ADV: Advisory Service
LDA = Landing distance available
SWY = Stopway
ASDA = accelerate-stop-distance available
CWY = Clearway
TODA = take-off distance available
TORA = take-off run available
ICAO Annexes
ST1 FULL DESCRIPTION: TO THE EXTENT
POSSIBLE,
WHERE
THE
TERMINAL
AIRSPACE
IS
SURROUNDED
BY
UNCONTROLLED
AIRSPACE,
THE
PROTECTED AIRSPACE OF DESIGNATED
TERMINAL ROUTES AND HOLDING AREAS
ARE TO BE CONTAINED WITHIN THE
TERMINAL AIRSPACE IN BOTH THE
LATERAL AND VERTICAL PLANE
ST1.1: to the extent possible AND when
necessitated by operational requirements, the
upper limit of terminal airspace should
coincide with the lower limit of superimposed
controlled airspace in order to provide
continuous protection to IFR flight paths.
ST2.1: to the extent possible, both
vertical and lateral dimensions of a
terminal airspace structure should be
compatible with aircraft flight profiles,
having taken obstacle clearance criteria
into account.
ST4: WHEN NECESSITATED BY OPERATIONAL
REQUIREMENTS
DESIRABLE,
ADJACENT
TERMINAL AIRSPACES SHOULD BE FUSED
INTO ONE TERMINAL BLOCK SO AS TO
REDUCE OPERATIONAL COMPLEXITY.
VHF Communications Range (line of sight)
ST3: TO THE EXTENT POSSIBLE, ONLY THE
AIRSPACE NECESSARY TO CONTAIN THE
TERMINAL ROUTES SHOULD BE DESIGNATED
AS TERMINAL AIRSPACE SO AS NOT TO
CONSTRAIN
THE
OPERATION
OF
NONPARTICIPATING (USUALLY VFR) FLIGHTS
Radio test procedures
ILS
Radar equation - PSR
ATM: The aggregation of the
airborne
and
ground-based
functions (air traffic services,
airspace management and air
traffic flow management) required
to ensure the safe and efficient
movement of aircraft during all
phases
of
operations.
Key
Performance
Areas
(KPAS):
capacity,
cost
efficiency,
environment and safety.
AOC = Air Operator’s Certificate (an
official authorization issued by a
national aviation authority that
allows an operator to conduct
commercial air transportation)
ATM information exchange: today
and swim
ANSPS = Air Navigation Service
Providers (These are entities
responsible for delivering air
navigation services within a specific
region or airspace)
Air traffic control (ATC) service =
means a service provided for the
purpose
of:
(a)
preventing
collisions: — between aircraft, and
— in the manoeuvring area
between aircraft and obstructions;
(b) expediting and maintaining an
orderly (ordenado) flow of air
traffic;
Aerodrome control service (AD) =
means an ATC service for
aerodrome traffic;
Aeronautical information service
(AIS) = means a service established
within the defined area of coverage
responsible for the provision of
aeronautical information and data
necessary for the safety, regularity,
and efficiency of air navigation;
Air navigation services (ANS) =
means
air
traffic
services;
communication, navigation and
surveillance
services;
meteorological services for air
navigation;
and
aeronautical
information services;
Airspace management (ASM) =
means a planning function with the
primary objective of maximising
the utilisation of available airspace
by dynamic time-sharing and, at
times, the segregation of airspace
among various categories of
airspace users on the basis of
short-term needs.
Air traffic services (ATS) = means
the various flight information
services, alerting services, air traffic
advisory services and ATC services
(area, approach and aerodrome
control services);
Area control service = means an
ATC service for controlled flights in
a block of airspace;
Approach control service = means
an ATC service for arriving or
departing controlled flights;
Communication services = means
aeronautical fixed and mobile
services to enable ground-toground, air-to-ground and air-to-air
communications for ATC purposes;
Flight information service (FIS) = means a Article 38 - Departures from international A
Standard
is
a
service provided for the purpose of standards and procedures
specification for physical
giving advice and information useful for Any State which finds it impracticable to characteristics,
comply in all respects with any such
the safe and efficient conduct of flights;
configuration,
material,
international standard or procedure, or to
Alerting service (ALRS) = means a service bring its own regulations or practices into full performance, personnel or
provided to notify relevant organisations accord with any international standard or procedure, the uniform
regarding aircraft in need of search and procedure after amendment of the latter application of which is
rescue aid, and to assist such (após alteração destes últimos), or which recognised as necessary
deems (considera) it necessary to adopt for the safety or regularity
organisations as required;
Meteorological services = means those regulations or practices differing in any of
international
air
particular respect from those established by
facilities and services that provide
navigation and to which
an international standard, shall give
aircraft with meteorological forecasts, immediate notification to the International Contracting States must
briefs and observations as well as any Civil Aviation Organization of the differences conform in accordance
other meteorological information and between its own practice and that with the Convention;
A Recommended Practice
data provided by States for aeronautical established by the international standard.
