Radio telephony Presention iwth DGCAreference

Drone DGCA pilot cycle

1. DGCA Certified RPA( DRONE) Pilot Training Photo by Lt. Col. Leslie Pratt / Public domain

2. Welcome to Telangana State Aviation Academy RACHERLA MALLESH SUDHEER KUMAR VARMA VAMSADEVAN MAITHILI MYILSAMY AJAY BADE SITA RAMANJANEYULU JANGAREDDY KOTIKIRAN MADHAVARAPU CHANDU VEERA SATISH RELLU SATHYA SIVA SAI RAVI KUMAR

3. Contents

4. INTRODUCTION TO AIRPORTS AERODROME : A defined area on land or water (including any buildings, installations, and equipment) intended to be used either wholly or in part for the arrival, departure, and surface movement of aircraft. AIRPORT : An airport is a special type of aerodrome that has satisfied certain certification criteria or regulatory requirements of the ICAO that a regular aerodrome may not have achieved

5. Parts of airport TAXIWAY : A taxiway is a way that attaches runway with other parts of airport such as terminal area, apron, hanger, etc. APRON : The apron is an important part of an airport because it is a place where aircraft are parked. It is also utilized for loading and unloading aircraft. TERMINAL BUILDING : A terminal building is an area where airport administration facilities take place. In this building, pre-journey and post journey checking of passengers is done. Lounges, cafes, etc. are given for the passengers. CONTROL TOWER : A control tower is an area where aircraft under a specific zone are handled whether they are in process of landing or in the air. The close observation is performed by the controller through radars and all the information is transmitted through radio

6. RUNWAY Runway is defined as a rectangular area on a land aerodrome prepared for the landing and takeoff of aircraft Runways may be a man-made surface (often asphalt, concrete, or a mixture of both) or a natural surface (grass, dirt, gravel, ice, sand or salt Taxiways connect the runway to other parts of airport Runway is designated with a two number code which determines the heading of that runway EX: In the picture runway is designated 27 which means the aircraft taking off on that direction will depart on a heading of 270 ( i.e., To the west) Similarly, they can be marked 18, 09, 36 etc. If there is more than one runway pointing in the same direction (parallel runways), each runway is identified by appending left (L), center (C) and right (R) to the end of the runway number to identify its position (when facing its direction)—for example, runways one-five-left (15L), one-five-center (15C), and one-five-right (15R)

7. AIRSPACE All airspace around the world is divided into Flight Information Regions (FIRs) Each FIR is managed by a controlling authority that has responsibility for ensuring that air traffic services are provided to the aircraft flying within it. Director General of Civil Aviation (DGCA) is the regulatory body for Civil Aviation in India which discharges various functions including – Certifying the Airports, registration of aircrafts, licensing, formulating standards for air safety, investigating incidents, Coordinating with International Civil Aviation Organization (ICAO) etc. Meanwhile, the Airports Authority of India (AAI) is the statutory body which is responsible for creating, upgrading , maintaining and managing civil aviation infrastructure in India. It also takes care of Air Traffic Management (ATM) and Communication Navigation Surveillance (CNS) of Indian Airspace. In some cases, FIRs are split vertically into lower and upper sections. The lower section remains referred to as a FIR, but the upper portion is referred to as an Upper Information Region (or ‘UIR’). Airspace that doesn’t fall within any country's territory is termed International airspace

8. INDIAN AIRSPACE Indian airspace is divided into 5 FIR ( Flight information regions) DELHI FIR – “I” MUMBAI FIR – “A” CHENNAI FIR – “O” KOLKATA FIR - “E” GUWAHATI SUB FIR – “E” Each FIR is managed by a controlling authority that has responsibility for ensuring that air traffic services are provided to the aircraft fling within it

9. CLASSIFICATION OF AIRSPACE Class A. In class A airspace, only Instrument Flight Rules (IFR) flying is permitted. It is the most strictly regulated airspace where pilots must always comply with ATC instructions. Aircraft are separated from all other traffic and the users of this airspace are mainly major airlines and business jets. Class A airspace is not yet implemented in India CLASS B. Both IFR and VFR flights are permitted, Control service is provided to all flights CLASS C. Both IFR and Visual Flight Rules (VFR) flying is permitted in this airspace, but pilots require clearance to enter and must comply with ATC instructions

