or emergency and a ground station when the normal channels are being utilised for other aircraft;

(2) to provide a VHF communication channel between aircraft and aerodromes, not normally used by international air services, in case of an emergency condition arising;

(3) to provide a common VHF communication channel between aircraft, either civil or military, and between such aircraft and surface services, involved in common search and rescue operations, prior to changing when necessary to the appropriate frequency;

(4) to provide air-ground communication with aircraft when airborne equipment failure prevents the use of the regular channels;

(5) to provide a channel for the operation of emergency locator transmitters

(ELTs), and for communication between survival craft and aircraft engaged in search and rescue operations;

(6) to provide a common VHF channel for communication between civil aircraft and intercepting aircraft or intercept control units and between civil or intercepting aircraft and air traffic services units in the event of interception of the civil aircraft.

7.AIR TRAFFIC SERVICES REQUIREMENTS FOR INFORMATION

7.1 Meteorological information

7.1.1 General

7.1.1.1 Air traffic services units shall be supplied with up-to-date information on existing and forecast meteorological conditions as necessary for the performance of their respective functions. The information shall be supplied in such a form as to require a minimum of interpretation on the part of air traffic services personnel and with a frequency which satisfies the requirements of the air traffic services units concerned.

7.1.1.2 Air traffic services units shall be supplied with available detailed information on the location, vertical extent, direction and rate of movement of meteorological phenomena in the vicinity of the aerodrome, and particularly in the climb-out and approach areas, which could be hazardous to aircraft operations.

Note. — The meteorological phenomena are listed in CAR Section 9 Series M Part 1.

7.1.1.3 When computer-processed upper air data are made available to air traffic 105CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 services units in digital form for use by air traffic services computers, the contents, format and transmission arrangements shall be as agreed between the meteorological service provider and the appropriate ATS Authority.

7.1.2 Flight information centres and area control centers

7.1.2.1 Flight information centres and area control centres shall be supplied with meteorological information, particular emphasis being given to the occurrence or expected occurrence of deterioration in a weather element as soon as this can be determined. These reports and forecasts shall cover the flight information region or control area and such other areas as may be determined on the basis of regional air navigation agreements.

Note. — For the purpose of this provision, certain changes in meteorological conditions are construed as deterioration in a weather element, although they are not ordinarily considered as such. An increase in temperature may, for example, adversely affect the operation of certain types of aircraft. The list of meteorological information to be supplied to flight information centres and area control centres are contained in the PANS-MET (Doc 10157)

7.1.2.2 Flight information centres and area control centres shall be provided, at suitable intervals, with current pressure data for setting altimeters, for locations specified by the flight information centre or area control centre concerned.

7.1.3 Units providing approach control service

7.1.3.1 Units providing approach control service shall be supplied with meteorological information for the airspace and the aerodromes with which they are concerned. Special reports and amendments to forecasts shall be communicated to the units providing approach control service as soon as they are necessary in accordance with established criteria, without waiting for the next routine report or forecast. Where multiple sensors are used, the displays to which they are related shall be clearly marked to identify the runway and section of the runway monitored by each sensor.

Note1. — See Note following 7.1.2.1.

Note 2 - The list of meteorological information to be supplied to units providing approach control service is contained in the PANS-MET (Doc 10157)

7.1.3.2 Units providing approach control service shall be provided with current pressure data for setting altimeters, for locations specified by the unit providing approach control service.

7.1.3.3 Units providing approach control service for final approach, landing and take-off shall be equipped with surface wind display(s). The display(s) shall be related to the same location(s) of observation and be fed from the 106CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 same sensor(s) as the corresponding display(s) in the aerodrome control tower and in the meteorological station, where such a station exists.

7.1.3.4 Units providing approach control service for final approach, landing and take-off at aerodromes where runway visual range values are assessed by instrumental means shall be equipped with display(s) permitting read- out of the current runway visual range value(s). The display(s) shall be related to the same location(s) of observation and be fed from the same sensor(s) as the corresponding display(s) in the aerodrome control tower and in the meteorological station, where such a station exists.

7.1.3.5 Units providing approach control service for final approach, landing and take-off at aerodromes where the height of cloud base is assessed by instrumental means should be equipped with display(s) permitting read- out of the current value(s) of the height of cloud base. The displays should be related to the same location(s) of observations and be fed from the same sensor(s) as the corresponding display(s) in the aerodrome control tower and in the meteorological station, where such a station exists.

7.1.3.6 Units providing approach control service for final approach, landing and take-off shall be supplied with information on wind shear which could adversely affect aircraft on the approach or take-off paths or during circling approach.

Note :Provisions concerning the issuance of wind shear warnings and alerts and ATS requirements for meteorological information are given in CAR Section 9 Series M Part1, Chapter 7 and PANS-MET (Doc 10157) chapters 6 and 9.

7.1.4 Aerodrome control towers

7.1.4.1 Aerodrome control towers shall be supplied with meteorological information for the aerodrome with which they are concerned. Special reports and amendments to forecasts shall be communicated to the aerodrome control towers as soon as they are necessary in accordance with established criteria, without waiting for the next routine report or forecast.

Note. — See Note following 7.1.2.1.

Note 2 - The list of meteorological information to be supplied to aerodrome Control towers is contained in the PANS-MET (Doc 10157)

7.1.4.2 Aerodrome control towers shall be provided with current pressure data for setting altimeters for the aerodrome concerned.

7.1.4.3 Aerodrome control towers shall be equipped with surface wind display(s).

The display(s) shall be related to the same location(s) of observation and be fed from the same sensor(s) as the corresponding display(s)in the meteorological station, where such a station exists. Where multiple 107CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 sensor(s) are used, the display(s) to which they are related shall be clearly marked to identify the runway and section of the runway monitored by each sensor.

7.1.4.4 Aerodrome control towers at aerodromes where runway visual range values are measured by instrumental means shall be equipped with display(s) permitting read-out of the current runway visual range value(s).

The display(s) shall be related to the same location(s) of observation and be fed from the same sensor(s) as the corresponding display(s) in the meteorological station, where such a station exists.

7.1.4.5 Aerodrome control towers at aerodromes where the height of cloud base is assessed by instrumental means should be equipped with display(s) permitting read-out of the current value(s) of the height of cloud base.

The displays should be related to the same location(s) of observations and be fed from the same sensor(s) as the corresponding display(s) in the meteorological station, where such a station exists.

7.1.4.6 Aerodrome control towers shall be supplied with information on wind shear which could adversely affect aircraft on the approach or take-off paths or during circling approach and aircraft on the runway during the landing roll or take-off run.

7.1.4.7 Aerodrome control towers and/or other appropriate units shall be supplied with aerodrome warnings.

Note : The meteorological conditions for which aerodrome warnings are issued are listed in CAR Section 9 Series M Part1

7.1.5 Communication stations Where necessary for flight information purposes, current meteorological reports and forecasts shall be supplied to communication stations. A copy of such information shall be forwarded to the flight information centre or the area control centre.

7.2 Information on aerodrome conditions and the operational status of associated facilities Aerodrome control towers and units providing approach control service shall be kept currently informed of the operationally significant conditions of the movement area, including the existence of temporary hazards, and the operational status of any associated facilities at the aerodrome(s) with which they are concerned.

7.3 Information on the operational status of navigation aids

7.3.1 ATS units shall be kept currently informed of the operational status of radio navigation services and visual aids essential for take-off, departure, 108CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 approach and landing procedures within their area of responsibility and those visual and those radio navigation services and visual aids essential for surface movement.

7.3.2 Information on the operational status, and any changes thereto, of radio navigation services and visual as referred to in 7.3.1 shall be received by the appropriate ATS unit(s) on a timely basis consistent with the use of the services(s) and aid(s) involved.

Note.— Guidance material regarding the provision of information to ATS units in respect to visual and non-visual navigation aids is contained in the Air Traffic Services Planning Manual (Doc 9426). Specifications for monitoring visual aids are contained in CAR Section 4 Series B Part I, and related guidance material is in the Aerodrome Design Manual (Doc 9157), Part 5. Specifications for monitoring non-visual aids are contained in CAR Section 9 Series D Part II.

7.4 Information on unmanned free balloons Operators of unmanned free balloons shall keep the appropriate air traffic services units informed of details of flights of unmanned free balloons in accordance with the provisions contained in CAR Section 9, Series ‘E’ Part I .

