Rules of the Air
by Capt. Pankaj Pahil
📖 Rules of the Air
📋 Table of Contents
These rules apply to:
- All aircraft flying over Indian Territory
- Aircraft bearing Indian nationality and registration marks, wherever they may be — to the extent that they do not conflict with rules published by the State having jurisdiction over the territory overflown.
For flights over the high seas where a Contracting State has accepted responsibility for providing ATS (pursuant to a regional air navigation agreement), the "appropriate ATS authority" is the authority designated by that State.
The operation of an aircraft — either in flight or on the movement area of an aerodrome — shall be in compliance with:
- The General Rules, and in addition when in flight, either:
- a) The Visual Flight Rules (VFR), or
- b) The Instrument Flight Rules (IFR).
The Pilot-in-Command (PIC) of an aircraft shall, whether manipulating the controls or not, be responsible for the operation of the aircraft in accordance with the rules of the air.
Exception: The PIC may depart from these rules in circumstances that render such departure absolutely necessary in the interests of safety.
Before beginning a flight, the PIC shall become familiar with all available information appropriate to the intended operation.
For flights away from the vicinity of an aerodrome, and for all IFR flights, pre-flight action shall include:
- A careful study of available current weather reports and forecasts
- Taking into consideration fuel requirements
- An alternative course of action if the flight cannot be completed as planned
The PIC of an aircraft shall have final authority as to the disposition of the aircraft while in command.
No person whose function is critical to the safety of aviation (safety-sensitive personnel) shall undertake that function while under the influence of any psychoactive substance, by reason of which human performance is impaired.
No such person shall engage in any kind of problematic use of substances.
An aircraft shall NOT be operated in a negligent or reckless manner so as to endanger life or property of others.
Except when necessary for take-off or landing, or except by permission from the Director General, aircraft shall NOT be flown over:
- The congested areas of cities, towns or settlements
- Over an open-air assembly of persons
…unless at such a height as will permit, in the event of an emergency arising, a landing to be made without undue hazard to persons or property on the surface.
| Area | Minimum Height AGL |
|---|---|
| Over congested areas / cities / towns or open-air assembly — within 600m radius of aircraft | 300 m (1,000 ft) above the highest obstacle |
| Elsewhere (outside congested areas) | 150 m (500 ft) above ground or water |
The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of:
- a) Flight levels — for flights at or above the lowest usable flight level or, where applicable, above the transition altitude
- b) Altitudes — for flights below the lowest usable flight level or, where applicable, at or below the transition altitude
Simply put: above transition altitude = use Flight Levels (QNE). At or below transition altitude = use Altitude (QNH). The Semicircular Rule determines which FL/altitude to select based on your magnetic track. See Section 27 for the full Cruising Levels table.
Nothing shall be dropped or sprayed from an aircraft in flight except under conditions prescribed in Rule 26 of the Aircraft Rules, 1937 and as indicated by relevant information, advice and/or clearance from the appropriate ATS unit.
No aircraft shall be towed by another aircraft.
Objects other than aircraft shall be towed by an aircraft, in accordance with requirements prescribed by the Director General and as indicated by relevant ATS information/clearance.
⚠ Towing of Aircraft is NOT permitted in India.
No person shall, except in an emergency, descend by means of a parachute from an aircraft, and no person shall drop or cause to be dropped from an aircraft in flight any article, whether attached to a parachute or not, unless:
- The descent/drop is made in accordance with conditions or limitations in general or special order of the Central Government in writing (Rule 26 of Aircraft Rules, 1937).
⚠ Parachute descent NOT allowed in normal conditions in India.
- a) It shall be flown by a licensed pilot, or if by a person qualifying for a licence, they must be accompanied by a licensed pilot instructor
- b) If passengers are carried, their previous consent in writing must be obtained
- c) The pilot must satisfy himself that every person carried is properly secured by safety belts
- d) Aerobatics shall be commenced at such a height to permit completion of the manoeuvre at a height of not less than 600 metres (2,000 ft) above the ground, or such higher height as specified in the Certificate of Airworthiness for aircraft in the aerobatic category.
- So as to constitute a hazard to air traffic
- In the vicinity of an aerodrome at a distance of less than 2 NM from the nearest point of the perimeter, unless flown at a height greater than 1,800 m (6,000 ft)
- When flying over any city, town, village, populous area, or over any meeting/games/sports/public assembly — except where a written request has been made to the Director General by the promoters of such meeting.
