MANUAL OF C1

AREA CONTROLL SERVICE

First Edition Dec 2010

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

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

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

The purpose of this document is to provide the essential information for new S3 training
ATC At VATSIM INDIA.

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

- Rajkoti Reddy (1098833)

VATIND MANAGEMENT:

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

1) Webmaster: Deepan Mehta (821011)

deepan_mehta@rediffmail.com

2) Division Director: Rajkoti Reddy (1098833)

gondhirajkoti.reddy@gmail.com

3) Deputy Director: Tanveer Yasser (1098833)

mdtanveer@gmail.com

4) Director Events: Jwalant Swadia (1153626)

jwalant_7@yahoo.com

5) Director Projects: Ashish Singh (1091853)

urbanstructures@gmail.com
Flight information regions (FIR) in INDIA

Flight information service

Separation Methods

Air traffic advisory service

Calculating TOD
 Flight information regions (FIR) in INDIA

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

Flight information region in INDIA - India has five FIRs

1. Mumbai FIR
2. Chennai FIR
3. Delhi FIR
4. Kolkata FIR
5. Guwahati FIR
 NAME UNIT CALL SIGN
CLASS OF AIRSPACE PROVIDING SERVICE LANGUAGE FREQUENCY
Mumbai FIR Mumbai Area Control Center Mumbai Control 132.6MHz
Classified as F (ACC) VABF_CTR, English 120.5Mhz
125.9MHz
Chennai FIR Chennai Area Control Center Chennai Control 118.9MHz
Classified as F (ACC) VOMF_CTR, English 125.3MHz
125.7MHz
Delhi FIR Delhi Area Control Center Delhi Control 120.9MHz
Classified as F (ACC) VIDF_CTR, English 124.55MHz
124.2MHz
Kolkata FIR Kolkata Area Control Center Kolkata Control 120.1MHz
Classified as F (ACC) VECF_CTR, English 120.7MHz
132.45MHz
Guwahati FIR Guwahati Area Control Center Guwahati Control 123.9MHz
Classified as F (ACC) VIDF_CTR, English

Flight information service

Flight information service shall include the provision of pertinent:

a) SIGMET: 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 aircraft operations.

SIGMET information shall be transmitted to aircraft with the least

possible delay on the initiative of the appropriate ATS unit, by the
preferred method of directed transmission followed by
acknowledgement, or by a general call when the number of aircraft
would render the preferred method impracticable.

SIGMET information passed to aircraft shall cover a portion of the route

up to two hours flying time ahead of the aircraft.

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 serviceability of navigation aids.

 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.

g) Weather conditions reported or forecast at departure, destination and

alternate aerodromes.

h) Collision hazards, to aircraft operating in airspace Classes D, E, F and G.

Routine Air-reports and Special air-reports;

Aircraft shall make routine air reports at the designated MET reporting points on
designated ATS routes and special observations whenever requested by a meteorological
office for specific observation or whenever encountered following weather phenomenon:

moderate to severe turbulence,

severe icing,
hail,
cumulonimbus clouds,
Low level wind shear and
any meteorological condition in the opinion of the pilot in command is likely to affect
aircraft operation.

ATS units should also transmit, as soon as practicable special air-reports to other
aircraft concerned, and to other ATS units concerned.

Transmission of information;

Information shall be disseminated to aircraft by one or more of the following means:

a) the preferred method of directed transmission on the initiative of the appropriate

ATS unit to an aircraft, ensuring that receipt is acknowledged; or

b) a general call, unacknowledged transmission to all aircraft concerned; or

c) broadcast; or

d) Data link.