7.5 Information concerning volcanic activity

7.5.1 ATS units shall be informed, in accordance with local agreement, of pre- eruption volcanic activity, volcanic eruptions and volcanic ash cloud which could affect airspace used by flights within their area of responsibility.

7.5.2 Area control centres and flight information centres shall be provided with volcanic ash advisory information issued by the associated VAAC.

Note. — VAACs are designated by regional air navigation agreements in accordance with CAR Section 9 Series M Part 1

7.6 Information concerning radioactive materials and toxic chemical “clouds” ATS units shall be informed, in accordance with local agreement, of the release into the atmosphere of radioactive materials or toxic chemicals which could affect airspace used by flights within their area of responsibility.

109CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Sd /- Faiz Ahmed Kidwai Director General of Civil Aviation APPENDIX 1.PRINCIPLES GOVERNING THE IDENTIFICATION OF NAVIGATION SPECIFICATIONS AND THE IDENTIFICATION OF ATS ROUTES OTHER THAN STANDARD DEPARTURE AND ARRIVAL ROUTES (Paras 2.7 and 2.13 refer) Note. — See Appendix 3 concerning the identification of standard departure and arrival routes and associated procedures. Guidance material on the establishment of these routes and procedures is contained in the Air Traffic Services Planning Manual (Doc

9426).

1. Designators for ATS routes and navigation specifications

1.1 The purpose of a system of route designators and navigation specification(s) applicable to specified ATS route segment(s), route(s) or area is to allow both pilots and ATS, taking into account automation requirements:

a) to make unambiguous reference to any ATS route without the need to resort to the use of geographical coordinates or other means in order to describe it; b) to relate an ATS route to a specific vertical structure of the airspace, as 110CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 applicable; c) to indicate a required level of navigation performance accuracy, when operating along an ATS route or within a specified area; and d) to indicate that a route is used primarily or exclusively by certain types of aircraft.

Note 1. — Specifications concerning the publication of navigation specification(s) are given in CAR Section 9 Series G Part I,Para 7, and PANS-AIM (Doc 10066), Appendix 2.

Note 2. — In relation to this appendix and for flight planning purposes, a prescribed navigation specification is not considered an integral part of the ATS route designator.

1.2 In order to meet this purpose, the designation system shall: a) permit the identification of any ATS route in a simple and unique manner; b) avoid redundancy; c) be usable by both ground and airborne automation systems;

d) permit utmost brevity in operational use; and e) provide sufficient possibility of extension to cater for any future requirements without the need for fundamental changes.

1.3 Controlled, advisory and uncontrolled ATS routes, with the exception of standard arrival and departure routes, shall therefore be identified as specified hereafter.

2. Composition of designator

2.1 The ATS route designator shall consist of a basic designator supplemented, if necessary, by: a) one prefix as prescribed in 2.3; and b) one additional letter as prescribed in 2.4.

2.1.1 The number of characters required to compose the designator shall not exceed six characters.

2.1.2 The number of characters required to compose the designator should, whenever possible, be kept to a maximum of five characters.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

2.2 The basic designator shall consist of one letter of the alphabet followed by a number from 1 to 999.

2.2.1 Selection of the letter shall be made from those listed hereunder: a) A, B, G, R for routes which form part of the regional networks of ATS routes and are not area navigation routes; b) L, M, N, P for area navigation routes which form part of the regional networks of ATS routes;

c) H, J, V, W for routes which do not form part of the regional networks of ATS routes and are not area navigation routes; d) Q, T, Y, Z for area navigation routes which do not form part of the regional networks of ATS routes.

2.3 Where applicable, one supplementary letter shall be added as a prefix to

the basic designator in accordance with the following:

1. K to indicate a low-level route established for use primarily by helicopters;

2. U to indicate that the route or portion thereof is established in the upper airspace;

3. S to indicate a route established exclusively for use by supersonic aircraft during acceleration, deceleration and while in supersonic flight.

2.4 When prescribed by the appropriate ATS authority or on the basis of regional air navigation agreements, a supplementary letter may be added after the basic designator of the ATS route in question in order to indicate the type of service provided or the turn performance required on the route in question in

accordance with the following : a) the letter F to indicate that on the route or portion thereof advisory service only is provided; d) the letter G to indicate that on the route or portion thereof flight information service only is provided.

Note 1. — Due to limitations in the display equipment on board aircraft, the supplementary letters “F” or “G” may not be displayed to the pilot.

Note 2. — Implementation of a route or a portion thereof as controlled route, advisory route or flight information route is indicated in aeronautical charts and aeronautical information publications in accordance with the provisions in CAR Section 9 Series G Part 1 and CAR Section 9 Series I Part 1.

3. Assignment of basic designators 112CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

3.1 Basic ATS route designators shall be assigned in accordance with the following principles.

3.1.1 The same basic designator shall be assigned to a main trunk route throughout its entire length, irrespective of terminal control areas, States or regions traversed.

Note. — This is of particular importance where automated ATS data processing and computerized airborne navigation equipment is used.

3.1.2 Where two or more trunk routes have a common segment, the segment in question shall be assigned each of the designators of the routes concerned, except where this would present difficulties in the provision of air traffic service, in which case, by common agreement, one designator only shall be assigned.

3.1.3 A basic designator assigned to one route shall not be assigned to any other route.

3.1.4 The requirements for designators shall be notified to the Regional Offices of ICAO for coordination.

4. Use of designators in communications

4.1 In printed communications, the designator shall be expressed at all times by not less than two and not more than six characters.

4.2 In voice communications, the basic letter of a designator shall be spoken in accordance with the ICAO spelling alphabet.

4.3 Where the prefixes K, U or S specified in 2.3 are used, they shall, in voice communications, be spoken as follows:

K — KOPTER U — UPPER S — SUPERSONIC The word “kopter” shall be pronounced as in the word “helicopter” and the words “upper” and “supersonic” as in the English language.

4.4 Where the letters “F” or “G” specified in 2.4 above are used, the flight crew should not be required to use them in voice communications. - - - 113CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 APPENDIX 2.

PRINCIPLES GOVERNING THE ESTABLISHMENT AND IDENTIFICATION OF SIGNIFICANT POINTS (Para 2.15 refers)

1. Establishment of significant points

1.1 Significant points should, whenever possible, be established with reference to ground-based radio navigation aids, preferably VHF or higher frequency aids.

1.2 Where such ground-based radio navigation aids do not exist, significant points shall be established at locations which can be determined by self- contained airborne navigation aids, or, where navigation by visual reference to the ground is to be effected, by visual observation. Specific points may be designated as ‘‘transfer of control’’ points by agreement between adjacent air traffic control units or control positions concerned.

2. Designators for significant points marked by the site of a radio navigation aid

2.1 Plain language name for significant points marked by the site of a radio navigation aid

2.1.1 Whenever practicable, significant points shall be named with reference to an identifiable and preferably prominent geographical location.

2.1.2 In selecting a name for the significant point, care shall be taken to ensure

that the following conditions are met: a) the name shall not create difficulties in pronunciation for pilots or ATS personnel when speaking in the language used in ATS communications.

Where the name of a geographical location in the national language selected for designating a significant point gives rise to difficulties in pronunciation, an abbreviated or contracted version of this name, which retains as much of its geographical significance as possible, shall be selected;

Example: FUERSTENFELDBRUCK = FURSTY b) the name shall be easily recognizable in voice communications and shall be free of ambiguity with those of other significant points in the same general area. In addition, the name shall not create confusion with respect to other communications exchanged between air traffic services and pilots;

c) the name should, if possible, consist of at least six letters and form two syllables and preferably not more than three;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 d) the selected name shall be the same for both the significant point and the radio navigation aid marking it.

2.2 Composition of coded designators for significant points marked by the site of a radio navigation aid

2.2.1 The coded designator shall be the same as the radio identification of the radio navigation aid. It shall be so composed, if possible, as to facilitate association with the name of the point in plain language.

2.2.2 Coded designators shall not be duplicated within 1 100 km (600 NM) of the location of the radio navigation aid concerned, except as noted hereunder.

Note. — When two radio navigation aids operating in different bands of the frequency spectrum are situated at the same location, their radio identifications are normally the same.

2.3 The requirements for coded designators shall be notified to the Regional Offices of ICAO for coordination.

3. Designators for significant points not marked by the site of a radio navigation aid

3.1 Where a significant point is required at a position not marked by the site of a radio navigation aid, and is used for ATC purposes, it shall be designated by a unique five-letter pronounce-able “name-code”. This name-code designator then serves as the name as well as the coded designator of the significant point.

