ATM Basic_Parte1.pdf

MANUAL OF INITIAL BASIC TRAINING AIR TRAFFIC MANAGEMENT v1.1 ATM-BASIC HANDBOOK FOR THE SUBJECT AIR TRAFFIC MANAGEMENT Table of Contents Table of Contents .................................................................................................................................... 1 1. AIR...

MANUAL OF INITIAL BASIC TRAINING AIR TRAFFIC MANAGEMENT v1.1 ATM-BASIC HANDBOOK FOR THE SUBJECT AIR TRAFFIC MANAGEMENT Table of Contents Table of Contents .................................................................................................................................... 1 1. AIR TRAFFIC MANAGEMENT (ATM) ........................................................................................ 2 1.1 Application of units of measurement ................................................................................... 2 1.2 Air traffic control (ATC) service ......................................................................................... 12 1.3 Flight information service (FIS) ......................................................................................... 20 1.4 Alerting service ................................................................................................................. 31 1.5 Air traffic advisory service ................................................................................................. 39 1.6 ATS system capacity and air traffic flow management ...................................................... 41 1.7 Airspace management (ASM) ........................................................................................... 48 2. ALTIMETRY AND LEVEL ALLOCATION................................................................................... 53 2.1 Altimetry ........................................................................................................................... 53 2.2 Transition level ................................................................................................................. 57 2.3 Level allocation ................................................................................................................. 59 2.-................................................................................................................................................ 63 3. RADIOTELEPHONY (RTF) ..................................................................................................... 66 3.1 RTF general operating procedures ................................................................................... 66 4. ATC CLEARANCES AND ATC INSTRUCTIONS...................................................................... 95 4.1 Type and content of ATC clearances ................................................................................ 95 4.2 ATC instructions ............................................................................................................... 99 5. COORDINATION ................................................................................................................... 101 5.1 Principles, types and content of coordination .................................................................. 101 5.2 Necessity for coordination ............................................................................................... 102 5.3 Means of coordination .................................................................................................... 105 6. DATA DISPLAY ...................................................................................................................... 108 6.1 Data extraction ............................................................................................................... 108 6.2 Data management .......................................................................................................... 116 7. SEPARATIONS ...................................................................................................................... 120 7.1 Vertical separation and procedures ................................................................................ 120 7.2 Horizontal separation and procedures ............................................................................ 121 7.3 Visual separation ............................................................................................................ 139 7.4 Aerodrome separation and procedures ........................................................................... 140 7.5 Separation based on ATS surveillance systems ............................................................. 144 7.6 Wake turbulence separation ........................................................................................... 146 8. AIRBORNE COLLISION AVOIDANCE SYSTEMS AND GROUND- BASED SAFETY NETS.. 151 8.1 Airborne collision avoidance systems ............................................................................. 151 8.2 Ground-based safety nets............................................................................................... 156 9. BASIC PRACTICAL SKILLS .................................................................................................. 159 9.1 Traffic management process .......................................................................................... 159 Relevancy......................................................................................................................................... 164 Urgency............................................................................................................................................ 164 9.3 Basic practical skills applicable to aerodrome ................................................................. 178 9.4 Basic practical skills applicable to surveillance ............................................................... 180 10. ANNEX 1. - DEFINITIONS ................................................................................................. 193 11. ANNEX 2. - ABBREVIATIONS ............................................................................................ 199 12. ANNEX 3. - PHRASEOLOGY ...................................................................................... 200 1. Fraseología bilingüe ATC ....................................................................................................... 200 1 ATM-BASIC 2. 3. 4. 