use;
Standards and Recommended Practices is a specification for
characteristics,
Navigation services = means those = SARPs - cover all technical and physical
material,
facilities and services that provide operational aspects of international configuration,
aircraft with positioning and timing civil aviation, such as safety, personnel performance, personnel or
information;
licensing,
operation
of
aircraft, procedure, the uniform
Surveillance services = means those aerodromes,
air
traffic
services, application of which is
facilities and services used to determine accident
investigation
and
the recognised as desirable in
the respective positions of aircraft to environment. Found in the Annexes to the interest of safety,
allow safe separation;
the Convention, whitout them -> regularity or efficiency of
The Network Manager manages ATM aviation system chaotic
international air navigation,
network functions (airspace design, flow
and to which Contracting
management) as well as scarce ICAO – Standards and Recommended States must endeavour to
Pratices:
resources (transponder code allocations,
conform in accordance
->Standards
and
Recommended with the Convention.
radio frequencies), as defined in
Regulation 677/2011 and Regulation Practices - collectively referred to as ICAO publications:
SARPs;
2019/123
SUPPS which are similar
for
Air
Navigation
SESAR Vision (Single European Sky ATM ->Procedures
to PANS but are only
Resource program) - aims at improving Services - called PANS;
applicable
in
the
->Regional Supplementary Procedures ATM performance
respective air navigation
-Increase digitalisation, connectivity and referred to as SUPPs;
regions.
->Guidance Material in several formats.
higher automation levels
Technical
Manuals
-Implement a safe, secure and resilient Central Route Charges Office, CRCO,
provide guidance and
infrastructure
provided a centralised system for
information
in
-Move from physical assets management collecting a single charge per flight on
amplification
of
the
to CNS services
behalf of the EUROCONTROL Member
SARPs and PANs.
-Develop
performance-based
and States and reimbursing the Member
Air Navigation Plans, like
integrated CNS concepts
States with the charges collected. The
SUPPs,
they
are
-Combine satellite-based airborne and system, one of the most efficient in the
produced for each of the
ground-based CNS
world, charged aircraft operators for
9 regions. The plan
-Rationalize infrastructure
each aircraft that used a given airspace;
details requirements for
-Increase civil-military synergies and the exact cost being dependent on the
facilities and services for
dual-use
distance flown and the weight of the
international
air
-Ensure an efficient and long-term aircraft
navigation that have
availability of suitable spectrum
ICAO - The International Civil Aviation
been agreed by the
‘Chicago Convention’
Organisation (ICAO) is a specialised
Contracting States in the
set the foundations for the rules and
agency of the United Nations (UN). Its
region.
regulations concerning air navigation in
mandate is to ensure the safe, efficient
Circulars, they make
all its aspects, and which enabled a
and orderly flow of international civil
available
specialised
common air navigation system to be
aviation within a seamless global air
information of interest
created around the world. Principle:
traffic management system - 191
to the Contracting States,
every state has complete and exclusive
Member States. The aims & objectives
including studies on
sovereignty over the airspace above its
of ICAO are:
technical subjects
territory and provides that no scheduled
- To develop the principles and ICAO structure:
international air service may operate
techniques
of
international
air -> Assembly is composed
over or into the territory of a contracting
navigation
of representatives from
state without state’s previous consent.
- To foster the planning and all Contracting States and
Article 3 – civil and state aircraft
development of air transport so as to:
is the sovereign body of
a)This Convention shall be applicable
- Ensure the safe and orderly growth of ICAO. It reviews in detail
only to civil aircraft, and shall not be
international civil aviation throughout the
work
of
the
applicable to state aircraft.
the world;
organisation and sets the
b) Aircraft used in military, customs and
- Encourage aircraft design and policy for the coming
police services shall be deemed to be
operations for peaceful purposes;
years. It meets at least
state aircraft.
- Encourage the development of once every 3 years.
c) The contracting States undertake,
airways, airports and air navigation -> The Council is the
when issuing regulations for their state
facilities for international civil aviation;
governing body and the
aircraft, that they will have due regard
- Meet the needs of the people of the members are elected by
for the safety of navigation of civil
world for safe, regular, efficient and the Assembly for a threeaircraft.
economical air transport;
year term. Composed of
Article 12 – rules of the air
Each contracting State undertakes to adopt measures to insure that every aircraft
representatives of 36
flying over or maneuvering within its territory and that every aircraft carrying its
States.
nationality mark, wherever such aircraft may be, shall comply with the rules and
regulations relating to the flight and maneuver of aircraft there in force
Universal Safety Oversight Audit
Programme
(USOAP)
provide
assurance that Member States apply
the SARPs set out in the Annexes
Aerodrome = A defined area on land
or water (including any buildings,
installations
and
equipment)
intended to be used either wholly
(total) or in part for the arrival,
departure and surface movement of
aircraft.
Movement area = That part of an
aerodrome to be used for the takeoff, landing and taxiing of aircraft,
consisting of the manoeuvring area
and the apron(s).
Manoeuvring area = That part of an
aerodrome to be used for the takeoff, landing and taxiing of aircraft,
excluding aprons.
Apron = A defined area, on a land
aerodrome,
intended
to
accommodate aircraft for purposes
of loading or unloading passengers,
mail or cargo, fuelling, parking or
maintenance (=plataforma).
In Lisbon transition altitude is 4000 ft
and the transition level depends on
the aerodrome QNH.
Converging:
Two aircrafts of the same type
converging, the one that converges
from the right has priority.
