21 OCT 11 AIR TRAFFIC CONTROL INDIA-1 q$i

INDIA - RULES AND PROCEDURES

GENERAL Jeppesen published minimums are not below State
In general, the air traffic rules and procedures in force minimums.
and the organization of the air traffic services are Approach ban
in conformity with ICAO Standards, Recommended
An approach to land may not be commenced by arriv-
Practices and Procedures.
ing aircraft when weather conditions are reported to
Units of measurement used in connection with all air be below landing minima. This approach ban limits
traffic services in India: aircraft from proceeding beyond the Outer marker or
equivalent position, or 1000ft above the aerodrome
MEASUREMENT OF UNIT elevation in case no outer marker or equivalent posi-
Distance used in Nautical Miles and tion exists unless weather is reported at or above
navigation, position Tenths specified minima. If weather deteriorates after an air-
reporting, etc., generally craft has passed the approach ban point, the air-
in excess of 2 nautical craft already on approach may continue to DA(H) or
miles MDA(H).
Relatively short Meters Approach Lighting System
distances such as those Full Facilities (FF) comprise Precision Approach
relating to aerodromes HIALS 740m or more, HIRL, RWY markings, Thresh-
(e.g., runway lengths) old Lights, RWY end lights. Lights must be on.
Altitude, elevations, and Feet
heights Intermediate Facilities (IF) comprise Simple HIALS
420m or more, HIRL, RWY markings, Threshold
Horizontal speed Knots Lights, RWY end lights. Lights must be on.
including wind speed
Vertical speed Feet Per Minute Basic Facilities (BF) comprise Simple ALS (any
lengths) or no ALS at all, RL, RWY markings,
Wind direction for landing Degrees Magnetic Threshold Lights, RWY end lights. Lights must be on.
and take-off
Continuous Descent Final Approach (CDFA)
Visibility including Kilometers or Meters
runway visual range A technique, consistent with stabilized approach pro-
cedures, for flying the final approach segment of a
Altimeter setting Hectopascals
non-precision approach procedure as a continuous
Temperature Degrees Celsius descent, without level-off, from an altitude/height at or
Weight Metric Tons or Kilograms above the final approach fix altitude/height to a point
Time Hours and minutes, approximately 15 m (50 ft) above the landing run-
beginning at midnight way threshold or the point where the flare maneuver
UTC should begin for the type of aircraft flown. This is also
referred to as CANPA (Constant Angle Non-Precision
WGS–84 IMPLEMENTATION STATUS Approach). See DGCA Operations Circular 1/2005.
WGS-84 compliant. All non-precision approaches shall be flown
using the Continuous Descent Final Approach
FLIGHT PROCEDURES (CDFA) technique unless otherwise approved
HOLDING by the DGCA for a particular approach
to a particular runway.
Holding procedures comply with Jeppesen
ATC-Chapter “Flight Procedures (DOC 8168) - When calculating the minima the operator shall
Holding Procedures”, Table IV-1-1, Holding Speeds. ensure that the applicable minimum RVR is increased
by 200m for Cat A/B airplanes and by 400m for
PROCEDURE LIMITATIONS AND OPTIONS Cat C/D airplanes for approaches not flown using
Instrument approach procedures are in accordance the CDFA technique, providing that the resulting
with PANS-OPS, Document 8168, Volume II. RVR/CMV value does not exceed 5000m.

AIRPORT OPERATING MINIMUMS Jeppesen charted non-precision RVR values not

India publishes State Airport Operating Minimums
(AOM) classified as either Normal AOM or Restricted
AOM. Normal AOM are for use by scheduled Indian
and international airline operators only and Restricted
AOM are to be used by all other operators who have
not applied for, or have not yet received approval for
Normal AOM.
The following paragraphs comprise existing Indian
provisions based on Civil Aviation Requirement
(CAR) (Section 8, Series C, Part I) on All Weather
Operations (AWO), besides ICAO Doc 9365-AN/910
regarding the methods to determine AOM. The regu-
lations have to be adhered to by pilots and all aircraft
operators operating at Indian airports.
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labeled as CDFA, already take these increments into
account.
In case of the application of the CDFA technique,
on many procedures the Derived Decision Altitude
(DDA) may be used (as given in Ops Circular 1/2005):
flight crews should add a prescribed altitude incre-
ment of minimally 50ft to the MDA to determine the
altitude at which the missed approach should be ini-
tiated in order to prevent a descent below the MDA.
There is no need to increase the RVR/VIS for that
approach. Any turning maneuver associated with the
missed approach should be initiated not earlier than
the MAP.

© JEPPESEN, 1991, 2011. ALL RIGHTS RESERVED.

