SOP ADS-B Patna - Amendment On 17 - 11 - 2020 v2.0 Final
SOP ADS-B Patna - Amendment On 17 - 11 - 2020 v2.0 Final
SOP ADS-B Patna - Amendment On 17 - 11 - 2020 v2.0 Final
TABLE OF CONTENTS
Page
Title
No.
COVER PAGE 1
RECORDS OF AMENDMENTS AND CORRIGENDA 2
TABLE OF CONTENTS 3
Acronyms 4
EXPLANATION OF TERMS 5-9
ACRONYMS
ADS‐B Automatic Dependent Surveillance – Broadcast
ADS‐C Automatic Dependent Surveillance – Contract
ADS‐R Automatic Dependent Surveillance – Re Broadcast
ANC Air Navigation Commission
ATC Air Traffic Control
ATM Air Traffic Management
ATS Air Traffic Services
CNS Communication, Navigation, Surveillance
ES Extended Squitter
FMS Flight Management System
GBAS Ground‐Based Augmentation System
GNSS Global Navigation Satellite System
GPS Global Positioning System
HFOM Horizontal Figure of Merit
HPL Horizontal Protection Level
MSSR Monopulse Secondary Surveillance Radar
NACp Navigation Accuracy Category for Position
NACv Navigation Accuracy Category for Velocity
NIC Navigation Integrity Category
NUC Navigation Uncertainty Containment
PSR Primary Surveillance Radar
RAIM Receiver Autonomous Integrity Monitoring
Rc Radius of containment
RGCSP Review of the General Concept of Separation Panel
SASP Separation and Airspace Safety Panel
SID Standard Instrument Departure
SIL Surveillance Integrity Limit
SPI Special Position Indicator
SSR Secondary Surveillance Radar
STAR Standard Instrument Arrival
TIS‐B Traffic Information Service‐ Broadcast
UAT Universal access transceiver
EXPLANATION OF TERMS
ADS-B
A means by which aircraft, aerodrome vehicles and other objects can automatically transmit
and /or receive data such as identification, position and additional data , as appropriate, in a
broadcast mode via data‐link.
ADS-B OUT
An ADS‐B system feature that enables the frequent broadcast of accurate aircraft position
and vector data together with other information
ADS-B IN
ADS‐B In is the ability to receive information via an ADS‐B transceiver.
A numeric value that announces the integrity of the associated horizontal position data being
broadcast. Note: NUC originates in a position-determining system and is transmitted by
aircraft complying with DO-260/ED-102 or ICAO Annex 10, Amendment 77.
ASTERIX CAT 21
The “All purpose Structured Eurocontrol Surveillance Information Exchange” (ASTERIX)
Category 21 is a data format standard globally accepted by the Air Traffic Management
(ATM) system manufacturing industry for sharing of ADS‐B data with ATM automation
system.
Accuracy: A measure of the difference between the aircraft position reported in the ADS‐B
message field as compared to the true position. For a radar, accuracy is usually defined as a
bias (offset) and noise. It is assumed that the noise is of Gaussian distribution and the RMS
value is quoted. For ADSB, accuracy is usually defined as noise. It is assumed that the noise is
pf Gaussian distribution and the RMS value is quoted.
For ADS‐B, horizontal position accuracy is usually defined as the radius of a circle
centered on the reported position of the target such that the probability of the actual
position of the target being inside the circle is 95 per cent.
Vertical Accuracy: This is essentially the vertical position measurement error distribution.
For both radar and ADS‐B, encoder(s) on the aircraft provides the altitude and the encoded
data is transmitted to the radar or ADS‐B ground station. Therefore, vertical accuracy at ATC
processing depends on altimeter accuracy – and transmission errors resolution.
Approach Control Service: ATC service for arriving or departing controlled flights.
Approach Control Unit: A unit established to provide air traffic control service to
controlled flights arriving at, or departing from, one or more aerodromes.
Approach Funnel: A specified airspace around a nominal approach path within which an
aircraft approaching to land is considered to be making a normal approach.
Approach Sequence: The order in which two or more aircraft are cleared to approach to
land at the aerodrome.