Two aircrafts of different types
converging, power aircrafts should
give way to the others in the
following order:
Aeroplanes (power driven aircraft
heavier than air) shall give way to
airships (power driven aircraft
lighter than air), gliders and
ballons
Airships (dirigivéis) shall give way
to gliders () and ballons
Gliders shall give way to ballons
Aeroplanes and airships shall
giver way to aircraft towing
another aircraft or object
Overtaking:
Overtaking aircraft is one that
approaches other from the rear
(retaguarda) within an angle of 70°
or less for each side of the preceding
aircraft longitudinal axis.
The aircraft being overtaken has the
right of way.
Visual Flight Rules (VFR) means the pilot is
subject
to
certain
meteorological
constraints (in particular, minimum
visibility criteria). The pilot is responsible
for maintaining visual contact with the
other airspace users and for determining
his route with the help of geographical
landmarks.
Instrument Flight Rules (IFR) means the
pilot can begin the flight regardless of the
meteorological criteria. The instruments
are navigation aids (radio beacons,
instrument-assisted landing systems and
satellites). On board navigation systems
and indications transmitted by air traffic
controllers on the basis of radar make up
for the lack of visibility and provide all the
information required for the pilot to be
aware of his position at all times.
Visual Flight Rules
-Conducted in VMC (Visual Meteorological
Conditions)
-Forbiden between sunset (SS) and
sunrise (SR) without the night flight
qualification
-If VMC cannot be maintained:
-Change route and/or Altitude/FL to keep
VMC
-Submit and IFR flight plan and carry on
in IMC (Instrument Meteorological
Conditions)
-Land while still in VMC
-If inadvertently entered in IMC:
-Make a 180º standard turn
F Except for special ATC clearances, VFR
shall apply to:
-Altitudes at or bellow FL200
-Speeds lower than transonic
-Maximum FL (even in special cases) is FL
285, i.e, bellow RVSM (Reduced Vertical
Separation) airspace
-Minimum altitudes:
->Over cities or congested areas: 1000 ft
(300m) over the higher obstacle within a
radius of 600 meters from de aircraft
->Not less than 500 ft (150m) over the
terrain or water
-VFR altitudes:
->In accordance with the published VFR
flight airways (if exist)
->In controlled airspace (classe B, C and
D-In class A, VFR are prohibited), in
accordance with ATC cleared altitude/FL
->In non controlled airspace, depending
on the magnetic track, in accordance with
the following semicircular rule.
-Flight Plan must be submited to the ATS
indicating:
->Visual flight rules (V in field 8)
->Visual that changes to IFR at certain
point (Z in field 8)
->EET (Estimated Enroute Time) from
departure to overflying destination
aerodrome)
-Communications:
->Except for airspace classes E, F and G, 2
way radio communications must be
established.
Instrument Flight Rules
-IFR may be operated either in VMC or
IMC
-The PIC operating in IFR besides the
pilot licence, must also carry a valid and
current IR (Instrument Rating) licence.
-Aircraft must be equiped with the
minimum flight instruments specified in
EASA-OPS
-Minimum altitudes:
->Over high terrain or mountainous
areas, a minimum of 2000 ft (600 m)
altitude above the highest obstacle
within 5NM (8 km) from the estimated
aircraft position should be maintained.
->Other areas non the above (não
mencionadas acima), a minimum of
1000 ft (300 m) altitude above the
highest obstacle within 5NM (8 km) from
the estimated aircraft position should
be maintained.
-IFR altitudes:
->In controlled airspace, in accordance
with ATC cleared altitude/FL either as
published or not (usually preceded by
“non standard” on communication
phraseology)
->In non controlled airspace, depending
on the magnetic track, in accordance
with the following semicircular rule for
non RVSM airspace.
-Flight Plan must be submited to the
ATS indicating:
->Instrument flight rules (I in field 8)
->Instrument that changes to VFR at
certain point (Y in field 8)
->EET (Estimated Enroute Time) from
departure to IAF (initial Approach fix in
an instrument approach procedure
-Communications:
->2 way communication is mandatory in
CAS (Controlled Air Space)
->Maintain Listening watch on the ATS
of the FIS (Flight Information Service)
outside CAS
-Position reports:
->Outside CAS, IFR flights must do
positions reports in flight plan specific
waypoints
The major goal of RVSM (Reduced
Vertical Separation Minimum) is to be
able to accomodate more traffic over
the same area.
Minimum vertical separation is 1000
ft (300 m) below FL 290 (i.e, 29000 ft)
This separation increases to 2000 ft
(600 m) above FL 290.
-Eastbound tracks are from 000° M (or
360°) to 179° M
-Westbound tracks are from 180° M to
359° M
ICAO Standard Atmosphere - ISA
The ISA is based on the following values
of pressure, density, and temperature at
mean sea level
• Pressure of 1013.2 mb(hPa) - Pressure
is taken to fall at about 1 mb(hPa) per 30
feet in the lower atmosphere (up to
about 5,000 feet.
• Temperature of +15 deg C Temperature falls at a rate of 2 deg C
per 1,000 feet until the tropopause is
reached at 36,000 feet above which the
temperature is assumed to be constant.
• Sea Level density of 1,225 g/m3
QFE is the pressure at
the airport reference
point. With the QFE
setting, the altimeter
indicates the altitude
above
the
airport
reference point.