 INDIA-2 AIR TRAFFIC CONTROL 21 OCT 11

INDIA - RULES AND PROCEDURES q$i

Converted Meteorological Visibility (CMV)
A value equivalent to an RVR which is derived from
the reported meteorological visibility, as converted in
accordance with the specified requirements in the
CAR.
AOM are generally expressed in RVR or CMV. If
only meteorological visibility is reported, the charted
RVR/CMV value can be substituted by reported mete-
orological VIS for Straight-in Instrument Approaches
as shown in Table 1.
Table 1 must not be applied for Take-off or any other
required RVR minimum less than 800m or when
reported RVR is available.
NOTE: If the RVR is reported at being above the maxi-
mum value assessed by the aerodrome operator,e.g.:
“RVR more than 1500m”, it is not considered to be a
reported RVR in this context and the conversion table
may be used.
Jeppesen will publish all RVR values above 2000m as
CMV, except for NDB procedures, where State Min-
ima requires VIS.

Table 1 CONVERSION OF REPORTED MET VIS TO RVR/CMV

RVR/CMV = Reported MET VIS x
Lighting elements in operation
Day Night
HIALS and HIRL 1.5 2.0
Any type of lighting installation
1.0 1.5
other than above
No lighting 1.0 Not applicable

EXAMPLE: Reported VIS 600M Day (HIALS and HIRL in use): RVR/CMV = 600m x 1.5 = 900m
Day (No lighting): RVR/CMV = 600m x 1.0 = 600m
Night (HIALS and HIRL in use): RVR/CMV = 600m x 2.0 = 1200m

NORMAL AOM lar case the RVR/VIS of non-precision approach min-

Normal AOM are for the use of Scheduled Indian and
International Airlines operating at Indian airports. On
request, scheduled operators who have well estab-
lished capabilities to calculate AOM will be given the
approval of application by the Indian DGCA. The pro-
cedures of approval are not applicable to CAT II/III
operations.
Foreign operators are to be authorized by the State of
the operator for the use of AOM. In no case may they
operate at Indian Airports at less than the Normal
AOM.
imums Table 5 for BF corresponding to the DH value
applies for the ALS out condition. Dependent on the
facilities available, reduction of 400m for IF and 800m
for FF may be made.
Non-precision Approach
Table 3 shows the lowest possible RVR/VIS related
to MDH for FF. For IF and BF the values from Table
3 are increased by 400m (Table 4) or 800m (Table 5)
respectively.
Table 3

Precision Approach Non-precision Approach – Full Facilities

(FF) (Note 1)
Table 2 RVR/VIS m (depending on Aircraft
CAT I Precision Approach MDH (ft) Category)
RVR/VIS m (depending on Facilities) A B C D
DH(ft) Intermediate Basic 1600
Full (FF) 250 - 319 800 800 800
(IF) (BF) (Note 2)
RVR 550 320 - 390 1600 1600 1600 2000
200 - 250 800 1200 391 - 460 1600 1600 2000 2400
VIS 800
RVR 650 461 - 530 1600 1600 2000 2800
251 - 299 900 1300 531 - 600 1600 1600 2400 2800
VIS 900
Reduce BF Reduce BF 601 - 670 1600 1600 2800 3200
300 and RVR/VIS by RVR/VIS by 671 - 740 1600 1600 3200 3600
Note 1
above 800 but not 400 but not 741 - 810 1600 2000 3600 4000
below 1000 below 1000 811 - 880 1600 2000 4000 4400
NOTE 1: For DH/HAT of 300’ or above the required NOTE 1: MIM VIS 3600m for NDB approach
minimum RVR/VIS for Basic Facilities is the
distance to the rwy from the point where the DH is NOTE 2: RVR/VIS 1200m for LOC (GS out)
reached on the nominal GS, rounded up to the next approach with FAF and MM
100m increment. Reduction for IF and FF can be
made, however not below RVR/VIS 1000m.
NOTE: It may happen that above method for high DH
results in a higher RVR/VIS value than that deter-
mined for the non-precision approach. In this particu-
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© JEPPESEN, 1991, 2011. ALL RIGHTS RESERVED.

 Eff 12 Jan
6 JAN 12 AIR TRAFFIC CONTROL INDIA-3
INDIA - RULES AND PROCEDURES q$i

Table 4 Restricted MDH = 687ft Table 3, VIS 3200m.