10. CLASSIFICATION OF AIRSPACE Class D is the most common controlled airspace generally found around airports within India Class A, B, C, D, E for controlled airspace, within which air traffic control service is provided as required and clearances are required to operate within these airspaces Class F although termed as Uncontrolled airspace, is sort of a hybrid between Controlled and Uncontrolled airspace Class G is uncontrolled airspace in which flights can operate without clearance from towers, but still must follow VFR/IFR and general rules as applicable

11. TYPE OF AIRSPACE In addition to being given a class, which specifies rules for flying, controlled airspace may be further defined by its ‘type’ depending on where it is and the function it provides. Control Zones (CTZ). Aerodrome Control Zones afford protection to aircraft within the immediate vicinity of aerodromes. Control Areas (CTA). Control Areas are situated above the Aerodrome Traffic Zone (ATZ) and afford protection over a larger area to a specified upper limit. Terminal Control Areas are normally established at the junction of airways in the vicinity of one or more major aerodromes. Airways. Airways are corridors of airspace connecting the Control Areas and link up with airways in other countries too. Airways are normally 10 miles wide and have bases usually between 5,000 feet and 7,000 feet and they extend upward to a height of 24,500 feet. Upper Air Routes. Upper air routes (UARs) sit above airways. Their vertical limits are usually FL 250 (25,000 feet) – FL 460 (46,000 feet). Civil and military aircraft operating above FL 245 (24,500 feet) are subject to a full and mandatory Air Traffic Control Service. All airspace above 24,500 feet is Class C controlled airspace.

12. PROHIBITED, RESTRICTED AND DANGER AREAS Prohibited area : An airspace of defined dimensions above the land areas or territorial waters of India within which the flights are not permitted at any time under any circumstances. Such areas are designated as Prohibited Areas and are identified by the letter (P) preceded by two letter designator of FIR in which the area exists followed by a number e.g., VA(P)-2, indicates Prohibited Area No. 2 in Mumbai FIR. Restricted area : An airspace of defined dimensions above the land areas or territorial waters of India within which the flight of aircraft is restricted. Restricted areas are marked on navigation Charts and are identified by the letter (R) preceded by two letter designator of the concerned FIR followed by a number e.g., VO(R)-81, i.e., Restricted Area No. 81 in Chennai FIR. Danger area : An airspace of defined dimensions within which activities dangerous to the flight of aircraft exist at the specified times. Such times are notified by NOTAM’s. The effect of the notification of the Danger Area is to caution aircraft operators/pilots that it is necessary for them to avoid it for the safety of the aircraft when the areas are active. This type of area is indicated by the letter (D) preceded by two letter designator of the FIR and followed by a number e.g., VE(D)-72,indicates Danger Area No. 72 in Calcutta FIR.

13. AIRSPACE FOR DRONE As a part of the Drone Rules, 2021 aka Unmanned Aircraft Systems Rules 2021, the Ministry of Civil Aviation (MoCA) launched an airspace/drone map of India (color-coded and interactive) that would allow civilians to operate drones — underlining where they can fly freely and where they must fulfil certain formalities. The drone map will be available on the digital sky platform of the Directorate General of Civil Aviation (DGCA) subject to timely updates and modifications. Anyone planning to operate a drone should mandatorily check the latest airspace map for any changes in zone boundaries The Indian airspace for drones is divided into three zones: Green, Yellow, and Red. As it can be inferred from the title, operations under the green zone do not require permission from the DGCA while those in yellow and red zones are strictly controlled. Green Zone: Green zone is the airspace from the ground up to a vertical distance of 400 ft (120 meters). You can fly your drone in a green zone without the need for permission from the DGCA through Digital Sky. Yellow Zone: A yellow zone is a controlled airspace. To fly in the yellow zone, you would require permission from the air traffic control authority. A yellow zone is applicable for a vertical distance of 200 ft for up to 12 km from the perimeter of an operational airport. The provisions of a yellow zone are also applied above 400 ft. Red Zone: Red zone is the restricted airspace where drone operations are not permitted unless ‘exceptional circumstances’ follow. Commercial or leisure drone operations in red zones are generally prohibited. Understandable, in dense urban environments, flying a drone is difficult and is associated with high risk. Therefore, most metropolitan cities fall under red and yellow zones. The further you go from the city center, the fewer the restrictions (in terms of the three zones). This interactive map only displays the red and yellow zones. Anything outside the scope of these zones is the green zone.