Area Navigation (RNAV): A method of navigation which permits aircraft operation on any
desired flight path within the coverage of station‐referenced navigation aids or within the
limits of the capability of self‐contained aids, or a combination of these.
ATS Surveillance Service: A term used to indicate a service provided directly by means of
an ATS Surveillance system.
ATS Surveillance System: A generic term meaning variously, ADS‐B, PSR, SSR or any
comparable ground‐based system that enables the identification of aircraft.
(Note: A comparable ground-based system is one that has been demonstrated, by comparative
assessment or other methodology, to have a level of safety and performance equal to or better
than mono-pulse SSR.)
Availability: The ability of a system to perform its required function at the initiation of the
intended operation. It is quantified as the proportion of time the system is available to the
time the system is planned to be available. Periods of planned maintenance are discounted
from the availability figures.
Overall availability is composed of:
the availability of functions affecting all a/c (e.g. external positioning function, ground
data acquisition function) ; and
the availability of system affecting only one a/c (e.g. transponder function): expressed
per flight hour.
For radar: The availability of ground radar and data transmission equipment will
affect the service for all aircraft. The availability of an individual aircraft SSR
transponder function will affect the service for that aircraft.
For ADS-B: In addition to the availability of ground receiving and data transmission
systems, the availability of navigation sources (including satellite constellations) of
sufficient quality in the region will affect many aircraft.
Code (SSR): The number assigned to a particular multiple pulse reply signal transmitted by a
Transponder in Mode A or Mode C.
the continuity of functions affecting all a/c (e.g. satellite function, ground data acquisition
function): expressed in a number of disruptions per year; and
the continuity of system affecting only one a/c (e.g. transponding function): expressed per
flight hour.
For radar: The continuity of ground radar and data transmission equipment will affect the
service for all aircraft. The continuity of an individual aircraft SSR transponder function will
affect the service for that aircraft.
For ADS-B: In addition to the continuity of ground receiving and data transmission systems,
the continuity of navigation sources (including satellite constellations) of sufficient quality in
the region will affect many aircraft.
Discrete Code: A four‐digit SSR Code with the last two digits not being “00”.
Heading: The direction in which the longitudinal axis of an aircraft is pointed, usually
expressed in degrees from North (true, magnetic, compass or grid).
Holding Point: A specified location, identified by visual or other means, in the vicinity of
which the position of an aircraft in flight is maintained in accordance with air traffic control
clearances.
Integrity: This is the level of trust that errors will be correctly detected. Integrity risk is the
probability that an error larger than a given threshold in the information is undetected for
longer than a time to alert.
Latency: The age of the information when it is received at the input of the ATC processing
system.
Note: —Any subsequent delays in the processing and display of the surveillance information to
the controller that may occur within the ATC system are not considered here. These are
common to both radar and ADS-B.
Mode (SSR): The conventional identifier related to specific functions of the interrogation
signals transmitted by an SSR interrogator.
Note: There are four modes specified in Annex 10, Mode A, Mode C, Mode S and inter-mode.
Primary Surveillance Radar (PSR): A surveillance radar system which uses reflected radio
signals.
PSR Blip: The visual indication in non‐symbolic form, on a radar display of the position of an
aircraft obtained by primary radar.
Radar: A radio detection device which provides information on range, azimuth and/or
elevation of objects.
Radar Identification: The situation which exists when the radar position of a particular
aircraft is seen on a radar display and positively identified by the air traffic controller.
Radar Position Symbol (RPS): The visual indication, in symbolic form, on a radar display, of
the position of an aircraft obtained after automatic processing of positional data derived
from primary and/or secondary surveillance radar.
Radar Service: Term used to indicate a service provided directly by means of radar.
Reliability: The probability that the system will deliver a particular message without one or
more errors. It is assumed that if the rate of errors is deemed unacceptable by the users,
appropriate alternative separation will be provided.
Secondary Radar: A radar system wherein a radio signal transmitted from the radar station
initiates the transmission of a radio signal from another station.
Standard Instrument Arrival (STAR): A designated instrument flight rule (IFR) arrival
route linking a significant point, normally on an ATS route, with a point from which a
published instrument approach procedure can be commenced.
