Air Traffic Control

Introduction

Air Traffic Controllers play a major role in aiding pilots to undergo successful flights.

They reduce workload for pilots, and effective understanding of communication

phrases reduces the workload for the controllers.
 Definitions

• Air Traffic Control Clearance: authorization for aircraft to proceed under conditions specified by an ATC unit.
• Clearance can be taxi, takeoff, departure, en-route, approach, landing, etc… It is relative to the portion of the flight to which the
ATC clearance relates

• Blind Transmission: transmission from one station to another, where two-way communication cannot be
established, but it is believed that the called station is able to receive the transmission (transmission working,
receiver failed).

• Clearance Limit: the point to which the aircraft is granted an air traffic control clearance.

• Control Zone: controlled airspace extending upward from the surface of earth to a specified upper limit (ex:
2,000 ft) (Tower and Approach).

• Control Area: controlled airspace extending upwards from specified upper limit above the earth (ex: 2,000 ft
to FL410) (Terminal Area and Area Control Center).
 Definitions

• Minimum Sector Altitude: lowest altitude which may be used which will provide a minimum
clearance of 300m (1,000 ft) above all objects located in an area contained within a sector of a
circle 25 NM radius from a navigation radio aid.

• Total Estimated Elapsed Time: estimated time required from take-off to arrive over that
designated point, defined by reference to navigation aid, from which an instrument approach
procedure is intended to be commenced. (if no navigation aid available, then, from take-off to
arrival over destination aerodrome)

• Traffic Information: information issued by ATC to alert a pilot to other known or observed air
traffic which may be in proximity to the position, to help avoid a collision.

• Transition Altitude: altitude at or below which the vertical position of an aircraft is controlled by
reference to altitudes. (4,500 ft in Cairo)

• Transition Level: lowest flight level available for use above transition altitude. (FL 60 in Cairo)
ATC Flight Plan

EgyptAir flights are carried out through ATC Flight Plans submitted to the FIC
(Flight Information Center) of each and every FIR (Flight Information Region) the
aircraft will be flying over, including FIRs of destination and alternate.

The FIC then distributes the flight plan to the ATC units along the intended routes
ATC Flight Plan
Introduction
ATIS

Automatic Terminal Information Service

It is the ultimate source for necessary information needed for landing at an aerodrome.
ATIS provides general weather conditions of the airport along with any critical information
a pilot might need to land or take-off at an airport. ATIS time is in UTC/Zulu.

The sources for the ATIS are:

• Meteorological Office: provides current weather conditions at the airport.

• Airport Operator: provides operational data about runways and taxiways.

• Tower ATC Supervisor: provides operational data concerning current approach, landing,
and take-off configurations. ‘
 ATIS
ATIS includes:
1) Meteorological Information, like:
• Surface Wind Direction and Speed
• Visibility (RVR when visibility is less than 1,500m)
• Present Weather
• Clouds
• Air Temperature
• Dew Point
• Altimeter Settings (QNH)
• Any information on significant weather phenomena in approach area
• Trend-type landing forecast, when available

2) Current Runway Surface Conditions (in case of precipitation, or other temporary hazards, ex: Runway
Wet)

3) Changes in the operational status of visual and non-visual essentials for approach and landing. (ex:
Centerline Lights Inop.)
Airspace Classes

Airspace Classification is important for pilots to know their requirements to operate in a

specific airspace.

As per OM-A, all EgyptAir Flights are dispatched as IFR flights. Examples of commonly
encountered airspaces in the daily operation of EgyptAir Flights:
• Class A  Only IFR flights are permitted in this airspace. All flights are provided with
ATC service and are separated from each other.
• Class B  IFR and VFR flights are permitted (subject to ATC clearance). All flights are
provided with ATC service and are separated from each other. (Class C is identical for
IFR flights)
• Class D  IFR and VFR flights are permitted, and all are provided with ATC service. IFR
flights are separated from other IFR flights, and receive traffic information regarding
other VFR flights. VFR flights receive traffic information in respect of all other flights.
ATC Units