The QNH is calculated
through
the
measurement of the
pressure at the airport
reference point moved
to Mean Sea Level,
assuming the standard
pressure law. With the
QNH
setting,
the
altimeter indicates the
altitude above Mean
Sea Level.
The
Flight
Level
corresponds to the
Indicated Altitude in
feet divided by 100.
The Transition Altitude
is the indicated altitude
above
which
the
standard setting must
be selected by the crew.
The Transition Level is
the first available flight
level
above
the
transition altitude.
The change between
the QNH setting and
Standard setting occurs
at
the
transition
altitude when climbing,
and at the transition
level when descending.
The transition layer is
defined as the airspace
between the transition
altitude
and
the
transition level.
The minimum sector
altitude (MSA) is the
lowest altitude which
may be used in an
emergency, which still
provides a clearance of
at least 1000 ft above
all obstacles.
General Air Traffic (GAT)
- All flights which are
conducted
in
accordance with the
rules and procedures of
ICAO
and/or
the
national civil aviation
regulations
and
legislation.
Most
commercial.
Operational air traffic
(OAT) encompasses all
flights which do not
comply
with
the
provisions stated for
general air traffic (GAT)
and for which rules and
procedures have been
specified
by
appropriate
national
authorities.
Most
military authorities.
Since 2004, the Single European Sky
legislation has sought to harmonise
the interpretation and application of
the
ICAO
Standards
and
Recommended
practices
within
Europe.
Flight information region (FIR) - An
airspace of defined dimensions within
which flight information service and
alerting service are provided.
In some cases there may exist a
horizontal division of the FIR, in which
case the lower portion remains
named as such, whereas the airspace
above is named Upper Information
Region, or UIR.
Functional Airspace Block (FAB) means
an
airspace
block
based
on
operational
requirements
and
established regardless of State
boundaries.
Airspace structures
Control Area (CTA)
Terminal Control Area (TMA)
Control Zone (CTR)
ATS Route
Terminal Routes
ATC Sector
Conditional Route (CDR)
Danger Area (D), Restricted Area
(R), Prohibited Area (P)
Temporary Segregated Area (TSA),
Temporary Reserved Area (TRA),
Cross-Border Area (CBA)
Reduced Co-ordination Airspace
(RCA) and Prior Coordination Airspace.
A CTA is a Controlled airspace
extending upwards from a specified
limit above the surface of the earth.
Terminal Control Area (TMA) is a
control area normally established at
the confluence of ATS routes in the
vicinity of one or more major
aerodromes. The TMA is essentially a
special type of airspace designed to
handle aircraft arriving or departing
the airport(s) contained within it. It
excludes the aprons, although SIDs
and STARs are part of it.
An AWY is a Control Area or a part of
it, shaped in the form of a corridor.
The airway name usually starts with a
letter followed by number(s). If the
route name is preceded by a U, it
indicates an Upper Airway.
Within Europe, restrictions on flight
planning are published in the Route
Availability Document (RAD).
Free route airspace refers to a specific
portion of airspace within which
aircraft operators may plan a route
freely between a defined entry point
and a defined exit point, with the
possibility
of
deviating
via
intermediate
navigation
points
without reference to the fixed route
network.
Terminal (Arrival/Departure) Routes is
used to describe the sub-set of ATS
Routes comprised of arrival and
departure routes, SIDs/STARs and
RNAV-based instrument approach or
departure procedures.
⚫
⚫
⚫
⚫
⚫
⚫
⚫
⚫
⚫
⚫
Standard Instrument Departure Route
(SID) is a standard ATS route identified
in an instrument departure procedure
by which aircraft should proceed from
take-off phase to the en-route phase.
Standard Arrival Route (STAR) is a
standard ATS route identified in an
approach procedure by which aircraft
should proceed from the en-route
phase to an initial approach fix.
If changes need to be made to a SID,
before the aircraft takes off, this may
be transmitted by the ground
controller, or by clearance delivery, by
means of radio or a data link (CPDLC)
and may be entered by the pilot into
the Flight Management System (FMS).
Open STAR provides and publishes
track guidance to the down wind
position from which the aircraft is
tactically guided by ATC to intercept
the final approach track, Closed STARs
provide track guidance to the final
approach track whereupon the aircraft
usually intercepts the ILS.
· The plain language designator of a
standard departure or arrival route
shall consist of:
a) a basic indicator; followed by
b) a validity indicator; followed by
c) a route indicator, where required;
followed by
d) the word “departure” or “arrival”;
followed by
e) the word “visual”, if the route has
been established for use by aircraft
operating in accordance with the visual
flight rules (VFR).
-> The basic indicator shall be the
name or name-code of the significant
point where a standard departure
route terminates or a standard arrival
route begins.
-> The validity indicator shall be a
number from 1 to 9.
-> The route indicator shall be one
letter of the alphabet. The letters “I”
and “O” shall not be used.
Significant
point.
A
specified
geographical location used in defining
an ATS route or the flight path of an
aircraft and for other navigation and
ATS purposes. Where a significant
point is required at a position not
marked by the site of a radio
navigation aid, the significant point
shall be designated by a unique fiveletter pronounceable “name-code”
5LNC.