No civil aircraft shall be flown in formation in India.
Aircraft shall not be flown in formation except by pre-arrangement among pilots-in-command. For formation flight in controlled airspace, it must be in accordance with conditions prescribed by the appropriate ATS authority, which shall include:
- a) The formation operates as a single aircraft with regard to navigation and position reporting
- b) Separation between aircraft is the responsibility of the flight leader and other PICs, including during transition when aircraft are manoeuvring, join-up, and breakaway
- c) Each aircraft shall maintain a distance not exceeding 1 km (0.5 NM) laterally and longitudinally and 30 m (100 ft) vertically from the flight leader
Nothing in these rules shall relieve the PIC of an aircraft from the responsibility of taking such action, including collision avoidance manoeuvres based on Resolution Advisories (RA) provided by ACAS equipment, as well as to avert collision.
An aircraft shall NOT be operated in such proximity to other aircraft as to create a collision hazard.
The aircraft that has the right-of-way shall maintain its heading and speed.
An aircraft obliged to keep out of the way shall avoid passing over, under or in front of the other, unless it passes well clear and takes into account the effect of aircraft wake turbulence.
At top = highest priority; power-driven heavier-than-air aircraft gives way to airships, gliders & balloons
| Situation | Rule | Key Point |
|---|---|---|
| Approaching Head-On | Each shall alter heading to the RIGHT | Both aircraft turn right simultaneously |
| Converging (same level) | Aircraft that has the other on its RIGHT shall give way | Except: Power-driven gives way to airships/gliders/balloons; Airships give way to gliders/balloons; Gliders give way to balloons; Power-driven gives way to aircraft towing objects |
| Overtaking | Overtaking aircraft keeps out of way by altering heading to the RIGHT | Overtaking aircraft = approaches from rear at angle <70° to plane of symmetry. Being overtaken = RIGHT OF WAY regardless of climbing, descending or level flight |
| Landing (general) | Aircraft in flight or on ground/water gives way to aircraft landing or in final approach | When two aircraft approaching to land — lower one has priority. But lower one cannot cut in front of another in final approach |
| Landing (multiple aircraft) | Aircraft at higher level gives way to aircraft at lower level | Power-driven heavier-than-air gives way to gliders; lower aircraft cannot abuse this rule |
| Emergency Landing | An aircraft aware that another is compelled to land shall give way to that aircraft | Absolute priority in emergencies |
| Taking Off | Aircraft taxiing gives way to aircraft taking off or about to take off | Taxiing aircraft yields to aircraft on takeoff roll |
An overtaking aircraft is one approaching another from the rear on a line forming an angle of less than 70° with the plane of symmetry of the latter — i.e., positioned such that at night it cannot see either the port (left) OR starboard (right) navigation lights of the other aircraft.
Once overtaking, no subsequent change in relative positions absolves the overtaking aircraft from this obligation until it is entirely past and clear.
In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome:
- a) Head-on approach: Each shall stop or, where practicable, alter course to the RIGHT so as to keep well clear
- b) Converging course: The one which has the other on its right shall give way
- c) Overtaking: Aircraft being overtaken has right-of-way; overtaking aircraft shall keep well clear
An aircraft taxiing on the manoeuvring area shall STOP AND HOLD at all runway holding positions unless otherwise authorised by the aerodrome control tower.
An aircraft taxiing on the manoeuvring area shall STOP AND HOLD at all lighted stop bars and may proceed further ONLY when the lights are switched off.
From sunset to sunrise (or during any other period prescribed by the Director General), all aircraft in flight shall display:
- a) Anti-collision lights — intended to attract attention to the aircraft
- b) Navigation lights — intended to indicate the relative path of the aircraft to an observer
Other lights shall NOT be displayed if they are likely to be mistaken for navigation lights.
- a) All aircraft moving on the movement area shall display navigation lights
- b) Unless stationary and otherwise adequately illuminated, all aircraft on the movement area shall display lights indicating the extremities of their structure
- c) All aircraft operating on the movement area shall display lights to attract attention
- d) All aircraft on the movement area whose engines are running shall display lights which indicate that fact
- All aircraft in flight and fitted with anti-collision lights shall display such lights also outside the period specified (sunset to sunrise)
- All aircraft operating on the movement area of an aerodrome and fitted with anti-collision lights shall also display such lights outside the specified period
A pilot shall be permitted to switch off or reduce the intensity of any flashing lights if they:
- a) Adversely affect the satisfactory performance of duties, or
- b) Subject an outside observer to harmful dazzle
An aircraft shall NOT be flown under simulated instrument flight conditions UNLESS:
- a) Fully functioning dual controls are installed in the aircraft, AND
- b) A qualified pilot occupies a control seat to act as safety pilot for the person flying under simulated instrument conditions.
