SOP ADS-B Patna - Amendment On 17 - 11 - 2020 v2.0 Final

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Airports Authority of India ADS-B Based Approach

Jai Prakash Narayan International Airport, Patna Surveillance Unit
RECORDS OF AMENDMENTS AND CORRIGENDA

Incorporated by Incorporated on
AMENDMENT No. AMENDMENT DATE INCORPORATED BY INCORPORATED ON
01/2019 21‐02‐2019 SANTOSH KUMAR, Chapter‐5, Para 5.7
AGM (ATM) included, page no‐29
01/2020 17/11/2020 SANTOSH KUMAR, Chapter‐1, Para 1.6
DGM (ATM) included, page no‐11
02/2020 17/11/2020 A K SAMAL, Chapter‐1, Para 1.6
03/2020 17/11/2020 A K SAMAL, Chapter‐5, Para 5.7
17th November 2020 DOC ID: VEPT/ATM/2020/V2.01-APPR-ADSB 2 of 35

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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
Chapter 1 Introduction 10-12
Chapter 2 Introduction to ADS-B 13-17
Chapter 3 ATS Procedures for ADS-B Operations 18-24
Chapter 4 Coordination Procedures 25-27
Chapter 5 Operations during system degradation/failures 28-29
Chapter 6 Operations during Aircraft Contingency 30-31
Chapter 7 Secondary Surveillance Radar (SSR) and ADS-B 32-33

Phraseologies
Chapter 8 ATC Surveillance Minimum Altitude Chart-Patna 34-35

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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

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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.
ADS-R (AUTOMATIC DEPENDENT SURVEILLANCE RE BROADCAST)

ADS‐ R is a pilot advisory service that receives data from aircraft on one link and
immediately rebroadcasts it on the other link.
Note: ADS‐R services are only available when both aircraft are within range of any ADS‐B
ground radio station.
TIS-B (TRAFFIC INFORMATION SERVICE- BROADCAST)

TIS‐B is a pilot advisory service for situation awareness, gathering data from ATC radars,
Wide Area Multilateration (WAM) systems and surface multilateration systems (MLAT).
Note: This non-ADS-B surveillance information is broadcast as a TIS-B service through ground
radio stations to participating aircraft on both links (UAT& 1090ES).
FIS-B (FLIGHT INFORMATION SERVICE – BROAD CAST)

FIS‐B is a pilot advisory service supported by the FAA (USA) that is only broadcast on the
UAT link.
HPL (HORIZONTAL PROTECTION LIMIT)

HPL is a measure of the integrity of the position being reported. It is the radius of a circle,
centered on an aircraft’s reported position, such that the probability is 10‐7 per flight hour or
less that the aircraft’s actual position is outside that circle without that fact being detected at
the transmitting aircraft.
HFOM (HORIZONTAL FIGURE OF MERIT) (OR EPU)

HFOM is a measure of the accuracy of an aircraft’s reported position. It is the radius of a
circle, centered on an aircraft’s reported position, such that the probability of the true
position
lying outside that circle is 5% or less.
NAVIGATION ACCURACY CATEGORY (NAC)

Subfield used to announce the 95% accuracy limits for the horizontal position data being
broadcast.
NAVIGATION INTEGRITY CATEGORY (NIC)

Subfield used to specify the containment radius integrity associated with horizontal position
data.
NAVIGATION UNCERTAINTY CATEGORY (NUC)

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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.
SYSTEM INTEGRITY LIMIT (SIL)

Subfield used to specify the probability of the true position lying outside the containment
radius defined by NIC without being alerted.
Note: NIC and SIL are transmitted by aircraft complying with DO-260A/B.
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.
ADS-B GROUND STATION

ADS‐B ground station is a ground‐based facility that receives ADS‐B information from
aircraft and transmits it to Air Traffic Control facilities.
ICAO 24 BIT AIRCRAFT ADDRESS

ICAO 24‐bit aircraft address is a six‐character, alphanumeric identification code which is
programmed into each specific aircraft’s Mode S transponder during installation. This code,
sometimes is referred to as the 24‐bit code, provides a digital\ identification of the aircraft
and is used by the Air Traffic System to link information contained in a flight notification to
aircraft position information received via ADS‐B.
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.
Horizontal Position Accuracy: This is essentially the horizontal position measurement

error distribution. For radar, horizontal position accuracy is normally expressed in terms of
range and azimuth dimensions. However, the azimuth error distribution is of prime concern.
The overall errors are considered to have the following component errors:
Core errors (usually expressed as a standard deviation)
Tail errors
Systematic biases
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.