The use of general calls shall be limited to cases where it is necessary to disseminate
essential information to several aircraft without delay.
 Separation Methods

Horizontal separation; The three types of horizontal separation are:

a) Lateral separation;
b) Longitudinal separation;
c) Radar separation.

a) Lateral separation

i. By using the same or different geographic locations:

By position reports which positively indicate the aircraft are over

different geographic locations as determined visually or by reference to
a navigation aid.

ii. By using the same navigation aid or method:

By requiring to fly on specified tracks which are separated by a

minimum amount appropriate to the navigational aid or method
employed. Lateral separation between two aircraft exists when:

a. VOR-

o Both aircraft are established on radials diverging by at least 15

degrees and at least one aircraft is 15 NM or more from the
facility.

b. NDB-

o Both aircraft are established on tracks to or from the NDB,

which are diverging by at least 30 degrees and at least one
aircraft is 15 NM or more from the facility.
c. DR (dead reckoning)-

o Both aircraft are established on tracks diverging by at

least 45 degrees and at least one aircraft is 15 NM or
more from the point of intersection of the tracks, this
point being determined either visually or by reference to a
navigational aid and both aircraft are established
outbound from the intersection.

d. By using crossing radials of the same VOR:

o When one aircraft is maintaining a radial from a VOR and

other aircraft is crossing its track, and after crossing the
angular difference of 45 deg to 135 deg inclusive, aircraft
will be deemed to be laterally separated, when the other
aircraft

1) has passed the radial of first aircraft; and

2) crossed a radial which is different by at least 20

degrees from the radial of first aircraft; and

3) is 20 DME or more from the VOR used by first

aircraft.
b) Longitudinal separation

i. Same track:

Same direction tracks and intersecting tracks or portions thereof,

the angular difference of which is less than 45 degrees or more
than 315 degrees, and whose protection areas overlap.
ii. Reciprocal tracks:

Opposite tracks and intersecting tracks or portions thereof, the

angular difference of which is more than 135 degrees but less
than 225 degrees, and whose protection areas overlap

iii. Crossing Tracks:

o Intersecting tracks or portions thereof other than same and

reciprocal tracks.

iv. Longitudinal separation minima:

o Aircrafts at same cruise levels on same, crossing or reciprocal

tracks 20nm
o 10nm if leading aircraft is 20knots more faster than succeeding
aircrafts
 c) Radar Separation -

o 5 miles radar separation

o 1000ft vertical up to FL 410, 2000ft above FL410

Air traffic advisory service

The objective of the air traffic advisory service is to make information on collision hazards
more effective than it would be in the mere provision of flight information service. It may be
provided to aircraft conducting IFR flights in advisory airspace or on advisory routes (Class F
airspace).

Air traffic advisory service does not afford the degree of safety and cannot assume the same
responsibilities as air traffic control service in respect of the avoidance of collisions

An air traffic services unit providing air traffic advisory service shall:

a) Advice the aircraft to depart at the time specified and to cruise at the levels
indicated in the flight plan if it does not foresee any conflict with other known
traffic.

b) Suggest to aircraft a course of action by which a potential hazard may be

avoided, giving priority to an aircraft already in advisory airspace over other
aircraft desiring to enter such advisory airspace.

Calculating TOD

Before you can issue the descent instruction, the next thing to do is to determine is when to
start its descent. The actual point can be affected by terrain, traffic, and adjacent airspace.
Here is a simple formula to give you a general idea of when to start a typical aircraft down.

Subtract the destination airport elevation (rounded to the nearest 1000 feet) from
the aircraft's current altitude (in thousands of feet). Then,
Simplify by dropping the thousands. Then,
Multiply the resulting number by 4. Then,
The product is the number of flying miles from the destination where the aircraft
should start its descent.
To use Chicago-O'Hare (ORD) as an example:

Airport elevation - 668 (round up to 1,000)

Aircraft altitude - FL310 (31,000 feet)
31,000 - 1,000 = 30,000
Simplify to 30
30 x 4 = 120

An aircraft inbound to ORD at FL310 should start descent approximately 120 flying miles
from the airport.

Comments and feedback are welcome, and may be sent to gondhirajkoti.reddy@gmail.com

Rajkoti Reddy (1098833) Division Director VATIND