An Air Defence Identification Zone
(ADIZ) is a volume of airspace where
the identification, location and control
of civil aircraft is performed in the
interest of national security.
L-H Interface represents all the
physical elements of the aircraft and
the system including such things as:
the wing of the aircraft, the control
surfaces along with the entire
hydraulic systems, the flight controls in
the cockpit.
L-E Interface is all about man’s
relationship to the different types of
environment of the flight.
Airspace Restrictions
Danger Area (D) is an airspace of
defined dimensions within which
activities dangerous to the flight of
aircraft may exist at specified times;
Restricted Area (R) is an airspace of
defined dimensions, above the land
area or territorial waters of a State,
within which the flight of aircraft is
restricted in accordance with specific
conditions;
Prohibited Area (P) is an airspace of
defined dimensions, above the land
area or territorial waters of a State,
within which the flight of aircraft is
prohibited.
Temporary Reserved Area (TRA) is a
defined volume of airspace normally
under the jurisdiction of one aviation
authority and temporarily reserved, by
common agreement, for the specific
use by another aviation authority and
through which other traffic may be
allowed to transit, under ATC
clearance.
Temporary Segregated Area (TSA) is a
defined volume of airspace normally
under the jurisdiction of one aviation
authority and temporarily segregated,
by common agreement, for the
exclusive use by another aviation
authority and through which other
traffic will not be allowed to transit.
FUA Basic Principles
Airspace should no longer be
designated as either purely civil or
military
airspace,
but
rather
considered as one continuum and
allocated
according
to
user
requirements.
Sector – the smallest area of air space
under specific control, is one of the
most common ways in which to
distribute
workload
between
controllers so as to ensure the safe
and efficient management of air traffic
within the airspace volume.
Liveware — the individual — is the
centrepiece of the SHEL model.
Liveware-liveware interface is the
relationship between the individual
and any other persons in the
workplace.
Liveware-hardware
interface
represents the relationship between
the human and the machine.
Liveware-software interface reflects
the
relationship
between
the
individual and supporting systems
found in the workplace.
Liveware-environment interface is the
relationship between the individual
and the internal and external
environments.
L-S Interface main purpose was to
cover everything that is non-physical
used in the aviation system
L-L Interface accounts for the human
interactions that occur in the flight.
- Portugal: LPPT=Lisbon, LPCS=Cascais,
LPMA=Funchal, …
- Germany: EDDF=Frankfurt,
EDDM=Munich, …
- USA: KEWR=Newark, KJFK=New York,
KSFO=San Francisco, …
Aerodrome codes
ICAO aerodrome codes
-- 4 letters: “abcd”
- a = region of the world
or country
- b = country code & cd
= aerodrome code
or
bcd = aerodrome code
IATA aerodrome codes
-- 3 letter
- LIS=Lisboa (Humberto
Delgado)
- MAD=Madrid
(Barajas)
- EWR=Newark
- JFK=New York
- FRA=Frankfurt
- CDG=Paris (Charlesde-Gaulle)
Not all aerodromes
have IATA code.
Airport — certified for
commercial flights.
Air base — has facilities
for aircraft and crew,
typically for military use
Airstrip — runway with
possibly fueling facility
Water aerodrome — on
open water, dedicated
to seaplanes.
When landing: - final
approach when aircraft
is aligned with the
runway
centerline
ready for landing
- touch-and-go if
instead of breaking, the
aircraft
takes-off;
mostly used for pilot
training
- go-around before
touchdown, if abnormal
situation
detected
during final approach.
Precision
Approach
Path Indicator (PAPI).
and there is
Final
precision
instrument
approach
(GLS – GNSS Landing
System)
Instrument
Landing
System (ILS)
•
Localizer
(LOC):
measures
horizontal
deviation
• Glide slope (G/S):
measures
vertical
deviation
Landing
Distance
Required
(LDR)
—
determined by aircraft
Landing
Distance
Available
(LDA)
—
determined by runway
Safe to land only if
LDR < LDA
Initial Contact
Station: “Lisbon, good evening, CS-TPA,
position 701, information C, ready do copy
clearance”
ATC: “CPA, good evening, clear to LFMN via
IXIDA 4N departure, squawk 4562” .
The abbreviated call sign can be used.
For call signs with the operator’s name
followed by a number or number and sufix
letter(s) no abbreviation is permited.
Station: “Lisbon, good evening, Air Portugal
488 A, position 701, information C, ready do
copy clearance”
ATC: “Air Portugal 488 A, good evening,
clear to LFMN via IXIDA 4N departure,
squawk 4562”.
Read back information
Level/Altitude
Heading
Speed
Runways
Altimeter settings (QNH)
SSR operation
Route clearances
Frequency changes
Clearance to: Enter, land, take-off, cross,
push-back, start-up, hold, climb, descend.
ATC
Clearance
and
Departure
Information
TP1018: Lisbon Delivery Good Morning Air
Portugal 1018, stand 805, information C
(Charlie), expect to be ready in 10 minutes.
ATC: Air Portugal 1018 Good Morning,
infomation C (Charlie) current, QNH 1018,
clear to LEMD via IDBID 5N departure
squawk 4553.
TP1018 : Clear to LEMD via IDBID 5N,
squawk 4553, Air Portugal 1018.