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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.
Continuity: The probability of a system to perform its required function without

unscheduled interruption, assuming that the system is available when the procedure is
initiated. Overall, continuity is composed of:

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 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”.
Estimated position uncertainty (EPU): A measure of position estimate accuracy. The

position estimate error is less than EPU 95 per cent of the time. The probability of this not
being true is less than 0.05. Ref: RTCA DO‐242A 2.1.2.13. HFOM is the same as EPU.
En route operations: Operations conducted on published ATS routes, direct point‐to‐point

operations between defined way‐points or along great circle routes which are other than,
take‐off, landing, departure, arrival or terminal operations.
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.
Holding Procedure: A predetermined maneuvers which keeps an aircraft within a specified

airspace while awaiting further clearance.
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.
Missed Approach Procedure: The procedure to be followed if the approach cannot be

continued.
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.

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Primary Radar: A radar system which uses reflected radio signals.
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.
Radar Vectoring: Provision of navigational guidance to aircraft in the form of specific

headings, based on the use 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.
Synthetic Display: A display of compute generated information, normally comprising

aircraft positions and associated data presented in alphanumeric or symbolic form.
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).
Terminal Area Operations. Operations conducted on published standard instrument

departures (SIDs), or published standard instrument arrivals (STARs), or other flight
operations whilst under terminal control.

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Chapter 1: Introduction
1.1 Objective of the document
The objective of this document is to provide guidance to the controllers on implementation

and usage of ADS‐B in provision of Air Traffic Services within the limits of Patna TMA & CTR.
ADS‐B is supplemented by radar (feeds from Kolkata, Varanasi and Katihar Radars) coverage
airspace of Patna and complements the airspace without radar coverage for provision of
surveillance services. The document is aimed to form a basis for controller training process.
The purpose of this document is to give guidance to the ATCOs on the use of ADS‐B as ATS
Surveillance tool.
1.2 Scope of the document
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.
1.2 Effective Date
This document will be effective as decided by the Competent Authority.
1.4 Background
Automatic Dependent Surveillance—Broadcast (ADS‐B) is an additional form of electronic

surveillance that may be used to support air traffic services (ATS) in en‐route and terminal
area operations. ADS‐B is a low‐cost alternative to radars enabling surveillance system that
allows the periodic transmission of parameters, such as identification, position and position
integrity, via a broadcast‐mode data‐link.
ADS‐B is automatic in the sense that no flight crew or controller action is required for the
information to be transmitted. It is dependent because it relies on on‐board position sources
and on‐board transmission systems to provide surveillance information to other parties.
Finally, data is broadcast, the originating source has no knowledge of who receives and uses
the data and there is no two‐way contract or interrogation. It shall only be used for the
provision of air traffic control service provided the quality of the information contained in
the ADS‐B message exceeds the values specified by the appropriate ATS authority. While
radar was previously the only form of electronic surveillance used for these operations, ADS‐
B is introduced in areas that are either not served, or are served, by radar. The integration of
ADS‐B data with radar data (ADS‐B‐RAD) can provide improvements to the surveillance
function. Multi‐Radar infrastructure costs are expected to be reduced by replacing radars
that provide redundancy with ADS‐B stations which are less expensive to install and to
maintain, than current radar installations. The ADS‐B based surveillance services in Non

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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.
1.5 Prerequisites for ADS-B Implementation
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)
i. DO‐260 (Minimum Operational Performance Standards for 1090 MHz ADS‐B)

ii. DO‐260A (Minimum Operational Performance Standards for 1090 MHz ADS‐B and
Traffic Information Service‐Broadcast (TIS‐B)).
iii. DO‐260B (Minimum Operational Standards for 1090 MHz Extended Squitter ADS‐
B and TIS‐B).
iv. DO‐259 (Applications Descriptions for Initial Cockpit Display of Traffic
Information (CDTI) Applications).
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.
1.6 Establishment of ADS-B based Approach Surveillance Unit at Patna
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

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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.