Note. — The principles governing the use of alphanumeric name-codes in support of RNAV performance-based navigation (PBN) SIDs, STARs and instrument approach procedures are detailed in PANS-OPS (Doc 8168).

3.2 The name-code designator shall be selected so as to avoid any difficulties in pronunciation by pilots or ATS personnel when speaking in the language used in ATS communications.

Examples: ADOLA, KODAP

3.3 The name-code designator shall be easily recognizable in voice communications and shall be free of ambiguity with those used for other significant points in the same general area.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

3.4 The unique five-letter pronounceable name-code designator assigned to a significant point shall not be assigned to any other significant point. When there is a need to relocate a significant point, a new name-code designator shall be chosen. In cases when it is required to keep the allocation of specific name-codes for re-use at a different location, such name-codes shall not be used until after a period of at least six months

3.5 The requirements for unique five-letter pronounceable name-code designators shall be notified to the Regional Offices of ICAO for coordination.

3.6 In areas where no system of fixed routes is established or where the routes followed by aircraft vary depending on operational considerations, significant points shall be determined and reported in terms of World Geodetic System — 1984 (WGS-84) geographical coordinates, except that permanently established significant points serving as exit and/or entry points into such areas shall be designated in accordance with the applicable provisions in 2 or 3.

4. Use of designators in communications

4.1 Normally the name selected in accordance with 2 or 3 shall be used to refer to the significant point in voice communications. If the plain language name for a significant point marked by the site of a radio navigation aid selected in accordance with 2.1 is not used, it shall be replaced by the coded designator which, in voice communications, shall be spoken in accordance with the ICAO spelling alphabet.

4.2 In printed and coded communications, only the coded designator or the selected name-code shall be used to refer to a significant point.

5. Significant points used for reporting purposes

5.1 In order to permit ATS to obtain information regarding the progress of aircraft in flight, selected significant points may need to be designated as reporting points.

5.2 In establishing such points, consideration shall be given to the following

factors: a) the type of air traffic services provided; b) the amount of traffic normally encountered; c) the accuracy with which aircraft are capable of adhering to the current flight plan; d) the speed of the aircraft;

e) the separation minima applied;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 f) the complexity of the airspace structure; g) the control method(s) employed; h) the start or end of significant phases of a flight (climb, descent, change of direction, etc.);

i) transfer of control procedures; j) safety and search and rescue aspects; k) the cockpit and air-ground communication workload.

5.3 Reporting points shall be established either as “compulsory” or as “on- request”.

5.4 In establishing “compulsory” reporting points the following principles shall

apply: a) compulsory reporting points shall be limited to the minimum necessary for the routine provision of information to air traffic services units on the progress of aircraft in flight, bearing in mind the need to keep cockpit and controller workload and air-ground communications load to a minimum;

b) the availability of a radio navigation aid at a location should not necessarily determine its designation as a compulsory reporting point; c) compulsory reporting points should not necessarily be established at flight information region or control area boundaries.

5.5 “On-request” reporting points may be established in relation to the requirements of air traffic services for additional position reports when traffic conditions so demand.

5.6 The designation of compulsory and on-request reporting points shall be reviewed regularly with a view to keeping the requirements for routine position reporting to the minimum necessary to ensure efficient air traffic services.

5.7 Routine reporting over compulsory reporting points should not systematically be made mandatory for all flights in all circumstances. In applying this principle, particular attention shall be given to the following:

a) high-speed, high-flying aircraft should not be required to make routine position reports over all reporting points established as compulsory for low- speed, low-flying aircraft;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 b) aircraft transiting through a terminal control area should not be required to make routine position reports as frequently as arriving and departing aircraft.

5.8 In areas where the above principles regarding the establishment of reporting points would not be practicable, a reporting system with reference to meridians of longitude or parallels of latitude expressed in whole degrees may be established.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 APPENDIX 3.

PRINCIPLES GOVERNING THE IDENTIFICATION OF STANDARD DEPARTURE AND ARRIVAL ROUTES AND ASSOCIATED PROCEDURES ( Para, 2.13 refers) Note. — Material relating to the establishment of standard departure and arrival routes and associated procedures is contained in the Air Traffic Services Planning Manual (Doc 9426).

1.Designators for standard departure and arrival routes and associated procedures Note. — In the following text the term “route” is used in the meaning of “route and associated procedures”.

1.1 The system of designators shall: a) permit the identification of each route in a simple and unambiguous manner; b) make a clear distinction between: —departure routes and arrival routes; —departure or arrival routes and other ATS routes;

— routes requiring navigation by reference to ground-based radio aids or self-contained airborne aids, and routes requiring navigation by visual reference to the ground; c) be compatible with ATS and aircraft data processing and display requirements;

d) be of utmost brevity in its operational application; e) avoid redundancy; f) provide sufficient possibility for extension to cater for any future requirements without the need for fundamental changes.

1.2 Each route shall be identified by a plain language designator and a corresponding coded designator.

1.3 The designators shall, in voice communications, be easily recognizable as relating to a standard departure or arrival route and shall not create any difficulties in pronunciation for pilots and ATS personnel.

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2. Composition of designators

2.1 Plain language designator

2.1.1 The plain language designator of a standard departure or arrival route shall

consist of: a) a basic indicator; followed by b) a validity indicator; followed by c) a route indicator, where required; followed by d) the word “departure” or “arrival”; followed by e) the word “visual”, if the route has been established for use by aircraft operating in accordance with the visual flight rules (VFR).

2.1.2 The basic indicator shall be the name or name-code of the significant point where a standard departure route terminates or a standard arrival route begins.

2.1.3 The validity indicator shall be a number from 1 to 9.

2.1.4 The route indicator shall be one letter of the alphabet. The letters “I” and “O” shall not be used.

2.2 Coded designator The coded designator of a standard departure or arrival route, instrument or visual, shall consist of: a) the coded designator or name-code of the significant point described in 2.1.1 a); followed by b) the validity indicator in 2.1.1 b); followed by c) the route indicator in 2.1.1 c), where required.

Note. — Limitations in the display equipment on board aircraft may require shortening of the basic indicator, if that indicator is a five-letter name-code,e.g. KODAP. The manner in which such an indicator is shortened is left to the discretion of operators.

3. Assignment of designators

3.1 Each route shall be assigned a separate designator.

3.2 To distinguish between two or more routes which relate to the same significant point (and therefore are assigned the same basic indicator), a separate route indicator as described in 2.1.4 shall be assigned to each route.

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4. Assignment of validity indicators

4.1 A validity indicator shall be assigned to each route to identify the route which is currently in effect.

4.2 The first validity indicator to be assigned shall be the number “1”.

4.3 Whenever a route is amended, a new validity indicator, consisting of the next higher number, shall be assigned. The number “9” shall be followed by the number “1”.

5. Examples of plain language and coded designators

5.1 Example 1: Standard departure route — instrument: a) Plain language BRECON ONE

designator: DEPARTURE b) Coded designator: BCN 1

5.1.1 Meaning: The designator identifies a standard instrument departure route which terminates at the significant point BRECON (basic indicator).

BRECON is a radio navigation facility with the identification BCN (basic indicator of the coded designator). The validity indicator ONE (1 in the coded designator) signifies either that the original version of the route is still in effect or that a change has been made from the previous version NINE (9) to the now effective version ONE (1) (see 4.3). The absence of a route indicator (see 2.1.4 and 3.2) signifies that only one route, in this case a departure route, has been established with reference to BRECON.

5.2 Example 2: Standard arrival route — instrument: a) Plain language KODAP TWO ALPHA

designator: ARRIVAL b) Coded designator: KODAP 2 A

5.2.1 Meaning: This designator identifies a standard instrument arrival route which begins at the significant point KODAP (basic indicator). KODAP is a significant point not marked by the site of a radio navigation facility and therefore assigned a five-letter name-code in accordance with Appendix

2. The validity indicator TWO (2) signifies that a change has been made from the previous version ONE (1) to the now effective version TWO (2).

The route indicator ALPHA (A) identifies one of several routes established with reference to KODAP and is a specific character assigned to this route.