Non-precision Approach – Intermediate The higher value of both is 3200m and shall be used
Facilities (IF) (Note 1) for FF. For the ALS out condition 800m shall be
RVR/VIS m (depending on Aircraft added.
MDH (ft) Category) NOTE: For NDB approaches there is no comparison
A B D as for other non-precision approaches required.
C
250 - 319 1200 1200 1200 2000 Take-off
320 - 390 2000 2000 2000 2400 Add 400m to the approved VIS/RVR.
391 - 460 2000 2000 2400 2800 CIRCLING APPROACH
461 - 530 2000 2000 2400 3200 VIS of normal AOM is determined from Table 5 but
531 - 600 2000 2000 2800 3200 must never be below 3600m. For MDH of Restricted
601 - 670 2000 2000 3200 3600 AOM add 100ft to the MDH of normal AOM. VIS
is then determined from Table 5 but must never be
671 - 740 2000 2000 3600 4000 below 3600m.
741 - 810 2000 2400 4000 4400
TAKE-OFF
811 - 880 2000 2400 4400 4800
Take-off minimums established by the operator must
NOTE 1: MIM VIS 3600m for NDB approach be expressed as VIS or RVR, taking into account all
relevant factors for each aerodrome planned to be
Table 5 used. Where there is a specific need to see and to
Non-precision Approach - Basic Facilities avoid obstacles a ceiling or climb gradient must be
(BF) (Note 1) specified.
RVR/VIS m (depending on Aircraft The commander shall not commence take-off unless
MDH (ft) Category) the weather conditions at the aerodrome of departure
A B C D are equal to or better than applicable minimums for
landing at that aerodrome unless a suitable take-off
250 - 319 1600 1600 1600 2400 alternate aerodrome is available.
320 - 390 2400 2400 2400 2800
The take-off alternate weather (actual and forecast)
391 - 460 2400 2400 2800 3200 shall not be less than ILS CAT I minima. The take-
461 - 530 2400 2400 2800 3600 off alternate aerodrome should be located within the
531 - 600 2400 2400 3200 3600 following distance from the aerodrome of departure:
601 - 670 2400 2400 3600 4000 a. Aeroplanes with two engines: not more than a
671 - 740 2400 2400 4000 4400 distance equivalent to one hour flight time at the
single engine cruise speed;
741 - 810 2400 2800 4400 4800
b. Aeroplanes with three or more engines: not
811 - 880 2400 2800 4800 5000
more than a distance equivalent to two hours
NOTE 1: MIM VIS 3600m for NDB approach flight time at the one engine inoperative cruise
speed.
RESTRICTED AOM
Visual reference
Restricted AOM will be shown on an additional page
Take-off minimums must be determined to ensure
10-9Z, 20-9Z etc. labeled Restricted AOM (negative
sufficient guidance to control the aircraft in case of
print) in the upper right corner.
discontinued take-off in adverse circumstances or
Precision Approach during continued take-off after failure of the critical
For DH of Restricted AOM add 100ft for CAT A and power unit.
B acft and 50ft for CAT C and D acft to the DH of the Required RVR/VIS
Normal AOM. Apply Table 2 to determine RVR/VIS
For multi-engine aircraft, whose performance is such
with Restricted DH.
that in the event of a critical power unit failure at
Non-Precision Approach any point during take-off the aircraft can either stop
Dependent on the facilities available Table 3, 4 or 5 or continue the take-off to a height of 1500ft above
applies. the aerodrome while clearing all obstacles by the
required margins, the take-off minimums established
For MDH of Restricted AOM add 100ft (all acft cate- by an operator must be expressed as RVR/VIS val-
gories) to the MDH of Normal AOM. For Restricted ues not lower than those in Table 6 below.
RVR/VIS add 400m to RVR/VIS determined by
the MDH for Normal AOM. Determine the Restricted Low Visibility Take-off Operations (LVTO)
RVR/VIS by using restricted MDH. Compare both val- Flight operations referring to a take-off on a runway
ues and use the higher one as Restricted RVR/VIS. where the RVR is less than 400m.
EXAMPLE: VOR approach CAT C acft, Full Facilities
Normal MDH = 587ft Table 3, VIS 2400m + 400m =
VIS 2800m
or
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© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.