5. Fraseología del servicio de vigilancia ATS ............................................................................. 225 Fraseología de la vigilancia dependiente automática-Contrato (ADS-C) ................................ 234 Fraseología de alerta ............................................................................................................. 234 Fraseología del personal de tierra/tripulación de vuelo .......................................................... 234 1 ATM-BASIC 1. AIR TRAFFIC MANAGEMENT (ATM) Air traffic management (ATM) is the dynamic, integrated management of air traffic and airspace including air traffic Services (ATS), airspace management (ASM) and air traffic flow management (ATFM) — safely, economically and efficiently — through the provision of facilities and seamless services in collaboration with all parties and involving airborne and ground-based functions. 1.1 Application of units of measurement Air traffic management is about the procedures, technology and human resources which make sure that:  Aircraft are guided safely through the sky and on the ground and  Airspace is managed to accommodate the changing needs of air traffic over time. ATM (Air traffic management) ASM( Air Space Management) Manage efficiently the air space ATFM (Air traffic flow management) Regulate the air traffic ATS (Air traffic service) Prevent collisions Optimize the capacity Assure a fluent air traffic Assure safety in the operations Advise and provide information Alert SAR This manual is about all this services: definitions, principles, scopes, types, procedures and means. The main objective of this manual is that learners shall describe the basic principles of air traffic management and apply basic operational procedures. 2 ATM-BASIC 1.1.1 Apply the units of measurement appropriate to ATM. Introduction This chapter contains specifications for the use of a standardized system of units of measurement in international civil aviation air and ground operations following Annex 5 to the Convention on International Civil Aviation. This standardized system of units of measurement is based on the International System of Units (SI) and certain non-SI units considered necessary to meet the specialized requirements of international civil aviation. The name SI is derived from “Systeme International d’unites”. The system has evolved from units of length and mass (metre and kilogram) which were created by members of the Paris Academy of Sciences and adopted by the French National Assembly in 1795 as a practical measure to benefit industry and commerce. The original system became known as the metric system. Standard application of units of measurement. SI UNITS Corresponding to the advantages of SI, which result from the use of a unique unit for each physical quantity (the metre for length, kilogram for mass, second for time, etc.), are the advantages which result from the use of a unique and well defined set of symbols and abbreviations. Such symbols and abbreviations eliminate the confusion that can arise from current practices in different disciplines such as the use of “b” for both the bar (a unit of pressure) and barn (a unit of area). The International System of Units is a complete, coherent system which includes three classes of units: a) Base units The SI is based on seven units which are dimensionally independent. They are listed in Table 1. Table 1.- SI base units Quantity Unit Symbol amount of a substance Mole mol electric current Ampere A Length Metre m Mass Kilogram kg Time Second s thermodynamic temperature Kelvin K luminous intensity Candela cd b) Supplementary units The supplementary units of the SI are listed in Table 2 and may be regarded either as base units or as derived units. 3 ATM-BASIC Table 2.- SI supplementary units Quantity Unit Symbol Plane angle Radian rad Solid angle steradian sr c) Derived units Derived units of the SI are formed by combining base units, supplementary units and other derived units according to the algebraic relations linking the corresponding quantities. The symbols for derived units are obtained by means of the mathematical signs for multiplication, division and the use of exponents. See some examples in Table 3. Table 3.- SI derived units with special names Quantity Unit Symbol Derivation Electric potential Volt V W/A Energy, work Joule J N·m Power Watt W J/s Pressure, stress Pascal Pa N/m² Further information Table B-3 in Attachment B, OACI Annex 5. PREFIXES As used herein the term SI unit is meant to include base units and derived units as well as their multiples and sub-multiples. In general the SI prefixes should be used to indicate orders of magnitude, thus eliminating non-significant digits and leading zeros in decimal fractions, and providing a convenient alternative to the powers-of-ten notation preferred in computation. For instance: 45 200 mm becomes 45.2 m x 103 becomes 0, 00452 µA becomes 45.2 m 45.2 km 4.52 Ma 4 ATM-BASIC Table 4.- SI unit prefixes Multiplication factor Prefix Symbol 1 000 000 000 000 000 000 = 1018 exa E 1 000 000 000 000 000 = 1015 peta P 1 000 000 000 000 = 1012 tera T 1 000 000 000 = 109 giga G 1 000 000 = 106 mega M 1 000 = 103 kilo k 100 = 102 hecto h 10 = 101 deca da 0.1 = 10-1 deci d 0.01 = 10-2 centi c 0.001 = 10-3 mili m 0.000 001 = 10-6 micro µ 0.000 000 001 = 10-9 nano n 0.000 000 000 001 = 10-12 pico p 0.000 000 000 000 001 = 10-15 femto f 0.000 000 000 000 000 001 = 10-18 atto a Non-SI UNITS The non-SI units listed in Table 5 shall be used either in lieu of, or in addition to, SI units as primary units of measurement but only as specified in Table 3-4, Chapter 3, OACI Annex 5. Table 5.- Non-SI units for use with The SI Specific quantities Unit In table 3-4 (Annex 5) related to Mass Tone Definition ( in terms of Symbol SI units) t 1 t = 103 kg 1° = (π/180)rad plane angle Degree ° minute ´ second ´´ Degree Temperature 1´= (1/60)°= (π/10 800)rad 1´´= (1/60)´= (π/648 800)rad 1 unit °C = 1 unit K °C Celsius tk = t°C+273,15 5 ATM-BASIC Minute Time Volume min 1 min = 60 s Hour h 1 h = 60 min = 3600s day d 1 d = 24 h = 86400s Litre L 1 L = 1 dm3 = 10-3 m3 The non-SI units listed in Table 6 shall be permitted for temporary use as alternative units of measurement but only for those specific quantities listed in Table 3-4, OACI Annex 5. Table 6.