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5.3 Example 3: Standard departure route — visual: a) Plain language ADOLA FIVE BRAVO designator DEPARTURE VISUAL b) Coded designator: ADOLA 5 B

5.3.1 Meaning: This designator identifies a standard departure route for controlled VFR flights which terminates at ADOLA, a significant point not marked by the site of a radio navigation facility. The validity indicator FIVE

(5) signifies that a change has been made from the previous version FOUR

(4) to the now effective version FIVE (5). The route indicator BRAVO (B) identifies one of several routes established with reference to ADOLA.

6. Composition of designators for MLS/RNAV area navigation approach procedures

6.1 Plain language designator

6.1.1 The plain language designator of an MLS/RNAV area navigation approach

procedure shall consist of: a) “MLS”; followed by b) a basic indicator; followed by c) a validity indicator; followed by d) a route indicator; followed by e) the word “approach”; followed by f) the designator of the runway for which the procedure is designed.

6.1.2 The basic indicator shall be the name or name-code of the significant point where the approach procedure begins.

6.1.3 The validity indicator shall be a number from 1 to 9.

6.1.4 The route indicator shall be one letter of the alphabet. The letters “I” and “O” shall not be used.

6.1.5 The designator of the runway shall be in accordance with CAR Section 4 Series B Part 1 Para 5.2.2.

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6.2 Coded designator

6.2.1 The coded designator of an MLS/RNAV area navigation approach

procedure shall consist of: a) “MLS”; followed by b) the coded designator or name-code of the significant point described in

6.1.1 b); followed by c) the validity indicator in 6.1.1 c); followed by d) the route indicator in 6.1.1 d); followed by e) the runway designator in 6.1.1 f).

6.3 Assignment of designators

6.3.1 The assignment of designators for MLS/RNAV area navigation approach procedures shall be in accordance with paragraph 3. Procedures having identical tracks but different flight profiles shall be assigned separate route indicators.

6.3.2 The route indicator letter for MLS/RNAV area navigation approach procedures shall be assigned uniquely to all approaches at an airport until all the letters have been used. Only then shall the route indicator letter be repeated. The use of the same route indicator for two routes using the same MLS ground facility shall not be permitted.

6.3.3 The assignment of validity indicator for approach procedures shall be in accordance with paragraph 4.

6.4 Example of plain language and coded designators

6.4.1 Example: a) Plain language MLS HAPPY ONE ALPHA

designator: APPROACH RUNWAY ONE EIGHT LEFT b) Coded designator: MLS HAPPY 1 A 18L

6.4.2 Meaning: The designator identifies an MLS/RNAV area navigation approach procedure which begins at the significant point HAPPY (basic indicator). HAPPY is a significant point not marked by the site of a radio navigation facility and therefore assigned a five-letter name-code in 123CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 accordance with Appendix

2. The validity indicator ONE (1) signifies that either the original version of the route is still in effect or a change has been made from the previous version NINE (9) to the now effective version ONE (1). The route indicator ALPHA (A) identifies one of several routes established with reference to HAPPY and is a specific character assigned to this route.

7. Use of designators in communications

7.1 In voice communications, only the plain language designator shall be used.

Note.— For the purpose of identification of routes, the words “departure”, “arrival” and “visual” described in 2.1.1 d) and 2.1.1 e) are considered to be an integral element of the plain language designator.

7.2 In printed or coded communications, only the coded designator shall be used.

8. Display of routes and procedures to air traffic control

8.1 A detailed description of each currently effective standard departure and/or arrival route/approach procedure, including the plain language designator and the coded designator, shall be displayed at the working positions at which the routes/procedures are assigned to aircraft as part of an ATC clearance, or are otherwise of relevance in the provision of air traffic control services.

8.2 Whenever possible, a graphic portrayal of the routes/ procedures shall also be displayed. - - - 124CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 APPENDIX 4.

ATS AIRSPACE CLASSES — SERVICES PROVIDED AND FLIGHT REQUIREMENTS (Para 2.6 refers) Radio Subject to Type of Separation communicatio n an ATC Class flight Service Speed

provided requirement clearance

provided limitation* Air traffic control Continuous two- Yes A IFR only All aircraft Not applicable service way Air traffic control Continuous two- IFR All aircraft Not applicable Yes service way B Air traffic control Continuous two- VFR All aircraft Not applicable Yes service way IFR from IFR Continuous two- IFR from VFR Air traffic control IFR Not applicable way Yes service

1) Air traffic control C service for 250 kt IAS VFR from separation from below 3 050 m IFR; Continuous two- VFR IFR (10 000 ft) Yes

2) VFR/VFR traffic way AMSL information (and traffic avoidance advice on request) Air traffic control service, traffic 250 kt IAS Continuous two- IFR information about below 3 050 m IFR from IFR VFR flights (and (10 000 ft) way Yes traffic avoidance AMSL advice on request) D IFR/VFR and VFR/VFR traffic 250 kt IAS information (and below 3 050 m Continuous two- VFR Nil Yes traffic avoidance (10 000 ft) way advice on request) AMSL Air traffic control IFR IFR from IFR service and, as far 250 kt IAS Continuous two- as practical, traffic below 3 050 m Yes information about (10 000 ft) way E VFR flights AMSL 250 kt IAS Traffic information VFR below 3 050 m Nil as far as practical No No (10 000 ft) AMSL IFR from IFR as Air traffic advisory far as service; flight 250 kt IAS Continuous two- IFR practical below 3 050 m way No information service (10 000 ft) F AMSL 250 kt IAS VFR Flight information Nil below 3 050 m No No service (10 000 ft) AMSL 250 kt IAS Continuous two- Flight information IFR Nil below 3 050 m way No service (10 000 ft) G AMSL 250 kt IAS Flight information below 3 050 m No VFR Nil No service (10 000 ft) AMSL * When the height of the transition altitude is lower than 3 050 m (10 000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 APPENDIX 5 & APPENDIX 6.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 APPENDIX 7.

RESPONSIBILITIES CONCERNING AN INSTRUMENT FLIGHT PROCEDURE DESIGN SERVICE (Para 2.34 refers)

1. Air Space and Air Navigation Services standards directorate of DGCA

shall : a) provide an instrument flight procedure design service; and/ or b) agree with one or more Contracting State(s) to provide a joint service; and/ or c) delegate the provision of the service to external agency(ies).

The instrument flight procedure design service in India is delegated to the ANSP, Airports Authority of India

2. DGCA approves and remains responsible for all instrument flight procedures for aerodromes and airspace under its authority.

3. Instrument flight procedures shall be designed in accordance with DGCA approved design criteria.

4. It shall be ensured that an instrument flight procedure design service provider intending to design an instrument flight procedure for aerodromes or airspace under its authority meets the requirements established by DGCA regulatory framework.

Note.—Guidance material for regulatory framework for the oversight of instrument flight procedure design service is contained in the Manual on the Development of a Regulatory Framework for Instrument Flight Procedure Design Service (Doc 10068) and DGCA’s PANS-OPS inspector’s handbook .

5. It is to be ensured that, an instrument flight procedure design service provider shall utilize a quality management system at each stage of the instrument flight procedure design process.

Note.—This requirement can be met by means of a quality assurance methodology, such as that described in PANS-OPS (Doc 8168), Volume II, Part I, Section 2,

Chapter 4 – Quality Assurance. Guidance for implementing such a methodology is contained in The Quality Assurance Manual for Flight Procedure Design (Doc 9906).

6. Flight Procedure Design Service Provider to ensure that, maintenance and periodic review of instrument flight procedures for aerodromes and airspace under DGCA’s authority are conducted. ANSP shall also establish an interval of periodic review of instrument flight procedures which shall not exceed five years.

Note.— Guidance on maintenance and periodic review is contained in the Quality Assurance Manual for Flight Procedure Design (Doc 9906) and CAR Section 9 Series P Part I 127CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 ATTACHMENT A.

MATERIAL RELATING TO A METHOD OF ESTABLISHING ATS ROUTES DEFINED BY VOR (Paras 2.7.1 and 2.13 refer)

1. Introduction

1.1 The guidance material in this Attachment results from comprehensive studies, carried out in Europe in 1972 and the United States in 1978, which were in general agreement.

Note. — Details of the European studies are contained in Circular 120 — Methodology for the Derivation of Separation Minima Applied to the Spacing between Parallel Tracks in ATS Route Structures.