INDIA-4 AIR TRAFFIC CONTROL
INDIA - RULES AND PROCEDURES
LVTO Authorization
Use of take-off minima less than 400m (LVTO)
requires authorization by DGCA. Scheduled opera-
tors may be authorized LVTO minima of 125m. This
requires that a 90m visual segment shall be available
from the cockpit at the start of the take-off run. All
other operators may seek authorization of LVTO min-
ima of 200m. Foreign operators, who are authorized
by their State Regulatory Authority for LVTO, shall
submit requisite documents to DGCA for approval of
LVTO at Indian Aerodromes.
Table 6 RVR/Visibility for Take-off (Commercial
Transport Airplanes)
RVR/VIS (m)1
Facilities
CAT A, B & C CAT D
HIRL & CL (spacing
15m or less) &
125 150
multiple RVR
information
RL & CL & multiple
150 200
RVR information
RL & RCLM (Day)
& multiple RVR 300
information2
RL or RCLM (Day)2 400
Adequate Visual
500
reference (Day only)3
1 For RVR/VIS below 400m Low Visibility Procedure must
be in use and DGCA authorization is required.
2 For night operations, at least RL or CL & runway
end lights are available.
3 Adequate Visual reference means, that the pilot
is able to continuously identify the take-off surface
and maintain directional control.
SPEED RESTRICTION
Speed control procedures under non-radar
environment
All aircraft (including Arrivals and Departures) operat-
ing below 10000ft to fly IAS not greater than 250KT.
All arriving aircraft operating below 10000ft within
15NM Radius of VOR/DME serving the aerodrome
to fly IAS not greater than 220KT. ATC may suspend
speed control by using the phrase “No speed restric-
tion”, when traffic conditions permit.
Speed control procedures in the provision
of radar control service
In order to facilitate safe and orderly flow of arriving
air traffic within terminal area under the radar environ-
ment, aircraft shall follow the speed in specified man-
ner as provided in table “Speed Control under Radar
Environment for Arriving Aircraft” at the following air-
ports:
Ahmedabad, Bangalore (Intl), Chennai (Intl), Delhi
(Indira Gandhi Intl), Hyderabad (Rajiv Gandhi Intl),
Kolkata (Netaji Subhash Chandra Bose Intl) and
Mumbai (Chhatrapati Shivaji Intl).
The speed control is applied for ATC separation pur-
poses and is mandatory in the interest of acquiring
accurate spacing.
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Eff 12 Jan
6 JAN 12
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Speed control is also necessary to achieve the
desired separation minimum or spacing between
the successive arrivals. This in turn would improve
the utilization of airspace and enhance the runway
capacity to handle more number of aircraft.
The flight crew should be aware of the provisions
specified in table “Speed Control under Radar Envi-
ronment for Arriving Aircraft” and plan the aircraft
speed accordingly.
All the speed restrictions shall be complied with as
promptly as feasible and flown as accurately as pos-
sible within the limits of operational constraints.
Aircraft unable to comply with the specified speeds
must inform ATC and report minimum speed it is
able to follow. In such cases controller shall apply the
alternative method to achieve the desired spacing
between aircraft concerned.
The speeds specified in table “Speed Control under
Radar Environment for Arriving Aircraft” are within the
limits of turboprops and turbojets aircraft performance
based on the ICAO recommendations and best inter-
national practices and therefore should be accept-
able. However it is the pilot’s responsibility and pre-
rogative to refuse speed restrictions that are consid-
ered excessive or contrary to the aircraft operating
specifications.
Radar controller may remove an aircraft from the
sequence for repositioning if it is observed that air-
craft concerned is not following the speed restrictions
in the specified manner and closing-in with preceding
aircraft or slowing down unnecessarily thus disrupt-
ing the traffic flow.
Speed control shall not be applicable to aircraft:
a. entering or established in holding pattern;
b. encountering the turbulent weather;
c. conducting the Cat II/III operations and within
20NM from touch-down;
d. within 5NM from touch-down;
e. executing the published instrument approach
procedure until interception of final approach
track;
f. carrying VVIP and
g. conducting priority/emergency landing.
Aircraft shall be advised as and when speed control
restriction is not applicable or no longer required.
While applying the speed control, the following infor-
mation is provided as an additional information for
controllers and pilots:
a. Speed adjustments are not achieved instan-
taneously. Aircraft configurations, altitude and
speed determine the time and distance to
accomplish the adjustments.
b. Speed control shall not be assigned to an aircraft
at or above FL390 without pilot’s consent.
c. Speed control should be expressed in multiples
of 10kt based on indicated airspeed (IAS). At
or above FL250 the adjustments should be
expressed in multiples of 0.01 Mach.
© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.
 Eff 12 Jan
6 JAN 12 AIR TRAFFIC CONTROL INDIA-5
INDIA - RULES AND PROCEDURES q$i

d. For the same indicated air speed (IAS), the true
speed of aircraft will vary with altitude. A table
representing indicated air speed versus true air
speed at different altitude is provided in table
“Indicated Airspeed (IAS) vs. True Airspeed
(TAS) at different altitude at ISA +15°C”. Radar
controllers must be aware of speed differentials
between IAS and TAS.
e. Simultaneous speed reduction and descent can
be extremely difficult, particularly for turbojet air-
craft. It may be necessary for the pilot to level off
temporarily and reduce speed prior to descend-
ing below 10000ft AMSL.
f. Arriving aircraft would prefer to fly in clean con-
figuration for as long as circumstances permit.
Below 10000ft AMSL, speed not less than 210Kt
IAS is considered as minimum speed of turbojet
aircraft in clean configuration.
g. Speed adjustments requiring alternate
decrease and increase shall be avoided partic-
ularly after the aircraft has reduced the speed
below 210kt. In such cases the Phraseology”,
No ATC speed restriction”, or “Resume normal
speed” shall only be used.