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Chapter 2: Introduction to ADS-B
2.1 Definitions of ADS-B
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.
2.2 Short description of ADS-B system
Automatic Dependent Surveillance—Broadcast (ADS‐B) is an additional form of electronic

surveillance that may be used to support air traffic services (ATS) in en‐route and terminal
area operations. While radar was previously the only form of electronic surveillance used for
these operations, ADS‐B is being introduced to supplement and compliment radar
surveillance.
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.
2.3 Comparison between ADS-B and Radar
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.
2.4 ADS-B Out & ADS-B In
There are two aspects to ADS‐B, namely ADS‐B Out and ADS‐B In.

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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.
2.5 TIS-B & FIS-B
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.
2.6 ADS-B Data
ADS‐B Out data broadcast from an aircraft consists of:

 Call‐sign
 Altitude
 Heading
 Position
 Squawk number
 Speed

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ADS‐B In data received by an aircraft consists of:
 Position of other aircraft in the vicinity

 Weather/Terrain & other information – via FIS‐B
 Traffic information – via TIS‐B
2.7 ADS-B Ground Station at Patna
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.
2.8 Integration of ADS-B in ATM Automation system
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.
2.9 Area / Limits of Approach Surveillance Unit at Patna:
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.
Vertical Limit: GND to FL 145 or FL 250, subject to Sector of 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]

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2.10 Coverage Diagram of ADS-B at Patna between up to F100
Coverage Diagram of ADS‐B at Patna: Between F100 to F150

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Chapter 3: ATS Procedures for ADS-B Operations
3.1 General
ADS‐B shall be used as an ATS surveillance tool for the following provisions of Air Traffic
services in Patna Airspace:
 Approach Control Service

 Area Control Service
 Flight Information Service
 Alerting Service
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.
3.2 Display of surveillance tracks in SDD of ATC units at Patna:
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:
a. MSSR alone track ‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 
b. Mode S alone track ‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 

S
c. ADS‐B alone Track ‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 
d. SSR /ADS‐B combined track ‐‐‐‐‐‐‐‐‐‐‐‐‐ 

S
e. SSR (without Mode S)/ ADS‐B combined track ‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 
f. Synthetic/extrapolated track ‐‐‐‐‐‐‐‐‐‐‐‐‐‐ #
g. DUPE (duplicate) code ‐‐‐‐‐‐‐‐‐‐‐‐‐

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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.
3.3 Performance checks
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.
3.4 Usage of ADS-B surveillance for Air Traffic Control at Patna.
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.
3.5 Approach Monitor Aid in Control Tower

A Situation Data Display is provided in aerodrome control tower at the controller work
station. This provides a view of the final approaches of the runway 25 and 07.
The Aerodrome controller may use this information for:

a) Tactical decision making on landing and departing aircraft to determine their
sequence and spacing.
b) Tactical decision making on position of aircraft on take‐off vis‐à‐vis the position of
preceding aircraft.
c) Strategic decision making on sequencing of departing aircraft to achieve smooth
traffic flow;
d) Monitoring pilot’s position reports and confirming compliance with the assigned track
to departing aircraft;
e) Providing information to an aircraft on the position of another arriving/departing
aircraft.

SOP for
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:
1) Direct recognition of the aircraft identification in an ADS‐B label on the SDD;

2) Transfer of ADS‐B identification;
3) Observation of compliance with an instruction to TRANSMIT ADS‐B IDENT;
[The position symbol and track label color changes to blue for 20 seconds to display the ADS‐
B IDENT in SDD]
SSR Identification Procedures: as per provisions of MATS Part 1, Chapter 8.5
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.
3.7 Flight Planning Procedures
The aircraft identification (ACID) must be accurately recorded in section 7 of the ICAO Flight
Plan form as per the following instructions:
 Aircraft Identification, not exceeding 7 characters is to be entered both in item 7 of

the flight plan and replicated exactly when set in the aircraft (for transmission as
Flight ID) as follows: Either,
a) The ICAO three‐letter designator for the aircraft operating agency followed by the flight
identification (e.g. GOW541, IGO367): Or,
b) The Registration marking of the aircraft (e.g. VTABC, VTNEK).
 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:
For information, these include:

B1 ‐‐‐‐ ADS‐B with dedicated 1090 MHz ADS‐B “out” capability
B2 ‐‐‐‐ ADS‐B with dedicated 1090 MHz ADS‐B “out” and “in” capability