Standard Instrument Departure (SID): A designated instrument flight rule (IFR) departure
route linking the aerodrome or a specified runway of the aerodrome with a specified
significant point, normally on a designated ATS route, at which the en‐route phase of a flight
commences.
Track: The projection on the Earth’s surface of the path of an aircraft, the direction of which
path at any point is usually expressed in degrees from North (true, magnetic or grid).
Chapter 1: Introduction
The document covers the provision of area control service, approach control service, flight
information services and alerting within the lateral and vertical limits of airspace of Patna:
i. Based on ADS‐B in combination with radar feed from other radar systems and
ii. Based on standalone ADS–B, when no other surveillance data available.
This document forms the basis for commencing provision of ATS using surveillance input
from ADS‐B in Patna and radar feed from Kolkata, Varanasi and Katihar Radars and as
experience gains, the document may be updated. In addition, this document may be used to
derive training objectives and as the basis for training material.
1.4 Background
Radar Airspace (NRA) are designed to provide surveillance information solely based on ADS‐
B in Terminal and Enroute airspaces. The introduction of ADS-B in NRA will enhance air traffic
services by providing 10 NM and 5 NM ATC separation services (Separation minima same as
that in radar services) in areas where procedural separation would have to be applied. In
particular, the Air Traffic Control Service, the Flight Information Service and the Alerting
Service will be enhanced by providing controllers with improved situational awareness of
aircraft positions.
With the implementation of ADS‐B‐ there are no changes foreseen in the roles and
responsibilities of the aircrew or controllers with regard to the provision of Air Traffic
Services.
ADS‐B systems used in the provision of air traffic services and airborne equipage of ADS–B
shall have the certification by the regulatory authority. The ADS‐B ground system provides
reliable coverage in the area. The availability of ADS‐B data from participating aircraft is
adequate.
Indian Ground stations shall be capable of detecting, identifying and tracking targets
equipped with ADS‐B transponders compliant with ICAO SARPS Annex 10, Volume IV and
1090 MHz Extended Squitter avionics compliant with Manual on Secondary Surveillance
Radar (SSR) Systems (DOC9684) and RTCA (Radio Technical Commission for Aeronautics)
An assessment of the use of ADS‐B for the application of 5.0 NM/ 10.0NM horizontal
separation minima is proposed to be performed based on a comparison of the technical
characteristics of ADS‐B and a single Mono‐pulse SSR. This comparison, including
performance values, is contained in the Assessment of ADS‐B to Support Air Traffic Services
and its Implementation in India.
The application of 5NM/10NM separation minima using ADS‐B shall be applied only after
due approval of Competent Authority.
Indra Automation system (AIRCON2100)‐ type B2 has been installed at Patna. ADS‐B ground
station of M/s. COMSOFT was installed at Patna on 29.09.2013. Site Acceptance Test (SAT) of
the ADS‐B equipment installed at Patna was completed on 01.10.2013. The surveillance data
of ADS‐B at Patna and radar feeds from Kolkata and Katihar radar were integrated with the
Indra Automation system (AIRCON2100)‐ type B2 on 30.11.2013 and Varanasi Radar feed
was integrated on 01/08/2017. This provides Surveillance data on the situation data
display at the controller position. ADS‐B data analysis was completed in Chennai on
22.01.2015. Safety Assessment w.r.t. Implementation of ADS‐B at JPNI Airport, Patna was
carried out on 27.03.2015. ADS‐B Ground station has been certified by DGCA. In‐principle
approval of Member (ANS) has also been granted on 31.03.2015 to establish ADS‐B based
Approach Surveillance Unit at Patna. Tower and Approach Control units at Patna were
bifurcated and independent Approach Control Unit (Procedural) commenced on frequency
121.1 MHz on 07.12.2015 on trial basis. Safety assessment w.r.t. commissioning of
independent Approach Control Unit (Procedural) was carried out on 27.09.2016.
Independent Approach Control Unit (Procedural) was commissioned and started functioning
w.e.f. 26.12.2016.
It is now proposed to commission ADS‐B based Approach Surveillance Unit at Patna using
surveillance data, ADS‐B at Patna and radar feeds from Kolkata, Katihar and Varanasi.