1.2 In applying the guidance material in 3 and 4, it should be recognized that the data on which it is based are generally representative of navigation using VOR meeting the full requirements of Doc 8071 —Manual on Testing of Radio Navigation Aids, Volume I. Any additional factors, such as those due to particular operational requirements, frequency of aircraft passings or information available regarding the actual track-keeping performance of aircraft within a given portion of airspace should be taken into account.

1.3 Attention is also invited to the basic assumptions in 4.2 and to the fact that the values given in 4.1 represent a conservative approach. Before applying these values, account should therefore be taken of any practical experience gained in the airspace under consideration, as well as the possibility of achieving improvements in the overall navigation performance of aircraft.

1.4 It is encouraged to keep ICAO fully informed of the results of the application of this guidance material.

2. Determination of VOR system performance values The large variability of the values which are likely to be associated with each of the factors that make up the total VOR system, and the limitation of presently available methods to measure all these effects individually with the required precision, have led to the conclusion that an assessment of the total system error provides a more realistic method for determining the VOR system performance. The material contained in 3 and 4 should be applied only after study of Circular 120 especially with respect to the environmental conditions.

Note. — Guidance material on overall VOR system accuracy is also contained in CAR Section 9 Series D Part II, Attachment C.

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3. Determination of protected airspace along VOR-defined routes Note 1. — The material of this section has not been derived by means of the collision-risk/target level of safety method.

Note 2.— The word “containment” as used in this section is intended to indicate that the protected airspace provided will contain the traffic for 95 per cent of the total flying time (i.e. accumulated over all aircraft) for which the traffic operates along the route in question. Where, for example 95 per cent containment is

provided, it is implicit that for 5 per cent of the total flying time traffic will be outside the protected airspace. It is not possible to quantify the maximum distance which such traffic is likely to deviate beyond the protected airspace.

3.1 For VOR-defined routes where radar or ADS-B is not used to assist aircraft in remaining within the protected airspace, the following guidance is provided. However, when the lateral deviations of aircraft are being controlled with the aid of radar or ADS -B monitoring, the size of the protected airspace required may be reduced, as indicated by practical experience gained in the airspace under consideration.

3.2 As a minimum, protection against activity in airspace adjacent to the routes should provide 95 per cent containment.

3.3 The work described in Circular 120 indicates that a VOR system performance based on the probability of 95 per cent containment would require the following protected airspace around the centre line of the route

to allow for possible deviations: — VOR routes with 93 km (50 NM) or less between VORs: ±7.4 km (4 NM); — VOR routes with up to 278 km (150 NM) between VORs: ±7.4 km (4 NM) up to 46 km (25 NM) from the VOR then expanding protected airspace up to ±11.1 km (6 NM) at 139 km (75 NM) from the VOR.

Figure A-1 129CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026

3.4 If the appropriate ATS authority considers that a better protection is required, e.g. because of the proximity of prohibited, restricted or danger areas, climb or descent paths of military aircraft, etc., it may decide that a higher level of containment should be provided. For delineating the

protected airspace the following values should then be used: — for segments with 93 km (50 NM) or less between VORs, use the values in line A of the table below; — for segments with more than 93 km (50 NM) and less than 278 km (150 NM) between the VORs use the values given in line A of the table up to 46 km (25 NM), then expand linearly to the value given in line B at 139 km (75 NM) from the VOR.

Percentage containment 95 96 97 98 99 99.5 A (km) ±7.4 ±7.4 ±8.3 ±9.3 ±10.2 ±11.1 NM ±4.0 ±4.0 ±4.5 ±5.0 ±5.5 ±6.0 B (km) ±11.1 ±11.1 ±12.0 ±12.0 ±13.0 ±15.7

(NM) ±6.0 ±6.0 ±6.5 ±6.5 ±7.0 ±8.5 For example, the protected area for a route of 222 km (120 NM) between VORs and for which 99.5 per cent containment is required should have the

following shape:

Figure A-2

3.5 If two segments of a VOR-defined ATS route intersect at an angle of more than 25 degrees, additional protected airspace should be provided on the outside of the turn and also on the inside of the turn as necessary. This additional space is to act as a buffer for increased lateral displacement of aircraft, observed in practice, during changes of direction exceeding 25 degrees. The amount of airspace added varies with the angle of 130CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 intersection. The greater the angle, the greater the additional airspace to be used. Guidance is provided for protected airspace required at turns of no more than 90 degrees. For the exceptional circumstances which require an ATS route with a turn of more than 90 degrees, it is to be ensured that adequate protected airspace is provided on both the inside and outside of such turns.

3.6 The following examples have been synthesized from the practices of two States which use templates to facilitate the diagramming of airspace for planning purposes. Design of the turning area templates took into account factors such as aircraft speed, bank angle in turns, probable wind velocity, position errors, pilot delays and an intercept angle of at least 30 degrees to achieve the new track, and provides at least 95 per cent containment.

3.7 A template was used to establish the additional airspace required on the outside of turns to contain aircraft executing turns of 30, 45, 60, 75 and 90 degrees. The simplified figures below represent the outer limits of this airspace with the fairing curves removed to allow easy construction. In each case, the additional airspace is shown for aircraft flying in the direction of the large arrow. Where routes are used in both directions, the same additional airspace should be provided on the other outside boundary.

3.8 Figure A-3 illustrates the application of two segments intersecting at a VOR, at an angle of 60 degrees.

Figure A-3

3.9 Figure A-4 illustrates the application for two segments meeting at a VOR intersection at an angle of 60 degrees beyond the point where boundary splay is required in order to comply with 3.3 and Figure A-1.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Figure A-4

3.10 The following table outlines the distances to be used in sample cases when providing additional protected airspace for route segments at and below FL 450, intersecting at a VOR or meeting at a VOR intersection not more than 139 km (75 NM) from each VOR.

Note. — Refer to Figures A-3 and A-4.

Angle of 30° 45° 60° 75° 90° intersectio n VOR *Distance “A”

(km) 5 9 13 17 21

(NM) 3 5 7 9 11 *Distance “B”

(km) 46 62 73 86 92

(NM) 25 34 40 46 50 Intersection *Distance “A”

(km) 7 11 17 23 29

(NM) 4 6 9 13 16 *Distance “B”

(km) 66 76 88 103 111

(NM) 36 41 48 56 60 * Distances are rounded up to the next whole kilometer/nautical mile.

Note.—For behavior of aircraft at turns, see Circular 120, 4.4.

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3.11 Figure A-5 illustrates a method to construct the required additional protected airspace on the inside of turns for turns of 90 degrees or less:

Locate a point on the airway centre line, equal to the radius of turn plus the along-track tolerance prior to the nominal turning point. From this point, drop a perpendicular line to intersect the edge of the airway on the inside of the turn. From this point on the inner edge of the airway, construct a line to intersect the airway centre line beyond the turn at an angle of half of the angle of turn. The resulting triangle on the inside of the turn depicts the additional airspace which should be protected for the change of direction. For any turn of 90 degrees or less, the extra space on the inside will serve for aircraft approaching the turn from either direction.

Note 1. — Criteria for the calculation of the along-track tolerance are contained in PANS-OPS (Doc 8168), Volume II, Part III, Appendix to Chapter 31.

Note 2. — Guidance on the calculation of radius of turn is provided in Section 7.

Figure A-5

3.12 For turns at VOR intersections, the principles of construction for extra airspace on the inside of a turn as described in 3.11 can be applied.

Depending on the distance of the intersection from one or both VORs, one or both airways may have a splay at the intersection. Depending upon the situation, the extra airspace may be inside, partially inside, or outside of the 95 per cent containment. If the route is used in both directions, the construction should be completed separately for each direction.

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3.13 Measured data for routes longer than 278 km (150 NM) between VORs are not yet available. To determine protected airspace beyond 139 km (75 NM) from the VOR, the use of an angular value of the order of 5 degrees as representing the probable system performance would appear satisfactory. The following figure illustrates this application.

Figure A-6

4. Spacing of parallel routes defined by VORs Note. — The material of this section has been derived from measured data using the collision-risk/target level of safety method.

4.1 The collision risk calculation, performed with the data of the European study mentioned in 1.1 indicates that, in the type of environment investigated, the distance between route centre lines (S in Figure A-7) for distances between VORs of278 km (150 NM) or less should normally be a minimum of:

a) 33.3 km (18 NM) for parallel routes where the aircraft on the routes fly in opposite direction; and b) 30.6 km (16.5 NM) for parallel routes where the aircraft on the two routes fly in the same direction.