ATC: Air Portugal 1018 readback correct
when ready for start up call Ground
121.755, good day.
TP1018 : When ready for start up call
ground 121.755, good day.
Start-Up and Push-Back Clearance
TP1018 : Lisbon Ground, Good Morning. Air
Portugal 1018, stand 805 request push-back
and start up.
ATC: Air Portugal 1018, Good Morning.
Stand 805, push-back and start up
approved facing west.
TP1018 : Push-back and start up approved
facing west Air Portugal 1018.
Taxi Clearance
TP1018 : Lisbon, Air Portugal 1018, request
taxi.
ATC: Air Portugal 1018, taxi to holding point
runway 03 at Mike 5 via Bravo, Whisky,
cross runway 35*, Quebec and Mike.
TP1018: Taxi via Bravo, Whisky, cross
runway 35, Quebec and Mike to Mike 5
holding point runway 03, Air Portugal 1018.
ATC: Air Portugal 1018, give way to Embraer
190 company traffic at Mike then proceed
to holding point Mike 5 runway 02 and
monitor tower 118.105, good flight.
TP1018: Give way to the company traffic
Embraer 190 in sight and monitor tower
118.105, Air Portugal 1018, Bye.
Take-Off Clearance
ATC: Air Portugal 1018, Good Morning,
confirm ready for departure?
TP1018: Good Morning. Affirm. Air Portugal
1018.
ATC: Air Portugal 1018, behind the
Easyjet Airbus 319 on short final
runway 02, via Mike 5, line up and
wait behind.
TP1018: Behind Easyjet Airbus 319,
via Mike 5 line up runway 02 and
wait behind.
ATC: Air Portugal 1018, wind at mid
point 030 11 knots, variable
between 010 and 050, runway 02,
clear for take-off, good day.
TP1018: Clear for take-off runway
02, Air Portugal 1018.
Initial Climb Clearance
TP1018: Lisbon Approach Good
Morning Air Portugal 1018, crossing
2000 ft.
ATC: Air Portugal 1018 identified,
climb FL 240, proceed direct
OGERO, no ATC speed restrictions.
TP1018: Cimb FL 240, direct to
OGERO, no ATC speed restrictions,
Air Portugal 1018, Obrigado!
ATC: Air Portugal 1018 contact
Lisbon 136.025, good day.
TP1018:
Lisbon
136.025,
Air
Portugal 1018, Good day.
Enroute Climb Clearance
TP1018:
Lisbon
Radar
Good
Morning Air Portugal 1018, climbing
FL 240 on course to OGERO.
ATC: Air Portugal 1018 radar
identified, continue climb FL 280,
report final level requested.
TP1018: Continue climb FL 280,
request final level 300, Air Portugal
1018.
ATC: Roger. Continue climb FL300.
TP1018: Continue climb FL300, Air
Portugal 1018.
Cruise Frequency Changes
ATC: Air Portugal 1018 contact
Madrid 127.325, good day.
TP1018:
Madrid
127.325,
Air
Portugal 1018, good day.
TP1018: Hola Madrid buenos días,
Air Portugal 1018, FL 300 on course
to OGERO.
ATC: Air Portugal 1018 mui buenos,
identified. Proceed direct to Toledo
TLD, expect TOLEDO 2C arrival,
runway 32 at Barajas.
TP1018: Direct Toledo, TOLEDO 2C
arrival, runway 32, Air Portugal
1018.
Descend Clearance
TP1018: Madrid Air Portugal 1018,
FL300, request descend.
ATC: Air Portugal 1018 descend FL
200 to be level at TLD.
TP1018: Descend FL 200 be level by
TLD, Air Portugal 1018.
ATC: Air Portugal 1018, proceed
direct to BUREX continue descend
FL160 and contact Madrid 124.025
Bye.
TP1018: Direct to BUREX, continue
descend FL160 and change Madrid
124.025, Air Portugal 1018, Bye.
Approach Clearance
TP1018: Madrid buenos días, Air
Portugal
1018,
descend
FL160
information W (Whiskey).
ATC: Air Portugal 1018 mui buenos,
continue descend 12000 ft QNH 1017.
TP1018: Continue descend 12000 ft,
QNH 1017 Air Portugal 1018.
ATC: Air Portugal 1018 descend 9000
ft reduce speed 250 knots, maintain
present heading, expect radar vectors
for ILS Z (Zulu) runway 32 L (left).
TP1018: On heading continue descend
9000 ft, speed 250 knots, radar
vectors ILS Z (zulu) 32L (left), Air
Portugal 1018.
ATC: Air Portugal 1018, contact final
127.500, Bye.
TP1018: 127.500, Air Portugal 1018,
Adiós.
Final Approach Clearance
TP1018: Madrid buenos días Air
Portugal 1018 descend 9000 ft on
heading.
ATC: Air Portugal 1018, mui buenos,
continue descend 4000 ft QHN 1017
turn left heading 010 and reduce
speed 220 knots.
TP1018: Descend 4000 ft, QNH 1017,
left heading 010, speed 220 knots, Air
Portugal 1018.
ILS Clearance
ATC: Air Portugal 1018, turn left
heading 350, reduce speed 200 knots,
clear localizer Z runway 32L call
stablished.