Monitoring of ADS‐B performance and its reporting are being done on quarterly basis as per
ATMC 15 of 2014. ATC Surveillance Minimum Altitude Chart for Patna had been
published vide AIP Supplement 96 of 2014 and it has been incorporated in eAIP
version 2.0 vide AMDT 01 of 2021, effective date 16th July 2020. Safety Assessment w.r.t.
establishment of ADS‐B based Approach Surveillance Unit at Patna has been carried out on
10.02.2017. In addition to that, for the identification of further Hazards, another HazID
Workshop is scheduled on 23.11.2020, for commissioning / establishment of ADS – B
Approach Control Surveillance Unit at JPNI Airport, Patna.
ADS‐B is defined as a means by which aircraft, aerodrome vehicles and other objects can
automatically transmit and/or receive data such as identification, position and additional
data, as appropriate, in a broadcast mode via a data link.
ADS – B is
Automatic ‐ It's always on and requires no operator intervention
Dependent ‐ It depends on GPS signal for position data
Surveillance ‐ It provides "Radar‐like" surveillance services
Broadcast ‐ It continuously broadcasts aircraft position and other data to any
aircraft, or ground station equipped to receive ADS‐B.
ADS‐B is a system in which the aircraft broadcast its position, identity and altitude
information to the ground station. However, unlike radar, the position of the aircraft is also
determined within the aircraft. The broadcast of data is periodical and any receiver (ground
or airborne) may receive the data. Additional data such as track vector, speed and alerts of
abnormal operation is also included in ADS‐B messages.
The major difference between radar surveillance and ADS‐B surveillance is the means of
determining the aircraft position and state vector data. Radar measures the aircraft position
independent of aircraft systems and estimates the aircraft speed, direction, turn rate and
other elements of the state vector from successive position reports. But in case of ADS‐ B,
aircraft position and state vector is determined by the aircraft avionics itself and is
broadcast.
It should be noted that while an ADS‐B surveillance system and radar are similar, there
failure modes are not identical. ADS‐B is characterized by dependence on the aircraft’s on
board position determination for ATC surveillance, and therefore a potential for a common
mode failure exists. For example, in aircraft where GNSS is the sole means of ADS‐B position
and navigation, GNSS becomes a common point of failure for navigation and ATC
surveillance.
There are two aspects to ADS‐B, namely ADS‐B Out and ADS‐B In.
ADS‐B Out signals are sent from the transmitting aircraft to receivers located on the ground
or in other aircraft. The ADS‐B Out signals travel line‐of‐sight from transmitter to receiver.
ADS‐B Out signals are received by ATC ground stations for display of traffic to air traffic
controllers.
ADS‐B Out, based on Mode‐S Extended Squitter (1090ES), is the preferred surveillance
technology to replace radar in the provision of Air Traffic Control Services.
An aircraft equipped with ADS‐B In, will be able to have Cockpit Display of Traffic
information (CDTI) and associated receiver to receive and display broadcast positions of
other ADS‐B equipped aircraft. i e. Aircraft fitted with ADS –B transmitter as well as receiver.
ADS‐B also has data link capability which enables ground stations to directly uplink data to
aircraft cockpit. Two types of data link messages have been defined: Traffic Information
Service–Broadcast (TIS‐B) and Flight Information Service–Broadcast (FIS‐B). These
messages will provide traffic, weather and other useful information to suitably equipped
aircraft.
The ADS‐B system installed at Patna consists of two ADS‐B ground stations, supplied by M/s
COMSOFT, Germany, capable of decoding the ADS‐B downlink messages of aircraft equipped
with DO‐260, DO‐260A and DO‐260B transponders. The ADS‐B sensors are 1090 ES
[extended squitter] receivers operate at the frequency of 1090 MHz and can provide an
operational coverage of 250 NM. The ADS‐B sensors [two numbers installed above the ATC
control tower at Patna] operate simultaneously in independent configuration thus providing
redundancy in operation.