In any aerodrome, ATS (Air Traffic Services) are provided through the following ATC units:
• Aerodrome Control Tower: which can be further divided into
• Clearance Delivery/Pre-Flight: provides ATC clearance, and start-up clearance. (Cairo 120.1)
• Ground: provides push-back and engine start clearance (especially in case of deviation from normal start-up, Cairo 120.4)
• Tower: provides take-off and landing clearance, or crossing active runway clearance. (Cairo 118.1)

• Approach Control Office: hands you over to tower in arrivals, and takes you from tower during
departures. (Cairo 119.05)

• Area Control Center: hands you over to Approach Control Office during arrivals, and takes you from
Approach Control Office during departures (Cairo 125.3)

Aerodrome Control Tower and Approach Control Office are responsible for aircrafts in the Control
Zone, and Area Control Center are responsible for aircrafts in the Control Area
Methods of Separation

ATC units continuously provides separation for IFR flights based on the following
minimums:
• Vertical Separation: 1,000ft or 2,000ft depending on RVSM or Non-RVSM airspace

• Horizontal Separation: longitudinal or lateral, based on time or distance.

Separation is achieved by advising aircraft to fly a certain heading, speed, and/or climb or
descend to a certain altitude/level.
Air Traffic Clearances

Communication between ATC and Pilots are mostly clearances. Most of the ATC clearances
are very similar in structure and phraseology, and the read-back of the clearance should be
in the same structure. Any ATC clearance usually includes the following in the same order:

1. Station Name (Cairo Control)

2. Aircraft Identification (Egyptair 845)

3. Clearance Limit (Destination: Algeria)

4. Route of Flight (Via MENKU A727 NOZ METRU exit point)

5. Assigned Initial or Final Cruising Level (FL 240)

Cairo Control clears EgyptAir 845 to Destination Algeria, via MENKU A727 NOZ METRU
exit point, climb FL240 initially, and expect runway 05L for departure, squawk 2019.

The above is a typical ATC pre-flight clearance from Cairo to Algeria.

 Slot Time

Due to the huge increase of traffic, FICs all over the world set new measures to sequence traffic
landing or flying over their FIR. This is most common in flights entering European Airspace

CTOT: Calculated Takeoff Time is issued to create a slot time to ensure smooth air traffic flow within
the FIR. Provided by the Central Management Unit (CMU), the CTOT implies that aircraft should
takeoff within 5 minutes before to 10 minutes after this time.

Ex: CTOT is 1630Z, aircraft should be airborne anytime between 1625Z and 1640Z. To ensure that airplane
takes-off within this time, the Estimated Off-Block Time (EOBT) is calculated as:
EOBT = CTOT – Expected Taxi Time
So, if expected taxi time is 15 mins, the airplane should start its pushback at 1615Z (to take-off at the CTOT
1630Z).
To be more conservative and allow for taxi delays, EOBT may be calculated from the earliest take-off time (1625Z),
thus, in that case EOBT would be 1610Z (1625 – 15 mins taxi).

CTOT: 1630Z (written on dispatch folder 16:30C) Slot Time: 15 Mins (1625Z - 1640)
CTOT is a specific time, Slot is a period of 15 mins (5 before, 10 after CTOT)

*Euro Control issues the CTOT for traffic passing over European FIRs
Slot Time

Departure Tolerance Window:

For aircrafts exempted from a CTOT, then, adherence to the standard Departure Tolerance
Window is expected, specifically in European Airspace, where ATC has a tolerance for any
scheduled departure +/- 15 minutes. Meaning that, any airplane passing or landing in
European airspace has to depart within 15 minutes before to 15 minutes after their departure
time.

Scheduled Departure Time: 1630Z (written on dispatch folder 16:30E)

Departure Tolerance Window: 1615Z – 1645Z

Departure Tolerance Window is not considered a Slot Time, but it should always be
monitored by pilots.
Flight Level Orientation (RVSM)

As the air traffic increased, the need for increased airspace capacity urged, and thus, a
new flight level orientation system was developed to accommodate this increase in
traffic.