Figure A-7 134CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Note. — Two route segments are considered parallel when: — they have about the same orientation, i.e. the angular difference does not exceed 10 degrees; — they are not intersecting, i.e. another form of separation must exist at a defined distance from the intersection;

— traffic on each route is independent of traffic on the other route, i.e. it does not lead to restrictions on the other route.

4.2 This spacing of parallel routes assumes: a) aircraft may either during climb or descent or during level flight be at the same flight levels on the two routes; b) traffic densities of 25 000 to 50 000 flights per busy two-month period;

c) VOR transmissions which are regularly flight checked in accordance with Doc 8071 — Manual on Testing of Radio Navigation Aids, Volume I, and have been found to be satisfactory in accordance with the procedures in that document for navigational purposes on the defined routes; and d) no real-time radar or ADS-B monitoring or control of the lateral deviations is exercised.

4.3 Preliminary work indicates that, in the circumstances described in a) to c) below, it may be possible to reduce the minimum distance between routes.

However, the figures given have not been precisely calculated and in each case

a detailed study of the particular circumstances is essential: a) if the aircraft on adjacent routes are not assigned the same flight levels, the distance between the routes maybe reduced; the magnitude of the reduction will depend on the vertical separation between aircraft on the adjacent tracks and on the percentage of climbing and descending traffic, but is not likely to be more than5.6 km (3 NM);

b) if the traffic characteristics differ significantly from those contained in

Circular 120, the minima contained in4.1 may require adjustment. For example, for traffic densities of about 10 000 flights per busy two-month period a reduction of 900 to 1 850 m (0.5 to 1.0 NM)may be possible;

c) the relative locations of the VORs defining the two tracks and the distance between the VORs will have an effect on the spacing, but this has not been quantified.

4.4 Application of radar or ADS-B monitoring and control of the lateral deviations of the aircraft may have a large effect on the minimum allowable distance between routes. Studies on the effect of radar monitoring indicate that:

— further work is necessary before a fully satisfactory mathematical model can be developed; — any reduction of separation is closely related to: – traffic (volume, characteristics);

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 – coverage and data processing, availability of an automatic alarm; – monitoring continuity; – sector workload; and – radiotelephony quality.

According to these studies and taking into account the experience some States have accumulated over many years with parallel route systems under continuous radar control, it can be expected that a reduction to the order of 15 to 18.5 km (8 to 10 NM), but most probably not less than 13 km (7 NM), may be possible as long as radar monitoring workload is not increased substantially by that reduction.

Actual operations of such systems using reduced lateral spacing have shown

that: — it is very important to define and publish change-over points (see also 6); — large turns should be avoided when possible; and — where large turns cannot be avoided, required turn profiles should be defined for turns larger than 20 degrees.

Even where the probability of total radar or ADS-B failure is very small, procedures to cover that case should be considered.

5. Spacing of adjacent VOR-defined routes that are not parallel Note 1. — The material of this section is intended to provide guidance for situations where non-intersecting VOR-defined routes are adjacent and have an angular difference exceeding10 degrees.

Note 2. — The material of this section has not been derived by means of the collision- risk/target level of safety method.

5.1 For adjacent non-intersecting VOR-defined routes that are not parallel, the collision-risk/target level of safety method is not, at its present state of development, fully appropriate. For this reason use should be made of the material in 3.

5.2 The protected airspace between such routes should not be less than that which will provide, without overlap, the99.5 per cent containment values given in the table in 3.4 (see example in Figure A-8).

5.3 Where there is an angular difference of more than25 degrees between route segments, additional protected airspace, as indicated in 3.5 to 3.10, should be

provided.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 Figure A-8

6. Change-over points for VORs

6.1 When considering the establishment of points for changeover from one VOR to another for primary navigational guidance on VOR-defined ATS routes, it

should be borne in mind that: a) the establishment of change-over points should be made on the basis of performance of the VOR stations concerned, including an evaluation of the interference protection criteria. The process should be verified by flight checking (see Doc 8071, Volume I, Part II);

b) where frequency protection is critical, flight inspection should be undertaken at the highest altitudes to which the facility is protected.

6.2 Nothing in 6.1 should be interpreted as placing a restriction on the service ranges of VOR installations meeting the specifications in CAR Section 9 Series D Part II, 3.3.

7. Calculation of radius of turn

7.1 The method used to calculate turn radii and the turn radii indicated below are applicable to aircraft performing a constant radius turn. The material has been derived from the turn performance criteria developed for RNP 1 ATS routes and can be used in the construction of the required additional protected airspace on the inside of turns also for ATS routes other than those defined by VOR.

7.2 Turn performance is dependent on two parameters —ground speed and bank angle. Due to the effect of the wind component changing with the change of heading, the groundspeed and hence bank angle will change during a constant radius turn. However, for turns not greater than approximately90 degrees and for 137CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 the speed values considered below, the following formula can be used to calculate the achievable constant radius of turn, where the ground speed is the

sum of the true airspeed and the wind speed:

Radius of turn = (Ground speed)2 Constant ‘G’ * TAN (bank angle)

7.3 The greater the ground speed, the greater will be the required bank angle. To ensure that the turn radius is representative for all foreseeable conditions, it is necessary to consider extreme parameters. A true airspeed of 1020 km/h(550 kt) is considered probably the greatest to be encountered in the upper levels.

Combined with maximum anticipated wind speeds in the medium and upper flight levels of 370 km/h (200 kt) [99.5 per cent values based on meteorological data], a maximum ground speed of 1400 km/h (750 kt) should be considered. Maximum bank angle is very much a function of individual aircraft. Aircraft with high wing loadings flying at or near their maximum flight level are highly intolerant of extreme angles. Most transport aircraft are certified to fly no slower than 1.3 times their stall speed for any given configuration. Because the stall speed rises with TAN (bank angle), many operators try not to cruise below 1.4 times the stall speed to protect against gusts or turbulence. For the same reason, many transport aircraft fly at reduced maximum angles of bank in cruise conditions. Hence, it can be assumed that the highest bank angle which can be tolerated by all aircraft types is in the order of 20 degrees.

7.4 By calculation, the radius of turn of an aircraft flying at 1 400 km/h (750 kt) ground speed, with a bank angle of 20 degrees, is 22.51 NM (41.69 km). For purposes of expediency, this has been reduced to 22.5 NM (41.6 km).Following the same logic for the lower airspace, it is considered that up to FL 200 (6 100 m) the maximum figures to be encountered are a true airspeed of 740 km/h (400 kt),with a tailwind of 370 km/h (200 kt). Keeping the maximum bank angle of 20 degrees, and following the same formula, the turn would be defined along a radius of 14.45 NM (26.76 km).For expediency, this figure may be rounded up to 15 NM(27.8 km).

7.5 Given the above, the most logical break point between the two ground speed conditions is between FL190 (5800m) and FL200 (6100 m). In order to encompass the range of turn anticipation algorithms used in current flight management systems (FMS) under all foreseeable conditions, the turn radius at FL 200 and above should be defined as 22.5 NM (41.6 km) and at FL 190 and below as 15 NM(27.8 km).

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 ATTACHMENT B.

TRAFFIC INFORMATION BROADCASTS BYAIRCRAFT (TIBA) AND RELATED OPERATING PROCEDURES (See Para 4.2.2, Note 2)

1. Introduction and applicability of broadcasts

1.1 Traffic information broadcasts by aircraft are intended to permit reports and relevant supplementary information of an advisory nature to be transmitted by pilots on a designated VHF radiotelephone (RTF) frequency for the information of pilots of other aircraft in the vicinity.

1.2 TIBAs should be introduced only when necessary and as a temporary measure.

1.3 The broadcast procedures should be applied in designated airspace where: a) there is a need to supplement collision hazard information provided by air traffic services outside controlled airspace; or b) there is a temporary disruption of normal air traffic services.

1.4 Such airspaces should be identified for provision of air traffic services within these airspaces, if necessary with the assistance of the appropriate ICAO Regional Office(s), and duly promulgated in aero- nautical information publications or NOTAM, together with the VHF RTF frequency, the message formats and the procedures to be used. Where, in the case of 1.3 a), more than one State is involved, the airspace should be designated on the basis of regional air navigation agreements and promulgated in Doc 7030.

1.5 When establishing a designated airspace, dates for the review of its applicability at intervals not exceeding 12 months should be agreed by the appropriate ATS authority (ies).