- Non-SI alternative units permitted for temporary use with The SI Specific quantities Unit Definition ( in terms of Symbol SI units) Nautical mile NM In table 3-4 (Annex 5) related to Distance (long) Distance (vertical) (altitude, elevation, vertical speed) Speed 1 NM = 1852 m 1 ft = 0,304 8 m height, Foot ft Knot Kt 1 kt = 0.514 444 m/s Application of specific units The application of units of measurement for certain quantities used in international civil aviation air and ground operations shall be in accordance with Table 3-4, Chapter 3, OACI Annex 5. The mentioned Table 3-4 is intended to provide standardization of units (including prefixes) for those quantities commonly used in air and ground operations. Basic Annex provisions apply for units to be used for quantities not listed. There is a selection of the most important specific units used in air and ground operations from Table 3-4 (Annex 5) in Table 7. 6 ATM-BASIC Table 7.- Application of specific units of measurement (symbol) Non-SI unit (symbol) Altitude m ft Area m2 Primary Unit Quantity Km Distance (long) (As used in navigation NM generally in excess of 4000 m.) Distance (short) m Elevation m Endurance h and min Height m Runway length m Runway visual range (RVR) m ft ft km Visibility (Visibility of less than 5 km may be given in m.) Wind direction (wind directions other than for a landing and takeoff shall be expressed in degrees ° true; for landing and take-off wind directions shall be expressed in degrees magnetic) Cargo capacity Kg Mass Kg Fuel capacity Kg Air pressure (general) kPa Altimeter setting hPa Atmospheric pressure hPa km/h Airspeed (Airspeed is sometimes kt reported in flight operations in terms of the ratio number) MACH 7 ATM-BASIC Frequency Hz Ground speed km/h Velocity m/s Vertical speed m/s ft/min Wind speed km/h kt Temperature °C Latitude ° ´ ´´ Longitude ° ´ ´´ kt s min h d Time week month year Style and usage Rules for writing unit symbols  Unit symbols should be printed in Roman (upright) type regardless of the type style used in the surrounding text.  Unit symbols are unaltered in the plural.  Unit symbols are not followed by a period except when used at the end of a sentence.  Letter unit symbols are written in lower case (cd) unless the unit name has been derived from a proper name, in which case the first letter of the symbol is capitalized (W, Pa). Prefix and unit symbols retain their prescribed form regardless of the surrounding typography.  In the complete expression for a quantity, a space should be left between the numerical value and the unit symbol. For example, write 35 mm not 35mm, and 2.37 lm, not 2.37lm. When the quantity is used in an adjectival sense, a hyphen is often used, for example, 35-mm film. o Exception: No space is left between the numerical value and the symbols for degree, minute and second of plane angle, and degree Celsiu  No space is used between the prefix and unit symbols.  Symbols, not abbreviations, should be used for units. For example, use “A”, not 8 ATM-BASIC “amp”, for ampere. Rules for writing unit names  Spelled-out unit names are treated as common nouns in English. Thus, the first letter of a unit name is not capitalized except at the beginning of a sentence or in capitalized material such as a title, even though the unit name may be derived from a proper name and therefore be represented as a symbol by a capital letter. For example, normally write “newton” not “Newton” even though the symbol is N.  Plural are used when required by rules of grammar and are normally formed regularly, for example, henries for the plural of henry. Be careful with irregular plurals, for instance, the plural of lux is lux.  No space or hyphen is used between the prefix and the unit name. Rules for writing numbers  The preferred decimal marker is a point on the line (period); however, the comma is also acceptable. When writing numbers less than one, a zero should be written before the decimal marker.  The comma is not to be used to separate digits. Instead, digits should be separated into groups of three, counting from the decimal point towards the left and the right, and using a small space to separate the groups. For example: 73 655 7 281 2.567 321 0.133 47  The space between groups should be approximately the width of the letter “i” and the width of the space should be constant even if, as is often the case in printing, variable-width spacing is used between the words.  The sign for multiplication of numbers is a cross (x) or a dot half high. However, if the dot half high is used as the multiplication sign, a point on the line must not be used as a decimal marker in the same expression.  Attachment of letters to a unit symbol as a means of giving information about the nature of the quantity under consideration is incorrect. Thus MWe for “megawatts electrical (power)“, Vat for “volts ac” and kJt for “kilojoules thermal (energy)” are not acceptable. Presentation of Date and Time in all-numeric form. The International Organization for Standardization (ISO) Standards 2014 and 3307 specify the procedures for writing the date and time in all-numeric form and ICAO will be using these procedures in its documents where appropriate. Presentation of Date Where dates are presented in all-numeric form, IS0 2014 specifies that the sequence year-month-day should be used. The elements of the date should be: – four digits to represent the year, except that the century digits may be omitted where no possible confusion could arise from such an omission. There is value in using the century digits during the period of familiarization with the new format to make it clear that the new order of elements is being used; 9 ATM-BASIC – two digits to represent the month; – two digits to represent the day. Where it is desired to separate the elements for easier visual understanding, only a space or a hyphen should be used as a separator. As an example, 25 August 2016 may be written as: 20160825 or 160825 or 2016-08-25 or 16-08-25 or 2016 08 25 or 16 08 25. It should be emphasized that the IS0 sequence should only be used where it is intended to use an all-numeric presentation. Presentations using a combination of figures and words may still be used if required (e.g. 25 August 2016). Presentation of Time  Co-ordinated Universal Time (UTC) has now replaced Greenwich Mean Time (GMT) as the accepted international standard for clock time. It is the basis for civil time in many States and is also the time used in the world-wide time signal broadcasts used in aviation.  