14. AIR TRAFFIC SERVICES Definition A generic term meaning variously, flight information service, alerting service, air traffic advisory service, air traffic control service (area control service, approach control service or aerodrome control service) Objectives of ATS The objectives of ATS, as stated in ICAO Annex 11, are to: Prevent collisions between aircraft; Prevent collisions between aircraft on the maneuvering area and obstructions on that area Expedite and maintain an orderly flow of air traffic; Provide advice and information useful for the safe and efficient conduct of flights; Notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required. The air traffic control (ATC) service is established to accomplish the first three objectives. While the first and third are universally applicable to all ATC units, the second one is only relevant to aerodrome control units. The fourth objective is covered by the flight information service (FIS) and the last one is subject of the alerting service. As seen from the definition, there is a fourth type of ATS, the advisory service. No specific objectives are defined for this type of service. It is considered a temporary measure to facilitate the smoother transition from FIS to ATC

15. ATS UNITS The need of service to be provided depends on several factors, such as: Traffic types (commercial air transport, general aviation, etc.) Traffic density (i.e., how busy the airspace is); Available equipment (e.g., communication, navigation and surveillance facilities); Meteorological conditions (e.g., hazardous phenomena typical for the area); geography considerations (e.g., presence of deserts, mountains, open waters, etc.) and others. After analysis of the factors above, Classification of Airspace is made and appropriate ATSUs are established. Air traffic service is provided by specially designated air traffic service units (ATSUs). An ATSU may provide more than one type of service. For example, an air traffic control unit may provide flight information and alerting service in addition to air traffic control.

16. Air Traffic Control Service Air traffic control service is a service provided for the purpose of: preventing collisions: between aircraft, and on the maneuvering area between aircraft and obstructions; and expediting and maintaining an orderly flow of air traffic. (ICAO Annex 11) Air traffic control service is provided: to all Instrument Flight Rules (IFR) flights in airspace Classes A, B, C, D and E; to all Visual Flight Rules (VFR) flights in airspace Classes B, C and D; to all special VFR flights; to all aerodrome traffic at controlled aerodromes. Clearances issued by air traffic control units provide separation: between all flights in airspace Classes A and B; between IFR flights in airspace Classes C, D and E; between IFR flights and VFR flights in airspace Class C; between IFR flights and special VFR flights; between special VFR flights when so prescribed by the appropriate ATS authority,

17. Advisory Service Air Traffic Advisory Service is a service provided within advisory airspace to ensure separation, insofar as practical, between aircraft which are operating on IFR flight plans. The objective of the air traffic advisory service is to make information on collision hazards more effective than it would be in the mere provision of flight information service. It may be provided to aircraft conducting Instrument Flight Rules (IFR) flights in advisory airspace or on advisory routes (Class F airspace). As a rule, advisory service is only implemented where the air traffic services are inadequate for the provision of air traffic control, and the limited advice on collision hazards otherwise provided by flight information service will not meet the requirement. Where advisory service is implemented, this is usually considered as a temporary measure only until such time as it can be replaced by air traffic control service. Advisory service does not afford the degree of safety and cannot assume the same responsibilities as air traffic control service in respect of collision avoidance, since information regarding the disposition of traffic in the area may be incomplete. Advisory service does not deliver “clearances” but only “advisory information”. (ICAO Doc 4444: PANS-ATM, Chapter 9, Section 9.1.4)

18. FLIGHT INFORMATION SERVICE Flight Information service is a service provided for the purpose of giving advice and information useful for the safe and efficient conduct of flights. (ICAO Annex 11: Air Traffic Services) A flight information service may be provided on its own or in conjunction with an air traffic control service. Flight information service includes the provision of pertinent: SIGMET and AIRMET information; Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds; Information concerning the release into the atmosphere of radioactive materials or toxic chemicals; Information on changes in the serviceability of navigation aids; 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; Information on unmanned free balloons; and, Any other information likely to affect safety. as well as information concerning: Weather conditions reported or forecast at departure, destination and alternate aerodromes; Collision hazards, to aircraft operating in airspace Classes C, D, E, F and G; 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.