TP1018: Left heading 350, speed 200
knots, clear localizer Z runway 32L, call
stablished, Air Portugal 1018.
TP1018: Air Portugal 1018, stablished
on localizer Z runway 32L.
ATC: Air Portugal 1018, clear ILS Z
approach runway 32L, call Barajas
Tower 118.150, Bye.
TP1018: Clear ILS Z approach runway
32L and change tower 118.150, Air
Portugal 1018, Bye.
Landing Clearance
TP1018: Barajas buenos días Air
Portugal 1018 stablished on ILS Z
runway 32L.
ATC: Air Portugal 1018, mui buenos,
continue approach, reduce speed 160
knots to maintain to 4 DME.
TP1018: Continue approach, reduce
speed 160 knots to maintain to 4 DME,
Air Portugal 1018.
ATC: Air Portugal 1018, wind 330/12,
runway 32L, clear to land.
TP1018: Clear to land runway 32L, Air
Portugal 1018.
Taxi In Clearance
TP1018: Barajas ground buenos días
Air Portugal 1018 vacating L7.
ATC: Air Portugal 1018, mui buenos,
continue via A to gate 2.
TP1018: Continue via A to gate 2, Air
Portugal 1018.
ATC: Air Portugal 1018, change Apron
121.855 Bye.
TP1018: Apron 121.855, Air Portugal
1018, Bye.
Parking
Clearance
TP1018:
Apron
buenos días, Air
Portugal 1018.
ATC: Air Portugal
1018, mui buenos
take gate 2, your
stand T17 Bye.
TP1018:
Stand
T17, Air Portugal
1018, Bye.
‘occurrence’
means any safetyrelated
event
which endangers
or which, if not
corrected
or
addressed, could
endanger
an
aircraft,
its
occupants or any
other person and
includes
in
particular
an
accident
or
serious incident.
“incident” as an
occurrence, other
than an accident,
associated
with
the operation of
an aircraft which
affects or could
affect the safety
of operation.
A serious incident
is defined as an
incident involving
circumstances
indicating
that
there was a high
probability of an
accident.
The
difference
between
an
incident and a
serious incident
lies only in the
result.
Factors
determining
Landing Distance
Required (LDR):
- aircraft landing
mass
- surface wind
and temperature
runway
elevation
and
slope
- runway surface
conditions (e.g.,
dry, wet, …)
- condition of
aircraft
braking
systems
(i.e.,
brakes, spoilers,
reverse, …)
ATIS: Automatic Terminal Information Service
A radio audio channel that continuously
broadcasts relevant aeronautical information
concerning a specific aerodrome.
VOLMET: A radio audio channel that continuously
broadcasts weather information concerning a
specified list of aerodromes. it includes:TAF,
SIGMET (safety critical weather phenomena),
METAR.
Digital air-ground communications
Main frequency bands:
- VDL — VHF Data Link, limited range (roughly
same as VHF voice)
- HFDL — HF Data Link, almost global coverage,
including polar
- SATCOM — Satellite relay, almost global
coverage, excluding polar
ACARS: Aircraft Communications, Addressing and
Reporting System - Digital data link system
between aircraft and ground stations
CPDLC: Controller-Pilot Data Link Communication
- Text-based, peer-to-peer, digital communication
between controllers and pilots
ADS: Automatic Dependent Surveillance Surveillance method based on data link
communications.
ADS-B: ADS (Automatic Dependent Surveillance)Broadcast, aircraft broadcasts position, altitude,
speed, and various other information to ground
stations and other aircraft.
ADS-C: ADS-Contract, aircraft and ATC established
contracts:
- periodic contract: must send a defined type of
data periodically
- demand contract: query aircraft for a specific
type of data
example: in an emergency, ATC wants to know
where all aircrafts are
- event contract: must send a message whennever
an event occurs
ADS-B over Mode-S
Mode S signaling -> each aircraft has a unique 24
bit code (ICAO hex code), interrogation may
specify target aircraft , response includes either a
56 or a 112 bit data block
TCAS: Traffic Collision Avoidance System = Air-toair safety-net surveillance system based on
transponder messages. TCAS II equipped aircraft
interrogates transponders (Mode C and Mode S).
TA (Traffic Advisory) and RA (Resolution Advisory).
Guidance: path determinestion from current
location/attitude to goal
- Navigation: determination of current location,
velocity, and attitude
- Control: determination of actuation (steering
(direção), thrust, etc.) in order to execute guidance
Barometric altimeter: based on static air pressure.
Assumes ICAO Std. Atmosphere. Calibration knob
to set QNH/QFE. Indicated Air Speed (IAS) measured by aircraft pilots, distorted by altitude,
wind, and temperature. True Air Speed (TAS) - true
speed relative to the air mass. Ground Speed (GS)
- true speed relative to the ground e.g., as
measured by GPS. Mach number (M) - used in
high-altitude / high-speed conditions. Air speed
indicator: measures pressure difference between
pitot tube and static port and displays IAS to pilot.
Inertial Navigation System (INS) - Uses
accelerometers, gyroscopes, and magnetometers
to estimate current position and attitude.