The basis for all clock time is the time of apparent rotation of the sun. This is, however, a variable quantity which depends, among other things, on where it is measured on earth. A mean value of this time, based upon measurements in a number of places on the earth, is known as Universal Time. A different time scale, based upon the definition of the second, is known as International Atomic Time (TAI). A combination of these two scales results in Co-ordinated Universal Time. This consists of TAI adjusted as necessary by the use of leap seconds to obtain a close approximation (always within 0.5 seconds) of Universal Time.  Where the time of day is to be written in all-numeric form, IS0 3307 specifies that the sequence hours-minutes-seconds should be used.  Hours should be represented by two digits from 00 to 23 in the 24-hour timekeeping system and may be followed either by decimal fractions of an hour or by minutes and seconds. Where decimal fractions of an hour are used, the normal decimal separator should be used followed by the number of digits necessary to provide the required accuracy.  Minutes should likewise be represented by two digits from 00 to 59 followed by either decimal fractions of a minute or by seconds.  Seconds should also be represented by two digits from 00 to 59 and followed by decimal fractions of a second if required.  Where it is necessary to facilitate visual understanding a colon should be used to separate hours and minutes and minutes and seconds. For example, 20 minutes and 18 seconds past 3 o’clock in the afternoon may be written as: 10 ATM-BASIC 152018 or 15:20:18 in hours, minutes and seconds or 1520.3 or 15:20.3 in hours, minutes and decimal fractions of a minute or 15.338 in hours and decimal fractions of an hour. SUMMARY  The International System of Units is a complete, coherent system which includes classes of units: base units, supplementary units and derived units. The most important base units are: Length Mass Time  Metre Kilogram Second m kg s The non-SI units shall be used either in lieu of, or in addition to, SI units as primary units of measurement but only as specified by ICAO. The most useful units for ATM are: Quantity Altitude distance (long) distance (short) Elevation Endurance Height runway length runway visual range (RVR) Visibility wind direction wind speed altimeter setting vertical speed Temperature Time Primary Unit (symbol) m Km (As used in navigation generally in excess of 4000 m.) m m h and min m m m Km (Visibility of less than 5 km may be given in m.) ° km/h hPa m/s °C S, min, h, d, week, month, year Non-SI unit (symbol) ft NM ft ft Kt ft/min  Co-ordinated Universal Time (UTC) is the accepted international standard for clock time.  Where dates are presented in all-numeric form the sequence year-month-day should be used, e.g. 20160925 (day 25, month 09, year 2016).  Where the time of day is to be written in all-numeric form, the sequence hoursminutes-seconds should be used, e.g. 182540 (hour: 18; minutes:25; seconds:40) 11 ATM-BASIC Exercise: Express the following message in units of measurement other than the ones given: 1. Big Jet 345, leave MAYFIELD, heading 120 descend to 6000 feet, QNH 998, speed 210 knots 2. Big Jet 345, heading 140, descend to 3000 feet QNH 995 , report established localiser runway 09 1.2 Air traffic control (ATC) service 1.2.1 Define ATC service. Air Traffic Services. As for any other form of transportation, there is an inherent need to provide certain services to air traffic so that it can be conducted in a safe and orderly manner. The objectives of the air traffic services (ATS) as specified in Annex 11, 2.2 are: a) prevent collisions between aircraft; b) prevent collisions between aircraft on the manoeuvring area and obstructions on that area; 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. The air traffic services are sub-divided into the following services: - The air traffic control service (ATC), to accomplish objectives a), b) and c) - The flight information service (FIS), to accomplish objective d) - The alerting service (ALRS), to accomplish objective e) - The air traffic advisory service (ATAS). It should, however, be clearly understood that the provision of alerting service is not an isolated function but is rather incorporated in the provision of flight information and/or ATC service. The same condition applies for the provision of flight information service whenever an ATC service has been established, except in those cases where, due to traffic density and workload considerations, flight information service may be provided by personnel specifically designated for this task. 12 ATM-BASIC Control service Prevent collisions between aircraft Information/Advisory service Prevent collisions between aircraft and obstacles Assure a fluent air traffic Advise and provide information for assuring a fluent air traffic Alerting service Provide search and rescue for aircraft 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) such other factors as may be relevant. 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. The designation of the particular portions of the airspace or the particular aerodromes shall be as follows: 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 (FIR). Control areas and control zones: 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. Where designated within a flight information region, control areas and control zones shall form part of that flight information region. 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. 13 ATM-BASIC Classification of airspaces 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 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. 