This new flight level orientation system is called Reduced Vertical Separation Minimum
(RVSM), and it reduced separation between opposite traffic to 1,000ft, instead of the
former 2,000ft separation.

Flight Levels are determined by magnetic course; traffic flying a magnetic course of 0°
to 179° should cruise at odd levels, whilst traffic flying a course of 180° to 359° should
cruise at even levels.

RVSM airspace extends from FL290 to FL410

Flight Level Orientation (RVSM)

As the air traffic increased, the need for increased airspace capacity urged, and thus, a
new flight level orientation system was developed to accommodate this increase in
traffic.

This new flight level orientation system is called Reduced Vertical Separation Minimum
(RVSM), and it reduced separation between opposite traffic to 1,000ft, instead of the
former 2,000ft separation.

Flight Levels are determined by magnetic course; traffic flying a magnetic course of 0°
to 179° should cruise at odd levels, whilst traffic flying a course of 180° to 359° should
cruise at even levels.
Flight Level Orientation (RVSM)
Flight Level Orientation (RVSM)

For an Aircraft to fly within RVSM airspace, it needs equipment like:

• Two independent altitude measurement systems (altimeters)

• One SSR altitude reporting transponder

• An altitude alerting system (radio-altimeter)

• An automatic altitude control system (autopilot/automation)

RVSM separation of 1,000ft is provided between any two approved RVSM aircraft
(represented by a “W” in ATC Flight Plan). Vertical separation reverts back to 2,000ft if
any of both airplanes separated loses its RVSM capability, or between an RVSM aircraft
and a non-RVSM one. Also, if any aircraft experiences communication failure in RVSM
airspace, ATC insures a 2,000ft vertical separation between that aircraft and any other
traffic.
 Loss of RVSM Capability

Any time an RVSM approved-aircraft

loses its RVSM capability, it should

inform ATC as soon as possible. ATC

will immediately provide a minimum

of 2,000ft or an appropriate horizontal

separation from all other concerned traffic.

The following phraseology should be

used:
Wake Turbulence Categories

Wake turbulence categories are solely dependent on the maximum takeoff weight. This
turbulence caused by other traffic creates wind shear, which has caused numerous incidents in
the past and is a serious hazard. Some aircraft are classified as a higher category than its
actual weight category (B757, because it generates significant wake vortex for a narrow-
body)

• Super (J)  made only for the Airbus 380, with a maximum takeoff mass of 560,000 kg

• Heavy (H)  airplanes with maximum certified takeoff mass higher than 136,000 kg

• Medium (M)  airplanes with maximum certified takeoff mass of. 7,000 kg - 136,000 kg
• Light (L)  airplanes with maximum certified takeoff mass less than 7,000 kg
Wake Turbulence Categories

ATC separation based on wake turbulence category:

1. Under radar separation, the

following minima apply for

arriving aircraft

2. Non-Radar separation for arriving aircraft following a Heavy (H) airplane:

• 2 mins if followed by Medium (M) airplane
•3 mins if followed by Light (L) airplane
 Flight Rules

There are two types of flight rules for aircraft, Visual Flight Rules (VFR) or Instrument Flight Rules
(IFR). As per OM-A, all EgyptAir Flights are dispatched as IFR flights, as well as most jet aircrafts in
general. However, it is advisable to fly visual approaches whenever weather allows, as it contributes to
fuel savings.