19. ALERTING SERVICE Alerting service is part of air traffic service (ATS) and is therefore provided by ATS units (e.g., area control centers, flight information centers, etc.). The main task is to promptly notify the appropriate organizations (e.g., Search and Rescue (SAR) units) about the situation and provide relevant information about the aircraft in distress. The ATS units themselves do not provide SAR service. Alerting service is provided to: All aircraft provided with Air Traffic Control Service; All other aircraft having filed a flight plan or otherwise known to the air traffic services (as far as practicable); Any aircraft known or believed to be the subject of unlawful interference. Information about aircraft in a state of emergency is normally collected by the relevant area control center (ACC) or flight information center (FIC). It is then forwarded to the appropriate rescue coordination center . If the aircraft is under the control of an aerodrome control tower or an approach control unit, this unit would notify the appropriate ACC or FIC. Nevertheless, if required by the urgency of the situation, the aerodrome control tower or approach control unit would first alert all appropriate local rescue and emergency organizations able to provide immediate assistance. A service provided to notify appropriate organizations regarding aircraft in need of search and rescue aid, and assist such organizations as required.

20. Phases of search and rescue Alert phase when following the uncertainty phase, subsequent attempts to establish communication with the aircraft or inquiries to other relevant sources have failed to reveal any news of the aircraft, or when An aircraft has been cleared to land and fails to land within five minutes of the estimated time of landing and communication has not been re-established with the aircraft, or when Information has been received which indicates that the operating efficiency of the aircraft has been impaired, but not to the extent that a forced landing is likely An aircraft is known or believed to be the subject of unlawful interference. Distress phase when following the alert phase, further unsuccessful attempts to establish communication with the aircraft and more widespread unsuccessful inquiries point to the probability that the aircraft is in distress, or when the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft to reach safety, or when information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely, or when information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing, The above does not apply when there is reasonable certainty that the aircraft and its occupants are not threatened by grave and imminent danger and do not require immediate assistance. Notification Procedures The ATS unit responsible for alerting service: Notifies the rescue coordination center. Notifies other units providing alerting services in other affected FIRs or control areas and requests their assistance. Collects information, verifies it and forwards it to the rescue coordination center. Announces the termination of the state of emergency as circumstances dictate. Rescue coordination centers are notified about: Uncertainty phase when no communication has been received from an aircraft within a period of thirty minutes after the time a communication should have been received, or from the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is the earlier,

21. Radio telephony Radio telephony (RTF) provides the means by which Pilots, ATC, Ground personnel communicate with each other RTF has been a feature of military and commercial aviation since early days But in early part of 20 th century, radios were not mandatory to be fitted to light civilian aircraft From 1970’s radios became a standard fit to most aircraft The information and instructions are vital in safe and expeditious operation of aircraft Incidents and accidents have occurred in which nonstandard phraseology was one of the contributing factor So, using STANDARD RT PHRASEOLOGY is of great importance

22. NEED FOR COMMON LANGUAGE Aviation is an international industry and as a result it involves multiple languages. Communicating in different languages is not practical and creates a lot of confusion which will lead to accidents. Hence, ICAO (International Civil Aviation Organization) has deemed English as the official language of aviation. All pilots are obliged to participate in an English language proficiency test.

23. Frequency range Frequency range used for VHF communication in aviation is 118 MHz to 137 MHz Begumpet tower frequency is 122.25 MHz

24. Basic aircraft radio equipment In older aircraft VHF radio, only one comm frequency can be set, that is the active frequency with which the aircraft is in two-way communication with. It is labelled “COM” Navigation equipment with VHF frequency can also be set in the set, it is labelled as “NAV” Newer radio sets have an option of selecting the standby frequency which is the frequency that the pilot knows he will require to change next Most radio sets have an option of “SQUELCH”

25. SQUELCH Most radio sets have a switch/knob marked squelch Squelch facility functions as a kind of filter, muting the receiver audio output when no signal is received Squelch, thereby eliminates the hissing background noise caused due to atmospheric interference Muting action of squelch suppresses weak signal If radio is at max range, squelch might need to be turned off to be able to improve readability If squelch knob is present the correct way to operate is Set the volume to approximate halfway Turn up the squelch till background hiss is heard Turn down the squelch where the hiss just disappears, this is the correct position of squelch

26. TRANSMITTING TECHNIQUE The following transmitting techniques will assist in ensuring that transmitted speech is clearly and satisfactorily received. 1. Before transmitting check that the receiver volume is set at the optimum level and listen out on the frequency to be used to ensure that there will be no interference with a transmission from another station. 2. Be familiar with microphone operating techniques and do not turn your head away from it whilst talking or vary the distance between it and your mouth. Severe distortion of speech may arise from: a) talking too close to the microphone; b) touching the microphone with the lips; or c) holding the microphone or boom (of a combined headset/ microphone system). 3. Use a normal conversation tone , speak clearly and distinctly. 4. Maintain an even rate of speech not exceeding 100 words per minute . When it is known that elements of the message will be written down by the recipients, speak at a slightly slower rate. 5. Maintain the speaking volume at a constant level.