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. States shall select those airspace classes appropriate to their needs. Application in Spain The ATS airspace in which Spain provides air traffic service, is classified in controlled and uncontrolled airspace. The controlled airspace includes control areas, airways and control zones and, depending on type of flight and air traffic service provided, is classified as class A, B, C, D, and E. The uncontrolled airspace includes the rest of ATS airspace and, depending on type of flight and air traffic service provided, is classified in class F and G. Implementation of class F shall be considered as a temporary measure until such time as it can be replaced by alternative classification. Some examples: Controlled airspace within Madrid, Barcelona and Canarias FIR/UIR: - From FL195 up to FL460, class C. - From FL150 up to FL195, class E. 14 ATM-BASIC Canarias TMA: - From its lower limit up to FL145, class D/E. - From FL145 up to FL195, class D. - From FL195 up to its upper limit, class C. Visual corridors:1 – If an ATC clearance is necessary to proceed on them, VFR corridors are class B, C or D depending on the ATS classification of the airspace where they are located. – If an ATC clearance is not necessary to proceed on them, VFR corridors are class E. Definition The air traffic control service, shall accomplish the tree following objectives from air traffic services:  prevent collisions between aircraft;  prevent collisions between aircraft on the manoeuvring area and obstructions on that area;  expedite and maintain an orderly flow of air traffic; Air Traffic Control service Prevent collisions between aircrafts Prevent collisions between aircrafts and obstacles Assure a fluent air traffic 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; 1 See AIP España ENR 1.4. c) to all special VFR flights; d) to all aerodrome traffic at controlled aerodromes. 15 ATM-BASIC Operation of air traffic control service 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. 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. 1.2.2 Explain the division of the ATC service. The ATC service is sub-divided into three parts, depending on the stage of flight to which it is applied. a) Area control service: the provision of air traffic control service for controlled flights, while they are en route in order to prevent collisions between aircrafts and assure a fluent air traffic, and is normally done from an Area Control Centre (ACC). b) Approach control service: the provision of air traffic control service for those parts of controlled flights associated with arrival or departure, , but is a service which is mainly concerned with flights operating on an instrument flight rules (IFR) flight plan and in instrument meteorological conditions (IMC) and is normally done by an approach control unit. This service shall prevent collisions between aircrafts and assure a fluent air traffic c) Aerodrome control service: the provision of air traffic control service for aerodrome traffic, in order to prevent collisions between aircrafts, between aircraft on the manoeuvring area and obstructions on that area, and assure a fluent air traffic . This service is normally provided by the aerodrome control service, which operates from a control tower, hence its abbreviation (TWR) aerodrome control tower. 16 ATM-BASIC 1.2.3 Explain the responsibility for the provision of the ATC service. 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. 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. The division of responsibilities between TWR and APP and between APP and ACC cannot be rigidly defined because the responsibilities depend very much on local conditions which vary from location to location. They must therefore be determined in each case and with due regard to traffic conditions, its composition, the airspace arrangements, prevailing meteorological conditions and relative workload factors. However, arrangements governing the division of responsibilities between these different parts of the ATS service, should not result in increased requirements for co-ordination and/or an undesirable inflexibility in the use of airspace, nor in an increased workload for pilots because of unnecessary transfers of control and associated radiocommunication contacts. Transfer The responsibility for the control of an aircraft shall be transferred from one air traffic control unit to another as follows: A. Between two units providing area control services. The responsibility for control shall be transferred at the time of crossing the common control area. B. Between a unit that provides area control services and a unit providing approach control services. Responsibility for the control of an aircraft shall be transferred at a point or time agreed between the two units. C. Between a unit providing approach control services and an aerodrome control tower Arriving aircraft. Responsibility shall be transferred, when the aircraft: a) is in the vicinity of the aerodrome, and: 1. It is considered that approach and landing will be completed in visual reference to the ground. 2. It has reached uninterrupted visual meteorological conditions. b) is at a prescribed point or level, as specified in letters of agreement; or c) has landed. Departing aircraft. Responsibility shall be transferred: 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 17 ATM-BASIC 3. at a prescribed point or level, as specified in letters of agreement 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 D. Between control sectors/positions within the same air traffic control unit; the responsibility shall be transferred from one sector to another within the same air traffic control unit at a point, level or time, as specified in ATS unit instructions. Coordination of transfer  Responsibility for control of an aircraft has to be transferred after the other control unit’s accepting consent.  The transferring control unit shall communicate the appropriate parts of the current flight plan and any control information pertinent to the transfer requested to the accepting control unit.  The accepting control unit shall: o Indicate its ability to accept control of the aircraft. o 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.  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.  Applicable coordination procedures, including transfer of control points, shall be specified in letters of agreement and ATS unit instructions as appropriate. 