SOP for
 When an aircraft is equipped with a mode S transponder, that transmits ADS‐B

messages, an appropriate Mode S designator should also be entered in field 10;
i.e.: either
E Transponder ‐ Mode S, including aircraft identification, pressure‐altitude and
extended squitter (ADS‐B) capability,
or L Transponder ‐ Mode S, including aircraft identification, pressure‐altitude,

extended squitter (ADS‐B) and enhanced surveillance capability.
3.8 Separation standards:
3.8.1 Horizontal Separation Minima
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.
 within 60 NM of ADS-B ground station at Patna
- 5 NM between two ADS‐B tracks, and
- 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
‐ 10 NM between any two surveillance (ADS‐B or radar) tracks.
3.8.2 Vertical separation
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.
Verification of pressure altitude‐derived level information displayed to the controller shall

be effected at least once by each suitably equipped ATC unit on initial contact with the
aircraft concerned or, if this is not feasible, as soon as possible thereafter. The verification
shall be effected by simultaneous comparison with altimeter‐derived level information
received from the same aircraft by radiotelephony.
If, following confirmation of the correct pressure setting the discrepancy continues to exist,
the following action should be taken according to circumstances:

SOP for
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.
3.9 Provision of Air Traffic Services
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.
3.9.1 Air Traffic Control Service
The information provided by surveillance (radar/ADS‐B) systems and presented on a

situation display will be used to perform the following functions in the provision of an Area
Control Service and an Approach Control Service to:
 Provide ATS surveillance services as necessary in order to improve airspace

utilization, reduce delays, provide for direct routings and more optimum flight
profiles, as well as to enhance safety;
 Provide vectoring to departing aircraft for the purpose of facilitating an expeditious

and efficient departure flow and expediting climb to cruising level;
 Provide vectoring to aircraft for the purpose of resolving potential conflicts;
 Provide vectoring to arriving aircraft for the purpose of establishing an expeditious

and efficient approach sequence;
 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;
 Maintain flight path monitoring of air traffic;
 When applicable, maintain a watch on the progress of air traffic, in order to provide a
procedural controller with:
 improved position information regarding aircraft under control;
 supplementary information regarding other traffic; and

SOP for
 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.
3.9.2 Flight Information Service
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:
 Information regarding any aircraft observed to be on a conflicting path with the

identified aircraft and suggestions or advice regarding avoiding action;
 Advice to the aircraft on how best to circumnavigate any areas of adverse weather;
and
 Information to assist the aircraft in its navigation.
3.9.3 Alerting Service
The provision of an alerting service should be based on the same criteria as applied within a
radar environment.
3.10 Area / Limits of Approach Surveillance Unit at Patna:
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.
Vertical Limit: GND to FL 145 or FL 250, subject to Sector of 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]
3.15 Display Settings Required for SDD
 The range shall be selected 64 NM or less.
 SDD shall be used in Integrated Mode.
 All options shall be selected in the OPTIONS menu of SDD.
 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.

SOP for
 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.
 Upon receiving a current STCA warning, immediately take appropriate measures to

ensure separation.
FOLLOWING SHALL ALWAYS BE DISPLAYED ON SDD:
 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.

SOP for
Chapter 4: Coordination Procedures
4.1 Duties and responsibilities of Approach Surveillance Controller
 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.
 Provide position information at least once prior to commencement of final approach.
 Issue instructions, clearances and information as necessary and provide Approach

control service as per DOC 4444 / MATS‐1
 Monitor and operate assigned communication frequency, intercom and equipment.
 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).
 Coordinate release of departing aircraft to VECC/VEBN ACC.
 Inform ACC of any deviations for assigned route or clearance due whatsoever reasons.
 Provide procedural Approach control service in the absence/un‐serviceability of

surveillance equipment and during non‐watch hours of Approach control surveillance
service.
 Report malfunctioning of surveillance equipment to all concerned.
 Provide service information and distance checks of arrivals to Tower.
 Provide Air traffic services to all flights operating within ITS jurisdiction.
 Maintain the applicable standard separation between aircraft while providing

surveillance services.
 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

SOP for
established at the earliest and continue to provide ATS as per provisions of

procedural control.
 Keep the Flight progress strips up to date with pertinent updated data.
 Inform WSO/ATS In‐Charge about the un‐serviceability of equipment.
 Initiate action in case of delayed/missing/emergency aircraft.
 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.
 Availability and correct position of ‘Site Monitor’ transponder

 Audio alarm status
 Availability of all Safety Nets for providing Approach Control Surveillance
service
 MSAW (Minimum Safe Altitude Warning)
 STCA (Short Term Conflict Alert)
 MTCD (Medium Term Conflict Detection)
 APW (Area Proximity Warning)
4.2 Duties and responsibilities of Tower:
 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 inform approach of any overdue aircraft.
 Tower shall obtain approval from approach prior to authorizing operation of special
VFR flights.