27. TRANSMITTING TECHNIQUE CONTD. 6. A slight pause before and after numbers will assist in making them easier to understand. 7. Avoid using hesitation sounds such as ‘er’. 8. Avoid excessive use of courtesies and entering non-operational conversations. 9. Depress the transmit switch fully before speaking and do not release it until the message is complete. This will ensure that the entire message is transmitted. However, do not depress transmit switch until ready to speak. 10. Be aware that the mother tongue of the person receiving the message may not be English. Therefore, speak clearly and use standard radiotelephony (RTF) words and phrases wherever possible. 11. Messages should not contain more than three specific phrases, comprising a clearance, instruction or pertinent information. In cases of doubt, e.g., a foreign pilot having difficulty with the English language or an inexperienced pilot unsure of the procedures, the controller should reduce the number of items and if necessary, these should be passed, and acknowledged, singly.

28. TRANSMITTING LETTERS The words in the table below shall be used when individual letters are required to be transmitted. The syllables to be emphasized are in bold.

29. TRANSMITTING LETTERS CONTD.

30. TRANSMITTING NUMBERS

31. TRANSMITTING NUMBER EXAMPLES

32. TRANSMITTING TIME When transmitting time, only the minutes of the hour are normally required. However, the hour should be included if there is any possibility of confusion. Co- ordinated Universal Time (UTC) is to be always used, unless specified. 2400 hours designates midnight, the end of the day, and 0000 hours the beginning of the day.

33. STANDARD WORDS AND PHRASES The following words and phrases shall be used in radiotelephony as appropriate and shall have the meaning given in the table

34. STANDARD WORDS AND PHRASES cont. The following words and phrases shall be used in radiotelephony as appropriate and shall have the meaning given in the table

35. STANDARD WORDS AND PHRASES CONT. The following words and phrases shall be used in radiotelephony as appropriate and shall have the meaning given in the table

36. STANDARD WORDS AND PHRASES CONT. The following words and phrases shall be used in radiotelephony as appropriate and shall have the meaning given in the table

37. Callsigns for Aeronautical Stations

38. CALL SIGNS OF AIRCRAFTS Indian aircraft registration Commercial aircraft has a prefix of VT followed by a three-letter registration Ex – VT-AKN, VT-ICD, VT-YOU Military aircraft have a prefix of VU AIRLINE/OPERATOR CALL SIGN AIR INDIA AIRINDIA AIR INDIA EXPRESS EXPRESS INDIA ALLIANCE AIR ALLIED GO AIR GOAIR INDIGO IFLY SPICE JET SPICEJET VISTARA VISTARA There are three types of Aircraft call sign Registration mark ( Type of aircraft maybe prefixed) Telephony designator of a/c operator + last four characters of registration Telephony designator of a/c operator + Flight identification e.g. : Ifly 246

39. CATEGORIES OF AERONAUTICAL MESSAGES The categories of messages handled by the aeronautical mobile service are in the following order of priority: 1. Distress messages. 2. Urgency Messages 3. Communications relating to direction finding. 4. Flight safety messages 5. Meteorological messages 6. Flight Regularity messages 7. Messages relating to the application of the United Nations Charter. 8. Government messages for which priority has been expressly requested. 9. Service Communications relating to the working of the telecommunication service or to communications previously exchanged. 10. Other aeronautical communications.

40. EMERGENCY COMMUNICATION Urgency : Prefixed by PAN PAN( X3) A condition concerning the safety of an aircraft / vehicle/ some persons on board/ within sight, but which does not require immediate assistance Distress : Prefixed by MAYDAY ( X3) A condition concerning the safety of an aircraft / vehicle/ some persons on board/ within sight, which requires immediate assistance These messages can be transmitted on the ATS frequency currently in contact with or universal emergency frequencies of 121.5 MHz/ 243 MHz The message should contain the following information Name of station addressed Identification of aircraft Nature of distress Intentions of pilot in command Present position, altitude and heading Any other useful information

41. TIP FOR AVIATION COMMUNICATION ALWAYS REMEMBER THE 4 W’s 1) Who you're calling 2) Who you are 3) Where you are 4) What you want

42. THANK YOU