1.2.4 Differentiate between the different methods of providing ATC services. The required separation between aircraft is generally expressed in terms of minima, i.e. in distances which should not be infringed. Minima are further specified in firm values of distance; horizontally in nautical miles (NM) or degrees of angular displacement; vertically in meters or feet, or in values of time between the moment a preceding aircraft passes over a given point and that time when the next aircraft is allowed to pass over the same point. It is necessary to differentiate between the following methods: procedural, surveillance and aerodrome control. Procedural control. Term used to indicate that information derived from an ATS surveillance system is not required for the provision of air traffic control service. Mainly the application of separation to aircraft, is based solely on position information received from pilots via air-ground communications. The separation minima used under procedural control take into account that control is based on the “snap-shot” method, i.e. at specific locations and/or times, ATC can look at the traffic situation and make a “snap-shot” picture of the situation and ensure that all 18 ATM-BASIC aircraft under control are suitably separated from each other and that pilot estimates as to their flight progress indicate that this will continue until such time as ATC is in a position to again review the traffic situation. The separation minima used in this case must therefore ensure that, even in the worst case conditions, i.e. in-between successive snap-shots, the required minima can be maintained or re-established should the minima have been infringed upon. It should be understood, however, that the use of the procedural control method does not relieve the controller from his obligation to continuously monitor the traffic situation. In procedural control some tools as flight progress strips are used to display flight data. Strips should include pre-defined markings to permit specific items of information to be recorded in a standard manner (strip marking), and controllers shall use strip movement procedures, to make a “snap-shot” picture of the situation and update de data to accurately reflect the traffic situation. OACI Doc 4444, Chapter 5, contains procedures and procedural separation minima for use in the separation of aircraft in the en-route phase as well as aircraft in the arrival and departure phases of flight. Control Surveillance with Radar: Control based on radar displayed position information and where the application of horizontal separation is effected by maintaining a specified horizontal distance between radar returns (blips) on a display representing the horizontal disposition of aircraft in space is called radar control. Vertical separation may also be applied between radar returns and this may be enhanced in areas where secondary surveillance radar (SSR) Mode C is used. ATC is provided with continuously updated information on the position of aircraft making it possible to use significantly smaller separation minima. However, the minima used under these conditions must also take into account the fact that, from radar alone, little information is provided on the future intentions of aircraft and the reaction time, the initiation of corrective action and its execution by aircraft concerned in case of conflict. In this respect possible delays in communication, reaction time for the pilot and the response time of aircraft depending on their speed and size have to be taken into account in determining the appropriate radar separation minima. Procedures and separation minima applicable to the use of ATS surveillance systems are contained in OACI Doc 4444, Chapter 8. Aerodrome Control: It should be noted that, at controlled aerodromes and during visual meteorological conditions, tower controllers apply separation to aircraft based on visual observance of air traffic by the controller concerned. This type of visual separation has much in common with radar control as well as incorporating certain elements of procedural control, especially for those phases of flight where continued visual observance of the traffic by the controller is no longer possible (e.g. special visual flight rules (SVFR)). 19 ATM-BASIC SUMMARY  The air traffic services are sub-divided into the following services: -  The air traffic control service (ATC). The flight information service (FIS). The alerting service (ALRS). The air traffic advisory service (ATAS). Airspace shall be designated in relation to the air traffic services that are to be provided. Service Airspace FIS, ALR FIR ATC TO IFR CTA and CTR ATC to aerodrome traffic Controlled aerodrome   Controlled airspace is a generic term which covers ATS airspace Classes A, B, C, D and E within which air traffic control service is provided in accordance with the airspace classification.     Air traffic control service. Is a service provided for the purpose of: a) preventing collisions: 1) between aircraft, and 2) on the manoeuvring area between aircraft and obstructions; and b) expediting and maintaining an orderly flow of air traffic The ATC service is sub-divided depending on the stage of flight in Area, Approach or Aerodrome Control Service. Control of individual flights shall be under the control of only one air traffic control unit and responsibility of all aircraft operating within a given block of airspace shall be vested in a single air traffic control unit.   Methods of control service:  Procedural: information derived from an ATS surveillance system is not required.  Surveillance: control based on radar displayed position information.  Aerodrome control: based on visual observance of air traffic. 1.3 Flight information service (FIS) 1.3.1 Define FIS. Flight information service is a service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. In general, the flight information service (FIS) is intended to supplement and update during the flight, information on weather, status of navigation aids and other pertinent matters (exercises, airspace reservations, etc.) the pilot received prior to departure from the meteorological (MET) and aeronautical information service (AIS) so as to be fully aware at all times of all relevant details regarding matters influencing the safe and efficient conduct of his flight. 20 ATM-BASIC 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. 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. 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. 1.3.2 Describe the scope of the FIS. 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 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. Flight information service provided to flights shall include 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; 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. 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. 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. Flight information service provided to VFR flights shall include 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. 