Speed Control under Radar Environment for Arriving Aircraft

IAS
Phase of flight Status Remarks
Turboprop Turbojet
Enroute and initial N/A 250KT or actual Optional/as per Speed less than
descent up to FL290 speed whichever is refquirement of ATC 250KT will be subject
higher to concurrence of
pilot
Below FL290 and up 250KT or actual 250KT or actual Optional/ Speed less than
to FL150 speed whichever is speed whichever is 250KT will be subject
lower higher to concurrence of
pilot
As per requirement Below FL210 speed
of ATC may be reduced to
240KT by ATC with
the concurrence of
pilot
Below FL150 & 220KT or actual 220KT or minimum Mandatory Below 10000ft AMSL
within 25DME to speed whichever is clean speed speed may be
20NM (30DME to lower whichever is higher reduced to 210KT
20NM in case of by ATC subject to
straight-in) or on concurrence of pilot
downwind
Within 20NM from 180KT 180KT Mandatory Speed may be
touch-down further reduced to
170KT by ATC
Intercept leg 180 - 160KT 180 - 160KT Mandatory Speed to be reduced
or 12NM from to 160KT during the
touch-down in case intercept leg
of straight-in
10 - 5NM from 160 - 150KT 160 - 150KT Mandatory Turboprop aircraft
touch-down1 unable to maintain
the specified speed
must inform ATC as
early as possible
preferably during
intercept leg or
when 12NM from
touchdown
1 At the time

approach clearance
is issued, speed
restrictions shall
remain applicable
unless withdrawn by
ATC
Within 5NM from N/A N/A N/A
touch-down
NOTE: Subject to aircraft performance limitations a
radar controller may assign a specific speed to the
aircraft in order to maintain/achieve required spacing.
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© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.

 Eff 12 Jan
INDIA-6 AIR TRAFFIC CONTROL 6 JAN 12

INDIA - RULES AND PROCEDURES q$i

ATS AIRSPACE CLASSIFICATIONS

India has adopted the ICAO ATS airspace classifi-
cation as listed in ATC-Chapter ‘ICAO ATS Airspace
Classifications - Annex 11’. Within Indian airspace,
however, only the airspace classes “D”, “E”, “F” and
1324386440425

Indicated Airspeed (IAS) vs. True Airspeed “G” are used.

(TAS) at different altitude at ISA + 15°C In Class “G” airspace, flight information service traffic
Alti- IAS (KT) available only if requested.
tude
(ft)
160 180 210 220 240 250 260 SPECIAL REQUIREMENTS AND
2000 169 190 REGULATIONS
3000 172 193 COMMUNICATION
4000 174 196 229 239
Aircraft overflying from a foreign FIR into Indian FIR
5000 177 199 232 243
shall forward an FIR boundary estimate to the ATS
6000 202 236 247 unit providing Flight Information Service at least 10
8000 243 255 minutes prior to entry.
10000 251 263 287 299
12000 259 272 296 309 RECEIPT OF ATIS BROADCAST
14000 268 281 306 319 Pilots are required to acknowledge on initial contact
15000 308 321 with APP/TWR the receipt of ATIS broadcast, includ-
ing the designator.
17000 322 335
20000 338 353 JOINING OR CROSSING OF ATS ROUTES
21000 349 Aircraft shall not join or cross ATS routes without
24000 366 prior approval/ATC clearance from the ATS units con-
25000 372 cerned. This approval/clearance shall be obtained at
26000 377 least 10 minutes prior to entry into ATS routes if in
28000 391 direct contact on VHF and at least 20 minutes prior
30000 418 to such entry if contact is through enroute radio fre-
quency.
31000 425
32000 432 Ten (10) minutes prior to crossing an established ATS
34000 446 route, pilot-in-command shall transmit the following
information to the ATC unit serving the airspace:
NOTE 1: Speeds rounded to nearest of 1KT.
a. Call-sign of the aircraft;
NOTE 2: On a Standard Day, the Mach Number
b. Estimate time of crossing the route;
equivalent to 250KT (IAS) is:
c. Flight level;
FL240 - 0.60, d. Position of crossing the route with reference to
FL250 - 0.61, a navigational aid or geographical position on
FL260 - 0.62, the route. Aircraft will join or cross ATS routes at
or close to designated reporting points. Aircraft
FL270 - 0.64, crossing the route shall do so at an angle of
FL280 - 0.65, 90°, to the direction of the route and at a level
FL290 - 0.66. appropriate to the magnetic track.

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© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.