2. Details of broadcasts

2.1 VHF RTF frequency to be used

2.1.1 The VHF RTF frequency to be used should be determined and promulgated on a regional basis. However, in the case of temporary disruption occurring in controlled airspace, the ANSP may promulgate, as the VHF RTF frequency to be used within the limits of that airspace, a frequency used normally for the provision of air traffic control service within that airspace.

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2.1.2 Where VHF is used for air-ground communications with ATS and an aircraft has only two serviceable VHF sets, one should be tuned to the appropriate ATS frequency and the other to the TIBA frequency.

2.2 Listening watch A listening watch should be maintained on the TIBA frequency 10 minutes before entering the designated airspace until leaving this airspace. For an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace listening watch should start as soon as appropriate after take-off and be maintained until leaving the airspace.

2.3 Time of broadcasts

A broadcast should be made: a) 10 minutes before entering the designated airspace or, for a pilot taking off from an aerodrome located within the lateral limits of the designated airspace, as soon as appropriate after take-off;

b) 10 minutes prior to crossing a reporting point; c) 10 minutes prior to crossing or joining an ATS route; d) at 20-minute intervals between distant reporting points; e) 2 to 5 minutes, where possible, before a change in flight level;

f) at the time of a change in flight level; and g) at any other time considered necessary by the pilot.

2.4 Forms of broadcast

2.4.1 The broadcasts other than those indicating changes in flight level, i.e. the broadcasts referred to in 2.3 a), b), c),d) and g), should be in the following

form:

ALL STATIONS (necessary to identify a traffic information broadcast) (call sign) FLIGHT LEVEL (number) (or CLIMBING* TO FLIGHTLEVEL (number))

(direction) (ATS route) (or DIRECT FROM (position) TO (position))POSITION (position**) AT (time) 140CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 ESTIMATING (next reporting point, or the point of crossing or joining a designated ATS route) AT (time) (call sign) FLIGHT LEVEL (number)

(direction)

Fictitious example: “ALL STATIONS WINDAR 671 FLIGHT LEVEL 350NORTHWEST BOUND DIRECT FROM PUNTA SAGA TOPAMPA POSITION 5040 SOUTH 2010 EAST AT 2358ESTIMATING CROSSING ROUTE LIMA THREE ONE AT4930 SOUTH 1920 EAST AT 0012 WINDAR 671 FLIGHTLEVEL 350 NORTHWEST BOUND OUT”

2.4.2 Before a change in flight level, the broadcast(referred to in 2.3 e)) should

be in the following form:

ALL STATIONS (call sign)

(direction) (ATS route) (or DIRECT FROM (position) TO (position)) LEAVING FLIGHT LEVEL (number) FOR FLIGHT LEVEL (number) AT (position and time)

2.4.3 Except as provided in 2.4.4, the broadcast at the time of a change in flight level (referred to in 2.3 f)) should be in the following form:

ALL STATIONS (call sign)

(direction) (ATS route) (or DIRECT FROM (position) TO (position)) LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHTLEVEL

(number)followed by:

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 ALL STATIONS (call sign) MAINTAINING FLIGHT LEVEL (number)

2.4.4 Broadcasts reporting a temporary flight level change to avoid an imminent

collision risk should be in the following form:

ALL STATIONS (call sign) LEAVING FLIGHT LEVEL (number) NOW FOR FLIGHTLEVEL (number)

followed as soon as practicable by:

ALL STATIONS (call sign) RETURNING TO FLIGHT LEVEL (number) NOW

2.5 Acknowledgement of the broadcasts The broadcasts should not be acknowledged unless a potential collision risk is perceived.

3. Related operating procedures

3.1 Changes of cruising level

3.1.1 Cruising level changes should not be made within the designated airspace, unless considered necessary by pilots to avoid traffic conflicts, for weather avoidance or for other valid operational reasons.

* For the broadcast referred to in 2.3 a) in the case of an aircraft taking off from an aerodrome located within the lateral limits of the designated airspace. ** For broadcasts made when the aircraft is not near an ATS significant point, the position should be given as accurately as possible and in any case to the nearest 30 minutes of latitude and longitude.

3.1.2 When cruising level changes are unavoidable, all available aircraft lighting which would improve the visual detection of the aircraft should be displayed while changing levels.

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3.2 Collision avoidance If, on receipt of a traffic information broadcast from another aircraft, a pilot decides that immediate action is necessary to avoid an imminent collision risk, and this cannot be achieved in accordance with the right-of-way provisions of CAR Section 9 Series C Part 1, the pilot should:

a) unless an alternative manoeuvre appears more appropriate, immediately descend 150 m (500 ft), or 300 m (1 000 ft) if above FL 290 in an area where a vertical separation minimum of 600 m (2 000 ft) is applied;

b) display all available aircraft lighting which would improve the visual detection of the aircraft; c) as soon as possible, reply to the broadcast advising action being taken; d) notify the action taken on the appropriate ATS frequency; and e) as soon as practicable, resume normal flight level, notifying the action on the appropriate ATS frequency.

3.3 Normal position reporting procedures Normal position reporting procedures should be continued at all times, regardless of any action taken to initiate or acknowledge a traffic information broadcast.

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 ATTACHMENT C.

MATERIAL RELATING TO CONTINGENCY PLANNING (see 2.31)

1. Introduction

1.1 Guidelines for contingency measures for application in the event of disruptions of air traffic services and related supporting services were first approved by the Council on27 June 1984 in response to Assembly Resolution A23-12, following a study by the Air Navigation Commission and consultation with States and international organizations concerned, as required by the Resolution. The guidelines were subsequently amended and amplified in the light of experience gained with the application of contingency measures in various parts of the world and in differing circumstances.

1.2 The purpose of the guidelines is to assist in providing for the safe and orderly flow of international air traffic in the event of disruptions of air traffic services and related supporting services and in preserving the availability of major world air routes within the air transportation system in such circumstances.

1.3 The guidelines have been developed in recognition of the fact that circumstances before and during events causing disruptions of services to international civil aviation vary widely and that contingency measures, including access to designated aerodromes for humanitarian reasons, in response to specific events and circumstances must be adapted to these circumstances. They set forth the allocation of responsibility among States and ICAO for the conduct of contingency planning and the measures to be taken into consideration in developing, applying and terminating the application of such plans.

1.4 The guidelines are based on experience which has shown, inter alia, that the effects of disruption of services in particular portions of airspace are likely to affect significantly the services in adjacent airspace, thereby creating a requirement for international coordination, with the assistance of ICAO as appropriate. Hence, the role of ICAO in the field of contingency planning and coordination of such plans is described in the guidelines. They also reflect the experience that ICAO’s role in contingency planning must be global and not limited to airspace over the high seas and areas of undetermined sovereignty, if the availability of major world air routes within the air transportation system is to be preserved. Finally, they further reflect the fact that international organizations concerned, such as the International Air Transport Association

(IATA) and the International Federation of Airline Pilots’ Associations

(IFALPA), are valuable advisers on the practicability of overall plans and elements of such plans.

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2. Status of contingency plans Contingency plans are intended to provide alternative facilities and services to those provided for in the regional air navigation plan when those facilities and services are temporarily not available. Contingency arrangements are therefore temporary in nature, remain in effect only until the services and facilities of the regional air navigation plan are reactivated and, accordingly, do not constitute amendments to the regional plan requiring processing in accordance with the “Procedure for the Amendment of Approved Regional Plans”. Instead, in cases where the contingency plan would temporarily deviate from the approved regional air navigation plan, such deviations are approved, as necessary, by the President of the ICAO Council on behalf of the Council.

3. Responsibility for developing, promulgating and implementing contingency plans

3.1 ANSP responsible for providing air traffic services and related supporting services in particular portions of airspace is (are) also responsible, in the event of disruption or potential disruption of these services, for instituting measures to ensure the safety of international civil aviation operations and, where possible, for making provisions for alternative facilities and services. To that end the ANSP should develop, promulgate and implement appropriate contingency plans in India. Such plans should be developed in consultation with other States and airspace users concerned and with ICAO, as appropriate, whenever the effects of the service disruption(s) are likely to affect the services in adjacent airspace.

3.2 The responsibility for appropriate contingency action in respect of airspace over the high seas continues to rest with the State(s) normally responsible for providing the services until, and unless, that responsibility is temporarily reassigned by ICAO to (an) other State(s).