1.3.3 Explain the responsibility for the provision of the FIS. Flight information centres (FIC) shall be established to provide flight information service (FIS) and alerting service within flight information regions (FIR), unless the responsibility of providing such services within a flight information region is assigned to 21 ATM-BASIC an air traffic control unit having adequate facilities for the discharge of such responsibility. . 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. Where FIS is the only service provided for enroute traffic, it is generally provided to aircraft by a flight information centre (FIC). Where this service is provided to aircraft on and in the vicinity of a given aerodrome it is referred to as aerodrome flight information service (AFIS). Units providing AFIS need not necessarily form part of the national ATS but may act under delegated authority. Aerodrome flight information service (AFIS) The AFIS service provides flight information service and alerting service at certain aerodromes and their associated flight information zones (FIZ), in compliance with the regulations in force. It is characterized by the fact that pilots use this service to maintain their own separation with other aircraft, vehicles and obstacles. Spanish Regulation Según el Reglamento de Ejecución (UE) nº 923/2012: “Servicio de información de vuelo SERA.9001 Aplicación a) El servicio de información de vuelo se suministrará a todas las aeronaves a las que probablemente pueda afectar la información y a las que: 1) se les suministra servicio de control de tránsito aéreo; o 2) de otro modo tienen conocimiento las dependencias pertinentes de los servicios de tránsito aéreo. b) El servicio de información de vuelo no exime al piloto al mando de una aeronave de ninguna de sus responsabilidades y es él el que tiene que tomar la decisión definitiva respecto a cualquier alteración que se sugiera del plan de vuelo. c) Cuando las dependencias de los servicios de tránsito aéreo suministren tanto servicio de información de vuelo como servicio de control de tránsito aéreo, el suministro del servicio de control de tránsito aéreo tendrá preferencia respecto al suministro del servicio de información de vuelo, siempre que el suministro del servicio de control de tránsito aéreo así lo requiera. SERA.9005 Alcance del servicio de información de vuelo a) El servicio de información de vuelo incluirá el suministro de la pertinente: 1) información SIGMET y AIRMET; 2) información relativa a la actividad volcánica precursora de erupción, a erupciones volcánicas y a las nubes de cenizas volcánicas; 3) información relativa a la liberación en la atmósfera de materiales radiactivos o sustancias químicas tóxicas; 4) información sobre los cambios en la disponibilidad de los servicios de radionavegación; 5) información sobre los cambios en el estado de los aeródromos e instalaciones y servicios conexos, incluso información sobre el estado de las áreas de movimiento del aeródromo, cuando estén afectadas por nieve o hielo o cubiertas por una capa de agua de espesor considerable; 6) información sobre globos libres no tripulados, y cualquier otra información que sea probable que afecte a la seguridad operacional. b) El servicio de información de vuelo que se suministra a los vuelos incluirá, 22 ATM-BASIC además de lo dispuesto en a), el suministro de información sobre: 1) las condiciones meteorológicas notificadas o pronosticadas en los aeródromos de salida, de destino y de alternativa; 2) los peligros de colisión que puedan existir para las aeronaves que operen en el espacio aéreo de clases C, D, E, F y G; 3) para los vuelos sobre áreas marítimas, en la medida de lo posible y cuando lo solicite el piloto, toda información disponible tal como el distintivo de llamada de radio, posición, derrota verdadera, velocidad, etc., de las embarcaciones de superficie que se encuentren en el área. c) El servicio de información de vuelo suministrado a los vuelos VFR incluirá, además de lo dispuesto en a), información sobre las condiciones del tránsito y meteorológicas a lo largo de la ruta de vuelo, que puedan hacer que no sea posible operar en condiciones de vuelo visual.” 1.3.4 State the methods of transmitting information. The meteorological information and operational information concerning navigation aids and aerodromes included in the flight information service shall, whenever available, be provided in an operationally integrated form. Where integrated operational flight information messages are to be transmitted to aircraft, they should be transmitted with the content and, where specified, in the sequence indicated, for the various phases of flight. Information shall be disseminated to aircraft by one or more of the following means as determined by the appropriate ATS authority: 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. It should be recognized that in certain circumstances, e.g. during the last stages of a final approach, it may be impracticable for aircraft to acknowledge directed transmissions. Operational flight information service broadcasts, when provided, augments traditional pilot voice communication with Flight Information Center or ATC facilities, and 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: HF, VHF and ATIS.  HF operational flight information service (OFIS) broadcasts, and VHF operational flight information service (OFIS) broadcasts. HF and VHF operational flight information service (OFIS) broadcasts should be provided when it has been determined by regional air navigation agreements that a requirement exists. HF operational flight information service broadcast messages should contain en-route weather information and aerodrome information... 23 ATM-BASIC VHF operational flight information service broadcast messages should contain aerodrome information. HF and VHF OFIS broadcasts concerning aerodromes designated for use by international air services should be available in the English language.  Voice-automatic terminal information service (Voice-ATIS) broadcasts, Data linkautomatic terminal information service (D-ATIS) 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 arriving and departing aircraft would be excessively long. 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. 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. 