A low power 1090 MHz transmitter ‐ site monitor ‐ is also installed above the control tower
adjacent to the two sensors. The site monitor is similar to the CPME in SSR, used to monitor
working of the system. The ADS‐B data received by the COMSOFT ADS‐B system is integrated
with the AIRCON2100 automation system at Patna for a fused surveillance display.
ADS‐B data output has been integrated to INDRA Automation system. INDRA Automation
system has dual redundant Radar Data Control unit (RDCU) Servers for interfacing the
Radar/ADS‐B data. Both RDCU servers process the available Radar/ADS‐B data in parallel
and any one can provide the processed data to system. ADS‐B outputs of both sensors are
integrated as independent Radar to Automation system thus the unavailability of any one
sensor does not affect the Air traffic control operation. The Automation system merges the
tracks of ADS‐B with other available Radars in the system and presents the Air traffic
environment to Situation data display (SDD). The ADS‐B Sensors data can be monitored in
Automation system through Control and Monitoring Display (CMD) by Technical
supervisor/WSO.
Lateral Limit : Within Patna Control Zone i.e. A circle of radius 55.5km (30nm) centred
at "PPT” VOR (25°35’25.03’’ N, 085° 05’ 22.84’’ E) and Within Patna TMA.
[For further details on the limits of Approach Surveillance Unit at Patna, reference may
please be made to Patna Terminal Control Area - Sector A, B, C1 and C2 published under
ENR 2.1 - FLIGHT INFORMATION REGION (FIR), TERMINAL CONTROL AREA (TMA)
of eAIP version 2.0 AMDT 01/2020 effective from 5th December 2019]
3.1 General
ADS‐B shall be used as an ATS surveillance tool for the following provisions of Air Traffic
services in Patna Airspace:
For this the ADS‐B is either used in combination with Radar (ADS‐B RAD) or as a standalone
ATS surveillance tool (ADS‐B NRA). The provisions and procedures laid down in the PANS –
ATM DOC 4444, MATS‐1, ATMC 15 of 2014 and AIP Supplement 18 of 2014 shall be
applicable while using ADS‐B for surveillance service in Patna airspace.
Note: In India, ADS-B information is used for the provision of air traffic surveillance
services provided the NUCp is equal to 5 or greater.
The Situation Data Display [SDD] of the AIRCON2100 system provides integrated
surveillance data display to the controllers at Patna.
Following surveillance data inputs are integrated with AIRCON2100 system at Patna for
surveillance data display to controllers in graphical and data modes:
a) ADS‐B data input from Patna ADS‐B sensors
b) MSSR‐Mode S input from Kolkata radar
c) MSSR‐Mode S input from Katihar radar
The following types of track symbology are displayed in the SDD of AIRCON2100 system at
Patna:
The ADS‐B track and Flight plan correlated ADS‐B track can be distinguished through the
track label displayed. In the event of flight plan correlated ADS‐B track, the track label will
have all flight plan data and XXXX indication will be there in the place Mode A code.
Aircraft flying in the non‐radar areas and not equipped with ADS‐B will be shown as
synthetic tracks i.e. automation system generated tracks.
The controller shall adjust the SDD for brightness and contrast suitable for the provision of
service considering the ambient lighting. Range of the system shall be selected as per the
established procedures for operating the unit for which the SDD is used. The display
accuracy shall be checked using the established site monitor positions.
ATS surveillance systems, such as ADS‐B and radar feed (from Kolkata and Katihar) may be
used either alone or in combination in the provision of air traffic services, including in the
provision of separation between aircraft, provided:
a) Reliable coverage exists in the area;
b) The probability of detection, the accuracy and the integrity of the ATS surveillance
system(s) are satisfactory; and
c) In the case of ADS‐B, the availability of data from participating aircraft is adequate
ATS surveillance systems, such as secondary surveillance radar (SSR) and automatic
dependence surveillance – broadcast (ADS‐B) may be used either alone or in combination for
vectoring and navigation assistance to aircraft.
The Aerodrome Controller shall not assume control of any aircraft of the Approach Monitor
Aid. The Approach Monitor Aid shall not be used to issue heading instructions. The
equipment shall not be used to provide ATS surveillance services. The Aerodrome Controller
shall issue ATC (Procedural) instructions to aircraft required to go around, delay, and orbit.