SOP for
 Any delay anticipated due to shortage of parking bays/traffic congestion shall be

coordinated with approach.
 Any other action for safe, orderly and expeditious movement of aircraft shall be
executed by Tower in coordination with Approach.
4.3 CO-ORDINATION WITH OTHER STATIONS
 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.
4.4 Specific Operating procedures:
 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.
 Approach Surveillance controller shall issue necessary departure instructions to

departing aircraft to ensure that the standard separation will exist between the
departing aircraft and an arriving aircraft.

SOP for
Chapter 5: Operations during system degradation / failures
5.1 Failure (or planned outage) of both ADS-B Ground Receivers
 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.
 In Non‐Radar airspace, procedural separation shall be applied between Non ADS‐B

tracks and ADS‐B tracks
5.3 Loss of positional data of all aircraft due to satellite Outages
 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
 Since no track will be displayed in SDD, procedural separation minima shall be

applied.
5.5 Incorrect Aircraft identity
 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.

SOP for
5.7 Approach frequency 121.1 MHz failure

 The frequency 127.775 MHz made available as an alternate of Tower and Approach
Control Unit since 12/03/2020 vide NOTAM no. G0968/20.
 In case of approach frequency 121.1MHz failure, the ADS-B based approach

surveillance control unit will be available on alternate frequency 127.775 MHz. In case
of both 121.1MHz and alternate frequency 127.775 MHz failure the Approach Control
Unit (Procedural) will combine with Patna control Tower on frequency 118.3 MHz and
will be operated from Patna control tower.
 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.
 The same will be informed to CNS/ATSEP In-Charge.

SOP for
Chapter 6: Operations during Aircraft Contingency
6.1 Types of aircraft contingencies
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.
Special Purpose Purpose

Mode A Code
7500 Used in the event of Unlawful Interference including Hijack
7600 Used in the event of RCF
7700 Used in the event of aircraft emergency
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.
6.2 RCF Procedures
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.

SOP for
1. If radio communication failure take place prior to interception of final approach

track, aircraft shall maintain the last assigned altitude or 4000 ft whichever is higher
and proceeded to PPT VOR via shortest route to join hold at 4000 ft.
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.

SOP for
Chapter 7: Secondary Surveillance Radar (SSR) and ADS-B Phraseologies
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:
(* denotes pilot’s transmission)

CIRCUMSTANCES RADAR ADS-B
PHRASEOLOGIES PHRASEOLOGIES
To request the aircraft’s SSR or ADVISE TRANSPONDER ADVISE ADS-B CAPABILITY
ADS-B capability CAPABILITY
*To advise the aircraft’s SSR *TRANSPONDER (ALPHA, *ADS-B TRANSMITTER (TEN
Or ADS-B capability by pilot CHARLIE or SIERRA as shown in the NINETY DATALINK)
flight plan) or
or *ADS-B RECEIVER (TEN
*NEGATIVE TRANSPONDER NINETY DATALINK)
or
*NEGATIVE ADS-B
To instruct setting of transponder A) FOR DEPARTURE SQUAWK
(CODE);
B) SQUAWK (CODE)
To request the pilot to reselect A) RESET SQUAWK [(Mode)]

the assigned mode and code (Code);
*B) RESETTING (Mode) (Code)
To request the pilot to confirm A) CONFIRM SQUAWK (Code)

the code selected on the
aircraft’s transponder *B) SQUAWKING (Code).
To request reselection of aircraft RE-ENTER MODE S AIRCRAFT RE-ENTER ADS-B AIRCRAFT

identification IDENTIFICATION IDENTIFICATION
To request the operation of the A) SQUAWK [(Code)] [AND] TRANSMIT ADS-B IDENT
IDENT feature IDENT
B) SQUAWK LOW
C) SQUAWK NORMAL
To request termination of STOP SQUAWK [TRANSMIT ADS- STOP ADS-B TRANSMISSION
transponder and/or ADS-B B ONLY]; [SQUAWK (Code) ONLY]
transmitter operation
Note. Independent operations of
Mode S transponder and ADS-B
may not be possible in all
aircraft (e.g. Where ADS-B is