 Eff 12 Jan
6 JAN 12 AIR TRAFFIC CONTROL
INDIA - RULES AND PROCEDURES
ADS/CPDLC WITHIN MUMBAI FIR
ADS/CPDLC system is available within Mumbai FIR
on segments of ATS routes A474, B459, G424, G450,
G465, L301, L505, L894, M300, N519, N563, N571,
N628, P323, P570, P574, P751, R461, T940, UL425,
UM551 over Arabian Sea Oceanic Airspace.
The service is available to all aircraft suitably
equipped with data link capability. The ADS/CPDLC
service will not affect the current procedures for non
data link capable aircraft operating within Mumbai
FIR. The data link capable aircraft while operating in
Mumbai FIR shall follow procedures as given below.
a. Data link and ADS capability shall be indicated
in the FPL by indicating appropriate designator
in item 10 and 18.
b. The logon address of Mumbai FIR is VABF.
c. The arriving aircraft shall logon 10 min prior to
entering Mumbai FIR.
Aircraft departing/transiting from/within Mumbai
FIR shall login within 15 min prior to leaving the
Mumbai TMA limits.
d. CPDLC will be the primary means of commu-
nication and VHF/HF will be secondary means
of communication for the aircraft successfully
logged on to ADS/CPDLC when operating in
Mumbai OCC.
During the period when aircraft is logged on to
ADS/CPDLC, voice position reporting will be to
supplement CPDLC position report only when
requested by ATC.
e. Selcal checking is required to verify the HF/RT
connectivity.
f. Voice Positioning shall be resumed in case
of ADS/CPDLC link failure. Pilots unable to
establish Data Link Connection shall inform
appropriate ATS unit through voice com-
munication on VHF 132.7 and 125.35MHz,
or HF 10018/13288/10084/5658/5601/3467/
6661/4675/3443/8879/5634/3476/4657 and
2872kHz.
ADS/CPDLC WITHIN KOLKATA FIR
This service is available to all aircraft suitably
equipped with Data Link capability on ATS routes
G472, L301, L507, L759, M770, N877, N895, P628
and P646 over oceanic airspace in Bay of Bengal.
The introduction of ADS/CPDLC service will not affect
the current procedure for non-data link capable air-
craft. The data link capable aircraft while operating on
the above routes shall follow procedures given below:
a. Data and ADS capability shall be indicated in the
FPL inserting appropriate designators in item 10
and 18.
b. The logon address of Kolkata FIR is VECF.
c. The aircraft shall logon 10min prior to entering
the FIR. For aircraft exiting Kolkata FIR, Next
Data Authority (NDA) will be notified via CPDLC
20 minutes prior to crossing FIR boundary.
Transfer of communication shall be completed
at the FIR boundary.
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INDIA-7
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d. Pilots unable to establish data link connection
shall inform appropriate ATS unit through voice
communication on 132.45/120.7/120.1/126.1
and 125.9MHz or HF on 2947/10066/2872/
5580/6583/8861/8906/2923/6484/10051/6556
and 3491kHz.
e. ADS will be the primary means of surveillance
for suitably equipped and data link established
aircraft outside control areas on above routes
and voice position reporting will be a backup.
f. CPDLC will be the primary means of communi-
cation outside control areas and VHF/HF RTF
will be a backup.
g. SELCAL checking is required to verify the RTF
serviceability.
h. Pilots recognizing failure of data link commu-
nication shall immediately establish commu-
nication using appropriate voice frequency.
The voice communication shall continue until
CPDLC connection is re-established and the
controller has authorized to return to data link
communication.
ADS/CPDLC WITHIN CHENNAI FIR
New ATM Automation system is available in shadow
mode. The logon address for the new Automation
system is VOMM. FANS 1/A equipped aircraft oper-
ating within Chennai FIR over Bay of Bengal Oceanic
Airspace on ATS routes B466E, L645, N563, N571,
N877, P574, P628, P761, P762, and L645 desiring
Data-Link service are required to logon to the address
VOMM and VOMF. CPDLC will be available only with
AFN logon address VOMM.
New ATM Automation system is available to all FANS
1/A equipped aircraft operating in the Arabian Sea
and Indian Oceanic airspaces within Chennai FIR on
ATS routes G325, M300, M641, N640, P570, UL425,
R429 and R461 as a backup to Chennai UACC freq
134.425 and 132.5MHz. The AFN logon address
is VOMM. HF frequencies shall also continue to be
available.
The introduction of ADS/CPDLC service will not affect
the current procedure for non-data link capable air-
craft. The data link capable aircraft while operating on
the above routes shall follow procedures given below:
a. Data and ADS capability shall be indicated in the
FPL inserting appropriate designators in item 10
and 18.
b. The aircraft shall logon 10min prior to entering
the FIR.
c. Pilots unable to establish data link connection
shall inform appropriate ATS unit through voice
communication on 118.9/125.7/126.15/132.5
and 134.425MHz or HF on 3470/6655/11285/
17907 and 13318kHz.
d. ADS will be the primary means of surveillance
for suitably equipped and data link established
aircraft outside control areas on above routes
and voice position reporting will be a backup.
e. CPDLC will be the primary means of communi-
cation outside control areas and VHF/HF RTF
will be a backup.
© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.