The monitor will be set for 20 NM range at all times. The ATCO in the Aerodrome Control
Tower is not required to make any selections, adjustments, off‐centering etc. Control of
aerodrome traffic is based on visual observation of the maneuvering area and the vicinity of
the aerodrome by the aerodrome controller.
3.6 ADS-B Identification Procedures: as per provisions of MATS Part 1, Chapter 8.5
Whenever ADS‐B is used for identification, aircraft may be identified by one or more of the
following procedures:
[The position symbol and track label color changes to blue for 20 seconds to display the ADS‐
B IDENT in SDD]
Controller should use more than one method of identification when proximity of radar
position indications, duplication of observed action, or any other circumstances cause doubt
as to identification of radar position indication. If identification is doubtful due to any reason,
a controller shall take immediate action to re‐identify the aircraft or terminate the
surveillance service.
The aircraft identification (ACID) must be accurately recorded in section 7 of the ICAO Flight
Plan form as per the following instructions:
a) The ICAO three‐letter designator for the aircraft operating agency followed by the flight
identification (e.g. GOW541, IGO367): Or,
An appropriate ADS-B designator shall be entered in section 10(b) of the flight plan
to indicate that the flight is capable of transmitting ADS‐B messages:
i.e.: either
E Transponder ‐ Mode S, including aircraft identification, pressure‐altitude and
extended squitter (ADS‐B) capability,
The following horizontal separation minima will be provided between two ADS‐B tracks,
between an ADS‐B track and a Radar track and between two Radar tracks.
- 10 NM between one ADS‐B and one radar track or between two radar
tracks
beyond 60 NM of ADS-B ground station at Patna
The ADS‐B level data presented on the controller’s situation display are derived from the
barometric pressure altitude. The vertical tolerances for ADS‐B level information should be
consistent with those applied to Mode C level information. The verification procedures for
ADS‐ B level information shall be the same as those employed for the verification of Mode C
level data in a radar environment.
ADS – B is capable of providing Geometric height information also, which shall not be
used for separation.
If, following confirmation of the correct pressure setting the discrepancy continues to exist,
the following action should be taken according to circumstances:
a) Request the pilot to stop ADS‐B altitude data transmission, provided this does not
cause the loss of position and identity information, and notify the next control
positions or ATC unit concerned with the aircraft of the action taken;
b) Inform the pilot of the discrepancy and request that the relevant operation continue in
order to prevent loss of position and identity information of the aircraft, and, when
authorized by the appropriate ATS authority, override the label‐displayed level
information with the reported level. Notify the next control position or ATC unit
concerned with the aircraft of the action taken.
The same Air Traffic Services that are presently supported by a radar environment will be
supported by a combined/standalone environment of radar/ADS‐B. This includes Air Traffic
Control Service, Flight Information Service and Alerting Service.
Provide vectoring to assist pilots in their navigation, e.g. to or from a radio navigation
aids, away from or around areas of adverse weather, or during time of onboard
navigation difficulties or system failures etc.;
Provide separation and maintain normal traffic flow and monitoring of the aircrafts
progress when it experiences a communication failure;
When applicable, maintain a watch on the progress of air traffic, in order to provide a
procedural controller with:
information regarding any significant deviations by aircraft from the terms of their
respective air traffic control clearances, including their cleared routes as well as
levels.
In a similar manner to radar the information provided by ADS‐B systems and presented on a
situation display will be used to provide identified aircraft with:
Advice to the aircraft on how best to circumnavigate any areas of adverse weather;
and
The provision of an alerting service should be based on the same criteria as applied within a
radar environment.
Lateral Limit : Within Patna Control Zone i.e. A circle of radius 55.5km (30nm)
centered at "PPT” VOR (25°35’25.03’’ N, 085° 05’ 22.84’’ E) and Within
Patna TMA.
[For further details on the limits of Approach Surveillance Unit at Patna, reference may
please be made to Patna Terminal Control Area - Sector A, B, C1 and C2 published under
ENR 2.1 - FLIGHT INFORMATION REGION (FIR), TERMINAL CONTROL AREA (TMA)
of eAIP version 2.0 AMDT 01/2020 effective from 5th December 2019]
If the surveillance track is not correlated with any FPL, take effective measures to
correlate automatically or manually.