3.3 Similarly, the responsibility for appropriate contingency action in respect of airspace where the responsibility for providing the services has been delegated by another State continues to rest with the State providing the services until, and unless, the delegating State terminates temporarily the delegation. Upon termination, the delegating State assumes responsibility for appropriate contingency action.

3.4 ICAO will initiate and coordinate appropriate contingency action in the event of disruption of air traffic services and related supporting services affecting international civil aviation operations provided in India wherein, for some reason, the authorities cannot adequately discharge the responsibility referred to in 3.1.

In such circumstances, ICAO will work in coordination with States responsible for airspace adjacent to that affected by the disruption and in close consultation with international organizations concerned. ICAO will also initiate and coordinate appropriate contingency action at the request of states.

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4. Preparatory action

4.1 Time is essential in contingency planning if hazards to air navigation are to be reasonably prevented. Timely introduction of contingency arrangements requires decisive initiative and action, which again presupposes that contingency plans have, as far as practicable, been completed and agreed among the parties concerned before the occurrence of the event requiring contingency action, including the manner and timing of promulgating such arrangements.

4.2 For the reasons given in 4.1, ANSP should take preparatory action, as appropriate, for facilitating timely introduction of contingency arrangements.

Such preparatory action should include: a) preparation of general contingency plans for introduction in respect of generally foreseeable events such as industrial action or labour unrest affecting the provision of air traffic services and/or supporting services. In recognition of the fact that the world aviation community is not party to such disputes, ANSP providing services in airspace over the high seas or of undetermined sovereignty should take appropriate action to ensure that adequate air traffic services will continue to be provided to international civil aviation operations in non-sovereign airspace. For the same reason, ANSP providing air traffic services in their own airspace or, by delegation, in the airspace of(an)other State(s) should take appropriate action to ensure that adequate air traffic services will continue to be provided to international civil aviation operations concerned, which do not involve landing or take-off in the State(s) affected by industrial action;

b) assessment of risk to civil air traffic due to military conflict or acts of unlawful interference with civil aviation as well as a review of the likelihood and possible consequences of natural disasters or public health emergencies. Preparatory action should include initial development of special contingency plans in respect of natural disasters, public health emergencies, military conflicts or acts of unlawful interference with civil aviation that are likely to affect the availability of airspace e for civil aircraft operations and/or the provision of air traffic services and supporting services. It should be recognized that avoidance of particular portions of airspace short notice will require special efforts by States responsible for adjacent portions of airspace and by international aircraft operators with regard to planning of alternative routings and services, and the air traffic services authorities of States should therefore, as far as practicable, endeavour to anticipate the need for such alternative actions;

c) monitoring of any developments that might lead to events requiring contingency arrangements to be developed and applied. States should consider designating persons/administrative units to undertake such monitoring and, when necessary, to initiate effective follow-up action; and d) designation/ establishment of a central agency which, in the event of disruption of air traffic services and introduction of contingency 146CIVIL AVIATION REQUIREMENTS

SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 arrangements, would be able to provide, 24 hours a day, up-to-date information on the situation and associated contingency measures until the system has returned to normal. A coordinating team should be designated within, or in association with, such a central agency for the purpose of coordinating activities during the disruption.

4.3 ICAO will be available for monitoring developments that might lead to events requiring contingency arrangements to be developed and applied and will, as necessary, assist in the development and application of such arrangements.

During the emergence of a potential crisis, a coordinating team will be established in the Regional Office(s) concerned and at ICAO Headquarters in Montreal, and arrangements will be made for competent staff to be available or reachable 24 hours a day. The tasks of these teams will be to monitor continuously information from all relevant sources, to arrange for the constant supply of relevant information received by the State aeronautical information service at the location of the Regional Office and Headquarters, to liaise with international organizations concerned and their regional organizations, as appropriate, and to exchange up-to-date information with States directly concerned and States which are potential participants in contingency arrangements. Upon analysis of all available data, authority for initiating the action considered necessary in the circumstances will be obtained from the State(s) concerned.

5 Coordination

5.1 A contingency plan should be acceptable to providers and users of contingency services alike, i.e. in terms of the ability of the providers to discharge the functions assigned to them and in terms of safety of operations and traffic handling capacity provided by the plan in the circumstances.

5.2 Accordingly, when anticipated or experience disruption of air traffic services and/or related supporting services should advise, as early as practicable, the ICAO Regional Office accredited to them, and other States whose services might be affected. Such advice should include information on associated contingency measures or a request for assistance in formulating contingency plans.

5.3 Detailed coordination requirements should be determined by States and/or ICAO, as appropriate, keeping the above in mind. In the case of contingency arrangements not appreciably affecting airspace users or service provided outside the airspace of the (single) State involved, coordination requirements are naturally few or non-existent. Such cases are believed to be few.

5.4 In the case of multi-State ventures, detailed coordination leading to formal agreement of the emerging contingency plan should be undertaken with each State which is to participate. Such detailed coordination should also be under- taken with those States whose services will be significantly affected, for example by re-routing of traffic, and with international organizations concerned who provide invaluable operational insight and experience.

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5.5 Whenever necessary to ensure orderly transition to contingency arrangements, the coordination referred to in this section should include agreement on a detailed, common NOTAM text to be promulgated at a commonly agreed effective date.

6. Development, promulgation and application of contingency plans

6.1 Development of a sound contingency plan is dependent upon circumstances, including the availability, or not, of the airspace affected by the disruptive circumstances for use by international civil aviation operations. Sovereign airspace can be used only on the initiative of, or with the agreement or consent of, the authorities of the State concerned regarding such use.

Otherwise, the contingency arrangements must involve bypassing the airspace and should be developed by adjacent States or by ICAO in cooperation with such adjacent States. In the case of airspace over the high seas or of undetermined sovereignty, development of the contingency plan might involve, depending upon circumstances, including the degree of erosion of the alternative services offered, temporary reassignment by ICAO of the responsibility for providing air traffic services in the airspace concerned.

6.2 Development of a contingency plan presupposes as much information as possible on current and alternative routes, navigational capability of aircraft and availability or partial availability of navigational guidance from ground- based aids, surveillance and communications capability of adjacent air traffic services units, volume and types of aircraft to be accommodated and the actual status of the air traffic services, communications, meteorological and aeronautical information services. Following are the main elements to be

considered for contingency planning depending upon circumstances: a) re-routing of traffic to avoid the whole or part of the airspace concerned, normally involving establishment of additional routes or route segments with associated conditions for their use;

b) establishment of a simplified route network through the airspace concerned, if it is available, together with a flight level allocation scheme to ensure lateral and vertical separation, and a procedure for adjacent area control centres to establish longitudinal separation at the entry point and to maintain such separation through the airspace;

c) reassignment of responsibility for providing air traffic services in airspace over the high seas or in delegated airspace; d) provision and operation of adequate air-ground communications, AFTN and ATS direct speech links, including reassignment, to adjacent States, of the responsibility for providing meteorological information and information on status of navigation aids;

e) special arrangements for collecting and disseminating in-flight and post- flight reports from aircraft;

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SECTION 9 SERIES ‘E’ PART I __JANUARY 2026 f) a requirement for aircraft to maintain continuous listening watch on a specified pilot-pilot VHF frequency in specified areas where air-ground communications are uncertain or non-existent and to broadcast on that frequency, preferably in English, position information and estimates, including start and completion of climb and descent;

g) a requirement for all aircraft in specified areas to display navigation and anti-collision lights at all times; h) a requirement and procedures for aircraft to maintain an increased longitudinal separation that may be established between aircraft at the same cruising level;

i) a requirement for climbing and descending well to the right of the centre line of specifically identified routes; j) establishment of arrangements for controlled access to the contingency area to prevent overloading of the contingency system; and k) a requirement for all operations in the contingency area to be conducted in accordance with IFR, including allocation of IFR flight levels, from the relevant Table of Cruising Levels in Appendix 3 of CAR Section 9 Series C Part I, to ATS routes in the area.

6.3 Notification, by NOTAM, of anticipated or actual disruption of air traffic services and/or related supporting services should be dispatched to users of air navigation services as early as practicable. The NOTAM should include the associated contingency arrangements. In the case of foreseeable disruption, the advance notice should in any case not be less than 48 hours.

6.4 Notification by NOTAM of discontinuance of contingency measures and reactivation of the services set forth in the regional air navigation plan should be dispatched as early as practicable to ensure an orderly transfer from contingency conditions to normal conditions.

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