INDIA-8 AIR TRAFFIC CONTROL
INDIA - RULES AND PROCEDURES
f. SELCAL checking is required to verify the RTF
serviceability.
g. Pilots recognizing failure of data link commu-
nication shall immediately establish commu-
nication using appropriate voice frequency.
The voice communication shall continue until
CPDLC connection is re-established and the
controller has authorized to return to data link
communication.
ADS/CPDLC WITHIN DELHI FIR
ADS/CPDLC System is available within Delhi FIR on
segments of ATS routes A466, A589, G333, G452,
L333, L509, M875, M890, W30, W31, W34, W36,
W39. The service is available to all acft suitably
equipped with data link capability. The ADS/CPDLC
service will not affect the current procedure for non
data link capable acft operating within Delhi FIR. The
data link capable acft while operating in Delhi FIR
shall follow procedures as given below:
a. Data link and ADS capability shall be indicated
in the FPL by indicating appropriate designators
in item 10 and 18.
b. The logon address of Delhi is VIDF.
c. The arriving acft shall logon 20 minutes prior
to entering Delhi FIR and in case flying time to
Delhi FIR is less than 20 minutes, immediately
after departure.
d. Acft departing from aerodromes within Delhi FIR
shall logon immediately after departure.
e. Aircraft departing/transiting from/within Delhi
FIR shall logon next data authority 15 minutes
prior to leaving the Delhi TMA limits.
f. Position reporting requirement to communicate
with ATC units on VHF/HF remain unchanged.
g. SELCAL checking is required to verify the HFRT
connectivity.
h. Pilots unable to establish Data link connection
shall inform appropriate ATS unit through voice
communication on VHF.
MACH NUMBER TECHNIQUE
The MNT with 10 minutes longitudinal separation
between aircraft may be applied to aircraft meeting
RNAV criteria on the same track whether in flight
level, climbing or descending on the following routes:
A201, A347, A465, A466, A474, A589, A599, B465,
B593, G210, G463, G472, R325, R458, R460, R461,
R472, R594, UL425, W92, W93, W103, W122N/S,
W123, W124.
LONGITUDINAL SEPARATION
A minimum longitudinal separation of 10 minutes
shall apply between aircraft flying at the same level
and in the same direction and climbing descending
through the level of another aircraft flying in the same
direction on following ATS routes:
A325, A462, A791, B345, G208, G333, G335, G336,
G348, G451, G452, G590, G598, R344, R580, R598,
W13N/S, W15N/S, W17S/N, W18, W19, W20N/S,
W25, W26, W27, W28, W29, W38, W41, W42N/S,
W43N/S, W44, W45, W46, W47N/S, W49, W57N/S,
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6 JAN 12
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W70, W71N/S, W72, W81, W88, W91, W96, W98,
W101E/W, W104, W116, W117, W118N/S, W119,
W121, W218.
REQUIRED NAVIGATION PERFORMANCE
80NM Longitudinal Separation
Longitudinal separation minima of 80NM RNAV or
10 minutes based on MNT is applied between air-
craft equipped in accordance with RNP 10 navigation
requirements: L333, L505, L516, L626, L645, L760,
L896, M638, M773, M875, M890, N519, N564, N571,
N893, P323, P518, P761, P762.
50NM Longitudinal Separation
Longitudinal separation minima of 50NM RNAV or 10
minutes is applied between aircraft approved for RNP
10 operations on those segments of following routes:
– L301 - (RINDA - RASKI);
– L507 - (TEBOV - CEA);
– L509 - (GGC - ASARI);
– L510 - (EMRAN - IBANI);
– L759 - (MIPAK - DPN);
– M300 - (ATETA - LOTAV);
– M770 - (MEPEL - JJS);
– N563 - (MEMAK - REXOD);
– N571 - (IGOGU - PARAR W-bound, PARAR -
IDASO E-bound);
– N877 - (LAGOG - PRA);
– N895 - (SAGOD - PARTY);
– P570 - (BASUR - KITAL);
– P574- (NOPEK - TOTOX);
– P628 - (IGREX - VIKIT);
– P646 - (IBITA - BBN);
– P762 - (DUGOS - LULDA).
An aircraft that is unable to meet the minimum navi-
gational requirements for RNP 10 must file flight plan
at or below minimum flight level of the route. How-
ever operations of these aircraft will be subject to
ATC approval, in accordance with the provisions men-
tioned below, if not approved will be required to file a
flight plan to operate via alternate route.
ATC units receiving a request for a non-RNP 10
approved aircraft to operate on ATS routes N571
(IGOGU - PARAR W-bound, PARAR - IDASO
E-bound) at or above FL280 and P762 (DUGOS
- LULDA) at or above FL260, will coordinate with
adjacent ATC units affected by the flight.
STRATEGIC LATERAL OFFSET
PROCEDURES (SLOP)
The following basic requirements apply to the use of
the Strategic Lateral Offset Procedures (SLOP):
a. Strategic Lateral Offset Procedures shall be
applied only by aircraft with automatic offset
tracking capability.
b. The decision to apply a strategic offset is the
responsibility of the flight crew.
c. The offset shall be established at a distance of
1 or 2 NM to the RIGHT of the centerline of the
ATS route relative to the direction of flight.
© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.
 Eff 12 Jan
6 JAN 12 AIR TRAFFIC CONTROL INDIA-9
INDIA - RULES AND PROCEDURES q$i