Upon assuming control of a flight, its track shall be assumed in SDD. Synthetic track
also shall be assumed.
Immediately after assuming the track, check the correctness of the route graphically
and correct it, if required.
In case of synthetic tracks, enter the cleared FL value in the appropriate field of the
data block. The system doesn’t display the FL information of a synthetic track in the
Estimate in the data block.
Cleared Flight level, requested flight level and coordinated flight level shall be entered
into the appropriate fields in the data block/ FPL.
Upon receipt of the predictive STCA warning, immediately ensure that there will not
be any separation breakdown.
Clock
QNH
Runway extended center line
Sector Inbound List minimum with fields C/S (Call sign) and FREETEXT
MSAW_HT map (which shows the SVA values) to be displayed at the correct location
only at a range of 64 NM or less.
QNH value enters the system through AFTN and gets automatically processed for
Transition level and to be displayed on the SDD.
Inform the aerodrome controller the sequence of arriving aircraft and any
instructions/restrictions which have been issued to such aircraft in order to maintain
separation after transfer of control to the aerodrome controller.
Advice the pilot of the type of approach as well as the runway‐in‐use prior to
providing navigational guidance based on ATS surveillance system.
Provide distance information with respect to the point or navigation aid to which the
information refers.
Scan the SDD continuously. Ensure FPS markings are proper and complete for
instructions/ clearances issued or received.
Pass departure instruction to Tower for departing aircraft and revision of ETA of
arriving aircraft (if any).
Inform ACC of any deviations for assigned route or clearance due whatsoever reasons.
Provide Air traffic services to all flights operating within ITS jurisdiction.
Ensure that procedural separation will exist against known traffic before aircraft goes
out of surveillance coverage.
In the event of ATS surveillance system failure, ensure that procedural separation is
Keep the Flight progress strips up to date with pertinent updated data.
Ensure proper taken over/ handing over procedures as stipulated in MATS Part 1.
Carryout the following performance checks before providing ATS using ADS‐B based
surveillance service.
In case of departing aircraft, Tower shall coordinate level and ATC clearance with
Approach during start‐up.
Tower shall pass airborne time to Approach and release the aircraft
Any additional restrictions issued to departing aircraft other than that issued by
approach shall be coordinated with approach.
Tower shall inform approach when the number one aircraft is in sight and reasonable
assurance exists that a landing can be accomplished.
Tower shall inform approach regarding missed approaches and hand over the aircraft
to approach, immediately clear of tower traffic, if any.
Tower shall inform approach regarding any aircraft that would form essential local
traffic for approach.
Tower shall obtain approval from approach prior to authorizing operation of special
VFR flights.
Any other action for safe, orderly and expeditious movement of aircraft shall be
executed by Tower in coordination with Approach.
Approach control unit shall co‐ordinate with Varanasi, Kolkata, Bihta and other stations.
Tower shall co‐ordinate with Varanasi, Kolkata and other stations including Bihta Air Force
Station during the period of combined operations.
Co‐ordination with other ATC units shall be as per the Letters of Agreement between Patna
and other ATC units.
Before commencing the vectoring of an aircraft, the controller shall ensure that the
aircraft is within the jurisdiction of Patna Approach Surveillance Unit unless prior
coordination is effected with VECC ACC/VEBN ACC as the case may, for such action.
The arriving aircraft may be further descended to the published MVA, provided there
is a reasonable assurance that such identified aircraft will remain within the area of
the respective MVAs.
In RADAR airspace, the SDD at controller position will continue to display the RADAR
tracks with a different symbology which is exclusively for SSR tracks.
Procedural separation shall be applied between (a) Radar track and Non‐radar track
and (b) two non‐Radar tracks.
5.2 Loss of positional data for a single aircraft (Failure of On Board Position deriving
system of ADS-B)
ATS automation will not display ADS‐B tracks of that particular aircraft.