Per Egyptair Policy, upon requesting a visual approach, pilots should be:

1. Within 25NM from the field, and

2. Have the field insight.

Pilots under IFR flights shall not be flying below the minimum flight altitude established by the
relevant State. However, if such minimum altitude hasn’t been established, pilots should ensure:
3. 2,000ft vertical separation above highest obstacle within 8 km of the aircraft when flying over high
terrain or in mountainous areas
4. At least 1,000ft vertical separation above highest obstacle within 8 km of the aircraft when flying
elsewhere (non-mountainous nor high areas)
 Position Reports

Pilots are sometimes requested along their route to give position reports, some of which are of
periodical nature, and others are in reaction to certain circumstances (like hazardous weather). Pilots
should adhere to periodical position reports whenever required by ATS units (in Africa on 126.9), and
this report consists of the following:
1. Aircraft Identification

2. Position

3. Time

4. FL or Altitude, including passing level and cleared level, if not maintaining cleared level

5. Next position and time over

“EGYPTAIR 841 position NABED time 11:00, passing FL210 climbing FL270, estimating position SEMRU time 11:10”

Also, cases that require a special air report are severe turbulence/icing/mountain wave, thunderstorms,
heavy dust/sand storm, and volcanic ash cloud/activity.
“EGYPTAIR 845 position METRU reporting moderate to severe turbulence at FL360”
 Traffic Information

Sometimes, ATC will alert pilots with traffic that would be flying near them. In other cases,
pilots are elected to do their own traffic information reports (ex: TIBA) in areas where no
radar separation services are provided (ex: Class D with VFR flights).

ATC Traffic Information reports will always include the following information:

1. Direction of flight of aircraft concerned

2. Type and wake turbulence category (if relevant) of aircraft concerned

3. Cruising Level and (estimated time over point, or bearing in terms of 12-hour
clock/distance, or actual/estimated position)
“Egyptair 845, be advised, you have crossing traffic Boeing 737 Medium, same FL, 11 o’clock, 10NM, moving from left
to right”
Inadvertent Changes

Sometimes pilots are unable to comply with ATC clearances or the flight plan; in these
events, the pilots must report the deviation to ATC as soon as practicable:

1. Deviation from Track  whenever aircraft deviates from track (ex: to avoid weather),
pilots should take necessary actions to regain its original track and report the deviation
to ATC

2. Change in time estimate  when there is a variance in time in excess of +/- 3 minutes
from the next applicable reporting point, pilots must inform ATS units with a revised
time estimate
Emergency

Distress Frequency: VHF: 121.5 MHz

HF: 500 kHz, 2182, 8364

Distress Phase: distressed traffic should announce the distress signal “MAYDAY”, preferably 3
times, to alert the ATC that the aircraft requires immediate assistance (ex: emergency descent), and
ATC gives that aircraft absolute priority over other traffic. Other traffic should keep frequency clear
until instructed otherwise by ATC.

Urgency Phase: lower priority than distress, when the aircraft is undergoing difficulties, but doesn’t
require immediate assistance (ex: passenger medical issue), the traffic should announce the urgency
signal “PAN PAN”, also preferably said 3 times (“PAN PAN, PAN PAN, PAN PAN). ATC renders
aircraft immediate assistance and gives priority over any other traffic, except ones in distressed.
Emergency Descent

In case of sudden decompression, or any situation requiring emergency descent, the aircraft shall,
if able:

1. Initiate a turn away from assigned route or track before commencing descent

2. Advise appropriate ATC unit as soon as possible of the emergency descent

3. Set transponder code to 7700

4. Turn on all exterior lights

5. Watch for conflicting traffic both visually and by reference to ACAS (TCAS) if equipped, and

6. Coordinate its further intentions with appropriate ATC unit

Important: In all cases, aircraft shall not descend below lowest published minimum altitude which
provides a minimum vertical clearance of 1,000ft (2,000ft in mountainous) above highest obstacles in
area.

If an in-flight emergency occurs, PIC should inform ATC of any dangerous goods on board.
 Standard Communication

There is a standard terminology for

communications between ATC and pilots,
some of which are displayed in this table

Always remember:
• Don’t rush a read-back clearance, and
wait until you hear the full clearance.
• Communication should be short/brief.
• Read back the clearance, not the
unnecessary information (ex: R/W wind)
• Do not interrupt any other
communication unless you are in an
emergency and require immediate action
Thank You!