SOP for
solely provided by 1090 MHz

Extended Squitter emitted from
the transponder). In such cases,
aircraft may not be able to
comply with ATC instructions
related to ADS-B operation.
To request temporary suspension SQUAWK STANDBY
of transponder operation
To request emergency code SQUAWK MAYDAY (CODE

SEVEN-SEVEN ZERO-ZERO]
To request transmission of SQUAWK CHARLIE; TRANSMIT ADS-B ALTITUDE

pressure altitude
To request pressure setting check CHECK ALTIMETER SETTING AND CONFIRM (LEVEL).
and confirmation of level
To request termination of STOP SQUAWK CHARLIE WRONG STOP ADS-B ALTITUDE

pressure altitude transmission INDICATION TRANSMISSION [(WRONG
because of faulty operation INDICATION OR REASON)].
To request level check CONFIRM (LEVEL).
To indicate that identification is IDENTIFIED

established
Termination of Radar and/or RADAR SERVICE (or IDENTIFICATION

ADS-B service IDENTIFICATION) TERMINATED TERMINATED [DUE
[DUE (REASON)] (INSTRUCTIONS) REASON)] (INSTRUCTIONS)
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)
Handover (Inter unit HANDOVER (aircraft call sign)

Coordination) [SQUAWKING (SSR Code)]
POSITION (aircraft position
(level).

SOP for
Chapter 8: ATC Surveillance Minimum Altitude Chart

SOP for
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Airports Authority of India ADS-B Based Approach

RECORDS OF AMENDMENTS AND CORRIGENDA

17th November 2020 DOC ID: VEPT/ATM/2020/V2.01-APPR-ADSB 2 of 35

Chapter 1 Introduction 10-12

Chapter 2 Introduction to ADS-B 13-17

Chapter 3 ATS Procedures for ADS-B Operations 18-24

Chapter 4 Coordination Procedures 25-27

Chapter 5 Operations during system degradation/failures 28-29

Chapter 6 Operations during Aircraft Contingency 30-31

Chapter 7 Secondary Surveillance Radar (SSR) and ADS-B 32-33

Chapter 8 ATC Surveillance Minimum Altitude Chart-Patna 34-35

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ADS-R (AUTOMATIC DEPENDENT SURVEILLANCE RE BROADCAST)

TIS-B (TRAFFIC INFORMATION SERVICE- BROADCAST)

FIS-B (FLIGHT INFORMATION SERVICE – BROAD CAST)

HPL (HORIZONTAL PROTECTION LIMIT)

HFOM (HORIZONTAL FIGURE OF MERIT) (OR EPU)

NAVIGATION ACCURACY CATEGORY (NAC)

NAVIGATION INTEGRITY CATEGORY (NIC)

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SYSTEM INTEGRITY LIMIT (SIL)

ADS-B GROUND STATION

ICAO 24 BIT AIRCRAFT ADDRESS

Horizontal Position Accuracy: This is essentially the horizontal position measurement

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Continuity: The probability of a system to perform its required function without

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Estimated position uncertainty (EPU): A measure of position estimate accuracy. The

En route operations: Operations conducted on published ATS routes, direct point‐to‐point

Holding Procedure: A predetermined maneuvers which keeps an aircraft within a specified

Missed Approach Procedure: The procedure to be followed if the approach cannot be

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Primary Radar: A radar system which uses reflected radio signals.

Radar Vectoring: Provision of navigational guidance to aircraft in the form of specific

Synthetic Display: A display of compute generated information, normally comprising

Terminal Area Operations. Operations conducted on published standard instrument

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1.1 Objective of the document

The objective of this document is to provide guidance to the controllers on implementation

1.2 Scope of the document

1.2 Effective Date

This document will be effective as decided by the Competent Authority.

Automatic Dependent Surveillance—Broadcast (ADS‐B) is an additional form of electronic

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1.5 Prerequisites for ADS-B Implementation

i. DO‐260 (Minimum Operational Performance Standards for 1090 MHz ADS‐B)

1.6 Establishment of ADS-B based Approach Surveillance Unit at Patna

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Chapter 2: Introduction to ADS-B

2.1 Definitions of ADS-B

2.2 Short description of ADS-B system

Automatic Dependent Surveillance—Broadcast (ADS‐B) is an additional form of electronic

2.3 Comparison between ADS-B and Radar

2.4 ADS-B Out & ADS-B In

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