• Mode C response — altitude (in QNE, i.e., standard pressure)
- QNE allows ATC to detect incorrect altimeter calibration setting
- codes from -1000 ft to 126700 ft in 100 ft increments
- uncertainty of ±50 ft
- only 1278 codes used (among 4096 possible). 11 bits
LVP: low-visibility procedures, to ensure
safe operation under reduced visibility
conditions or take-off and landing (among
ATC and aircrafts).
Surface movement radar: in many airports
ground movements are tracked by a
ground
radar
using
the
aircraft
transponders.
Altitude -- altimeter reading, in feet (1ft =
0.3048m), using the local QNH setting
- transition altitude: beyond which altitude
is expressed in Flight Level (FL)
- Flight Level (FL) -- altimeter reading (in ft)
using QNH=1013
- transition level: lowest FL available with
separation from the transition altitude
METAR -- METeorological Aerodrome
Report (every 30 min or 60 min) - reports
on the weather conditions at the
aerodrome. SPECI are METAR-like special
reports issued when exceptional weather
changes occur.
TAF -- Terminal Aerodrome Forecast reports on the weather forecast for the
terminal area of the aerodrome (every 6
hours, covering a period of 24 to 30 hours)
SIGWX -- Significant Weather Chart (every 6
hours with a validity of 12 hours)
Ground-to-ground communications
Aeronautical Data Network (ATN): supports
various ATM services, e.g.,
- meteorological reports
- flight plan submission
- air traffic statistics
- flow management
Air-to-ground communications
• VHF radio band: 108 MHz — 137 MHz
- 118 MHz — 136.975 MHz reserved for
voice communications
• 760 channels in steps of 25 kHz using
Amplitude Modulation (AM)
• Underway implementation of 8.33 kHz
spacing, enabling potentially 2280 channels
- 108 MHz — 117.95 MHz reserved for
navigational aids, e.g., VOR, ILS
• 200 narrow-band channels of 50 kHz
- range: about 200 nm at FL350 in good
weather
• VHF radio coverage
• HF radio band: 2 850 kHz — 22 000 kHz
- lower voice quality than VHF but larger
coverage - mostly used in oceanic airspace
- very sensitive to ionosphere and
day/night variations
- radio operators mediate comms between
ATCO and pilots
- formatted text chat between ATCO and
radio operator
- SELCAL mechanism to call attention of
pilot (4 letters transmitted in two sets of
two letters)
• HF radio coverage
Navigation aids
• Non-Directional Beacon (NDB): radio
beacon in the range 190kHz - 535kHz, 13 Morse code identifier
• VHF Omni-directional Range (VOR) :
radio beacon in the range 108.0MHz 117.95MHz, 3 Morse code identifier
DME
Distance
Measurement
Equipment
Global Navigation Satellite System
(GNSS)
Precise Point Positioning (PPP) — based
on orbit and clocks corrections,
troposphere, and ionosphere delay
maps.
Real-time Kinematic (RTK) — based on
differential measurements from a base
station and carrier phase.
Ground Based Augmentation System
(GBAS): a ground station broadcasts
correction data via VHF to increase
accuracy
Satellite Based Augmentation System
(SBAS): correction data from multiple
ground stations transmitted via satellite
Instrument approach types
• Instrument Landing System (ILS)
• Ground/Satellite Based Augmentation
System (GBAS / SBAS)
• Microwave Landing System (MLS) —
deprecated in favor of GBAS
RNAV approaches : described by a
series of waypoints, legs, speed and
altitude constraints stored in the
onboard navigation database.
Types of surveillance:
- of aircraft from ground stations — airto-ground
- among aircraft — air-to-air
RADAR: RAdio Detection And Ranging
Primary Surveillance Radar (PSR)
• Highly directional rotating antenna
PRT: Pulse Repetition Time
Secondary Surveillance Radar (SSR)
• Interrogation radio pulse at 1030 MHz
• Target transponder responds at 1090
MHz
• Interrogation modes (P1 to P3 delay):
- mode A (8µs) — queries squawk code
- mode C (21µs) — queries altitude
•Side Lobe Suppression (SLS): P2 is an
omnidirectional pulse to help rejecting
responses to P1 on the antenna side
lobes (i.e., reject if P1 lower than P2)
• Monopulse SSR (MSSR): use of digital
signal
processing
techniques
to
improve robustness to overlapping
replies.
Mode A response — squawk code
identification
- 4-digit octal code, assigned by ATC
and set by pilot on transponder
- 0000 - 7777 (4096 total codes
possible)
- reserved codes:
• 7500 = highjack
• 7600 = radio failure
• 7700 = emergency
• 0000 = reserved for regional
allocation
• 2000 = unassigned by ATC
12 bits of data
Multi-lateration (MLAT)
• Transponder signals are
received by a network of
omnidirectional stations.
WAM:
Wide
Area
Multilateration (all transponder
responses and broadcasts)
LAM:
Local
Area
Multilateration, e.g., surface
movement radar (Mode S only)
Multi-radar
• ARTAS: ATM Surveillance
Tracker
And
Server
—
integrates radar data (SSR,
MLAT, ADS-B) correlating it with
Flight Plans
•
ASTERIX:
All
purpose
Structured
Eurocontrol
surveillance
Information
exchange
Universal Access Transceiver
(UAT) - Aeronautical data link
technology used in the USA