d. The offsets shall not exceed 2 NM right of the MUMBAI FIR (continued)
centerline of the ATS route. M638 NOBAT SAPNA
e. The Strategic Lateral Offset Procedure has A451 BISET ANGAL
been designed to include offsets to mitigate the DARMI
G450 DOGOD
effects of wake turbulence of preceding aircraft.
If wake turbulence needs to be avoided, one of UM551 DONSA ANGAL
the three available options (centerline, 1 NM or B459 GUNDI UBDOR
2NM right offset) shall be used. A474 ERVIS POPET
f. In airspace where the use of lateral offsets has R456 BIBGO KITAL
been authorized, pilots are not required to inform
P323 DONSA GIDAS
ATC that an offset is being applied.
G424 ALATO LADUP
g. Aircraft transiting areas of radar coverage in
airspace where offset tracking is permitted may
initiate or continue an offset. ENROUTE OPERATIONS
h. Aircraft without automatic offset tracking capa- Flying outside of ATS routes is prohibited within
bility must fly the centerline of the ATS route Indian airspace.
being flown. All flights entering, leaving or crossing the territory
The segments of ATS routes where Strategic Lateral of India are required to follow the ATS routes estab-
Offset Procedures are applicable are identified in the lished for international operations (For exceptions see
tables below. However for ATC purposes the offset FLIGHT PLANNING below).
may be cancelled by the appropriate ATC unit. PPR for connector routes
CHENNAI FIR Prior permission required by airlines to fly ATS con-
nector routes (V012, V013, V014, V015, V016, V017,
L645 SAMAK SULTO V018, V019, V020 and V021) between Mumbai FIR
N563 MEMAK AKMIL and Male FIR from the ATS provider at least one week
P574 NOPAK MMV VOR in advance.
N571 IGOGU GURAS NOTE: Aircraft operating on these connector routes
N877 LAGOG ORARA shall be ADS/CPDLC equipped.
P628 IGREX VATLA Contact details:
L759 MIPAK NISUN Mumbai Watch Supervisory Officer (WSO)
Tel: +91 22 26828088
P762 LULDA DUGOS
Fax: +91 22 26828066
UL425 TVM VOR ANODA E-Mail: wsomum@aai.aero
P570 TVM VOR POMAN
General Manager (ATM), Mumbai
M300 CLC VOR IGAMA Tel: +91 22 26828010
Fax: +91 22 26828010
KOLKATA FIR E-Mail: gmatmmum@aai.aero
N877 ORARA VVZ VOR FLIGHT PLANNING
L301 RINDA VVZ VOR Scheduled international flights are permitted to
P628 VATLA LARIK flight plan using domestic ATS routes segments
L759 LIBDI LEMAX to/from destination, departure and approved alter-
nate airports in India which are not connected by
M770 MEPEL KAKID
international ATS route.
M773 BUBKO LEGOS
N895 SAGOD BBS VOR ACAS II/TCAS II REQUIREMENTS
P646 IBITA DOPID Unless otherwise authorized by DGCA, no person
shall acquire for the purpose of operation:
L507 TEBOV CEA VOR
a. an aircraft having a maximum certified passen-
ger seating configuration of 20 to 30 or a max-
MUMBAI FIR
imum certified take-off mass of 5700kg, if such
UL425 ANODA ASPUX aircraft is not equipped with an approved ACAS
P570 POMAN KITAL II.
M300 IGAMA LOTAV b. an aircraft having a maximum certified passen-
ger seating configuration of 10 to 19 or a maxi-
N563 KAKIB REXOD
mum certified take-off mass of less than 5700kg,
P574 OKILA TOTOX if such aircraft is not equipped with approved
N571 crossing 072 deg PARAR ACAS I.
East
L505 EXOLU NOBAT
L301 AKTIV RASKI

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© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.

 Eff 12 Jan
INDIA-10 AIR TRAFFIC CONTROL 6 JAN 12

INDIA - RULES AND PROCEDURES q$i

c. a twin jet engined aircraft having a maximum

certified seating configuration of less than 10
and a maximum certified take-off mass of less
than 5700kg, if such aircraft is not equipped with
an approved ACAS I.
DEPARTING AIRCRAFT
Pilots shall report total number of persons on board,
including crew, and confirm the completion of security
check to aerodrome control tower when requesting
start-up clearance.

DIFFERENCES FROM ICAO

STANDARDS AND PROCEDURES
ICAO REFERENCE
ANNEX 2
3.3.1.2 Flight plans are required for all flights.
4.4a VFR flights shall not be operated above
FL150.

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© JEPPESEN, 1991, 2012. ALL RIGHTS RESERVED.