The SDD at controller position will continue to display other ADS‐B tracks and the
RADAR tracks with a different symbology which is exclusively for SSR tracks if it is
flying in radar coverage. Radar separation shall be continued to be provided.
ATS automation will not display ADS‐B tracks. For planned satellite outages, RAIM
warning NOTAMs are available.
In Radar airspace, the SDD at controller position will continue to display the RADAR
tracks with a different symbology which is exclusively for SSR tracks and Radar
separation minima shall continue to apply.
Procedural separation minima will be applied in NRA.
5.4 ATS automation system failure
In Radar airspace, Radar/ ADS‐B tracks and synthetic tracks will not correlate.
In NRA, ADS‐B tracks and flight plan tracks will not correlate. Aircraft shall be advised
to enter correct call sign in FMS.
5.6 Planned Outages or Failures Associated with Radar only
The SDD at controller position will continue to display the ADS‐B Symbology with
XXXX in Mode A part of Radar label indicating ADS‐B alone tracks.
Aircraft without ADS‐B will be shown as synthetic tracks.
ADS‐B based separation minima shall be applied between ADS‐B tracks and
procedural separation minima between ADS‐B tracks and synthetic tracks.
There is no change of procedure in Non‐Radar airspace.
In case of tower frequency 118.3 failure, the Tower control unit will be available on
alternate frequency 127.775 MHz. The ADS-B based approach surveillance control unit
will be available on 121.1 MHz.
This will be informed to all adjacent ATS units and the same will be included in DATIS
broadcast.
ADS‐B capable aircrafts are able to alert ATC units on various onboard contingencies through
the broadcast. Depending on the capability of aircraft, the broadcast may include following
onboard emergency/ urgency data.
a) Emergency
b) Communication failure
c) Unlawful interference
d) Minimum fuel
e) Medical
In Radar environment the aircrafts are capable of alerting ATC about various contingencies
faced by them through selection of special purpose Mode A codes (7500, 7600 & 7700) in the
onboard Transponder, and the same will be displayed in the SDD to the controller in the form
of HJ, RCF & EM respectively with the previously transmitted Mode A code.
Aircraft equipped with DO260 complaint ADS‐B avionics are only able to transmit General
Emergency indication common for all type of contingencies. But aircraft equipped with
DO260A and DO260B compliant ADS‐B avionics are able to transmit distinct indications for
various contingencies.
In ADS‐B RAD airspace, this does not have any impact since the aircrafts are capable of
alerting ATC about various contingencies faced by them through selection of special purpose
Mode A codes (7500, 7600 & 7700) in the onboard Transponder, and the same will be
displayed in the SDD to the controller.
In ADS‐B NRA application, any contingency faced by the aircrafts will be indicated as General
Emergency indication common for all type of contingencies in the SDD at Patna. Controller
will depend only on verbal transmission made by the pilot in this regard.
When providing navigational guidance to aircraft based on the use of an Air Traffic Services
Surveillance system for pilot interpreted final approach aid, following radio communication
failure procedure shall be applicable.
2. If radio communication failure occurs after interception of the final approach track,
aircraft should continue the approach and land if visual or carryout the missed
approach and join the PPT VOR hold at 4000 ft.
3. After joining the hold, aircraft shall carryout the instrument approach procedure for
which navigational guidance was being provided.
7.1 General ATS surveillance service phraseologies are listed in MATS Part 1, Chapter 12,
Para 12.17.1.
7.2 Phraseologies w.r.t. Radar in Approach Control Service are listed in MATS Part 1,
Chapter 12, Para 12.17.2.
7.3 Secondary Surveillance Radar (SSR) and ADS‐B Phraseologies are listed in MATS Part
1, Chapter 12, Para 12.17.3.
However, for quick reference, some phraseologies have been reproduced below:
To request pressure setting check CHECK ALTIMETER SETTING AND CONFIRM (LEVEL).
and confirmation of level
Radar and/or ADS-B ground SECONDARY RADAR OUT OF ADS-B OUT OF SERVICE
equipment degradation SERVICE (Appropriate information as (Appropriate information as
necessary) necessary).
or
PRIMARY RADAR OUT OF
SERVICE (Appropriate information as
necessary)