1.3.5 List the content of ATIS and VOLMET. Automatic Terminal Information Service. ATIS. A) Use of ATIS messages in directed transmission of request / response 1) At the pilot's request, the relevant ATIS messages will be transmitted by the appropriate ATS unit. 2) When ATIS-voice and / or ATIS-D is supplied: (I) the aircraft will acknowledge receipt of the information when communicating with the ATS unit providing the approach control service, the aerodrome control tower or the Aerodrome Flight Information Service (AFIS), as appropriate, and (II) the relevant air traffic services unit, when responding to an aircraft which is acknowledging receipt of an ATIS message or, in the case of incoming aircraft, at any other time determined by the competent authority, shall provide the aircraft The current altimeter setting. (3) The information contained in an ATIS in force, the receipt of which has accused the aircraft concerned, need not be included in a transmission made at the request of the aircraft, with the exception of altimeter setting, which must be provided in accordance with 2). 4) If an aircraft acknowledges receipt of an ATIS that is no longer in force, any information that needs to be updated must be transmitted to the aircraft without delay. 24 ATM-BASIC B) ATIS for incoming and outgoing aircraft ATIS messages with both outbound and inbound information will include the following data in the order given: 1) aerodrome name; 2) arrival and / or exit indicator; 3) type of contract, if the communication is made through ATIS-D; 4) designator; 5) Observation time, when applicable; 6) type of approach (s) envisaged; 7) track (s) in use; State of the detention system which constitutes a potential danger, if any; 8) important conditions on the runway surface and, where applicable, braking performance; 9) waiting time, when applicable; 10) transition level, when applicable; 11) other essential information for operations; 12) direction (in magnetic degrees) and surface wind speed, including major variations and, if surface wind sensors are specifically related to track sections or tracks in use and information is requested by the operators of The aircraft, the indication of the runway and the section of it to which the information refers; 13) visibility and, where applicable, RVR and if visibility or RVR sensors are specifically related to the sections of the track (s) in use and the information is requested by the operators, the indication of the track and The section of this to which the information refers; 14) current weather; 15) clouds below the highest of the following altitudes: 1 500 m (5 000 ft) or the highest altitude of the highest sector; Cumulonimbus; If the sky is darkened, vertical visibility when it is available; 16) air temperature; 17) dew point temperature; 18) Altimeter setting (s); (19) any available information on significant meteorological phenomena in approach and initial ascent areas including wind shear, and other data on recent phenomena relevant to operations; 20) trend forecast, where available, and 21) specific ATIS instructions. C) ATIS for arriving aircraft ATIS messages containing only arrival information will include the following data in the order listed: 25 ATM-BASIC 1) aerodrome name; 2) arrival indicator; 3) type of contract, if the communication is made through ATIS-D; 4) designator; 5) Observation time, when applicable; 6) type of approach (s) envisaged; 7) main landing track (s); State of the detention system which constitutes a potential danger, if any; 8) important conditions on the runway surface and, where applicable, braking performance; 9) waiting time, when applicable; 10) transition level, when applicable; 11) other essential information for operations; 12) direction (in magnetic degrees) and surface wind speed, including major variations and, if surface wind sensors are specifically related to track sections or tracks in use and information is requested by the operators of The aircraft, the indication of the runway and the section of it to which the information refers; 13) visibility and, where applicable, RVR and if visibility or RVR sensors are specifically related to the sections of the track (s) in use and the information is requested by the operators, the indication of the track and The section of this to which the information refers; 14) current weather; 15) clouds below the highest of the following altitudes: 1 500 m (5 000 ft) or the highest altitude of the highest sector; Cumulonimbus; If the sky is darkened, vertical visibility when it is available; 16) air temperature; 17) dew point temperature; 18) Altimeter setting (s); (19) any available information on significant meteorological phenomena in approach areas, including wind shear, and other data on recent phenomena relevant to operations; 20) trend forecast, when available; and 21) specific ATIS instructions. D) ATIS for departing aircraft ATIS messages containing only output information shall include the following data in the order indicated: 1) aerodrome name; 2) output indicator; 26 ATM-BASIC 3) type of contract, if the communication is made through ATIS-D; 4) designator; 5) Observation time, when applicable; 6) runway (s) to be used for take-off; State of the detention system which constitutes a potential danger, if any; 7) important surface conditions of the runway (s) to be used for take-off and, where applicable, braking performance; 8) delay in departure, when applicable; 9) transition level, when applicable; 10) other essential information for operations; 11) direction (in magnetic degrees) and surface wind speed, including major variations and, if surface wind sensors are specifically related to track sections or tracks in use and information is requested by the operators of The aircraft, the indication of the runway and the section of it to which the information refers; 12) visibility and, where applicable, RVR and if there are visibility or RVR sensors specifically related to the sections of the track or tracks in use and information is requested by the operators, the indication of the track and the section of this To which the information refers; 13) current weather; 14) clouds below the highest of the following altitudes: 1 500 m (5 000 ft) or the highest altitude of the highest sector; Cumulonimbus; If the sky is darkened, vertical visibility when it is available; 15) air temperature; 16) temperature of the dew point; 17) Altimeter setting (s); (18) any available information on significant meteorological phenomena in the initial ascent area, including wind shear; 19) trend forecast, where available, and 20) specific ATIS instructions. Meteorological information for aircraft in flight. VOLME