The safety pilot shall have adequate vision forward and to each side of the aircraft, OR a competent observer in communication with the safety pilot shall occupy a position from which the observer's field of vision adequately supplements that of the safety pilot.
An aircraft operated on or in the vicinity of an aerodrome shall, whether or not within an aerodrome traffic zone:
- a) Observe other aerodrome traffic for the purpose of avoiding collision
- b) Conform with or avoid the pattern of traffic formed by other aircraft in operation
- c) Make all turns to the LEFT when approaching for a landing and after taking off, unless otherwise instructed
- d) Land and take off into the wind unless safety, runway configuration, or air traffic considerations determine a different direction is preferable
The PIC shall also:
- a) Maintain a continuous listening watch on the appropriate radio frequency of the aerodrome control tower (unless under approach control service or not possible, in which case keep a watch for visual signals)
- b) Obtain either by radio or visual signals prior authorisation for any manoeuvre preparatory to or associated with taxiing, landing, or take-off
A flight plan shall be submitted prior to operating (exceptions for nano/micro RPA below 50 ft/200 ft AGL in uncontrolled airspace/enclosed premises):
- a) Any flight or portion thereof to be provided with air traffic control service
- b) Any IFR flight within advisory airspace
- c) Any flight within or into designated areas or along designated routes when required by the ATS authority for flight information, alerting, and search & rescue services
- d) Any flight within or into designated areas or along designated routes requiring co-ordination with military units or ATS units in adjacent States (to avoid interception)
- e) Any flight across International borders
| Type | Submission Time |
|---|---|
| Standard intended flights | At least 3 hours (180 minutes) before EOBT, but not earlier than 120 hours (5 days) before EOBT |
| RPA (Remotely Piloted Aircraft) | At least 24 hours before estimated time of departure |
| Delay of 15 minutes or more (previously filed FP) | PIC or representative must notify ATC of revised ETD; amend FP or file new FP and cancel old one |
Whatever the purpose for which it is submitted, a flight plan shall contain information as applicable on relevant items up to and including "Alternate aerodrome(s)" regarding the whole route or the portion thereof for which the flight plan is submitted.
An operator shall, prior to departure, ensure that where the flight is intended to operate on a route or in an area where an RNP/RVSM/RCP/RSP type specification is prescribed, the aircraft has an appropriate approval and that all conditions applying to that approval will be satisfied.
| Flight Type | When to Report Changes |
|---|---|
| IFR flight OR VFR flight operated as controlled flight | As soon as practicable to the appropriate ATS unit |
| Other VFR flights | Significant changes shall be reported as soon as practicable |
| Fuel endurance or number of persons on board (if incorrect at departure) | Constitutes a significant change — must be reported |
Unless otherwise prescribed by the appropriate ATS authority, a report of arrival shall be made in person, by radiotelephony or via data link at the earliest possible moment after landing, to the appropriate ATS unit at the arrival aerodrome, by any flight for which a flight plan has been submitted covering the entire flight or the remaining portion of a flight to the destination aerodrome.
- Co-ordinated Universal Time (UTC) shall be used and expressed in hours and minutes (and when required, seconds) of the 24-hour day beginning at midnight
- A time check shall be obtained prior to operating a controlled flight and at such other times during the flight as may be necessary
- ATS unit clocks and time-recording devices shall be checked to ensure correct time to within ±30 seconds of UTC
- Wherever time is utilised in the application of data link communications, it shall be accurate to within 1 second of UTC
An ATC clearance shall be obtained prior to operating a controlled flight, or a portion of a flight as a controlled flight. Such clearance shall be requested through the submission of a flight plan to an ATC unit.
An aircraft shall adhere to the current flight plan or the applicable portion unless a request for a change has been made and clearance obtained from the appropriate ATC unit.
| Deviation Type | Required Action |
|---|---|
| Deviation from Track | Take action forthwith to adjust heading to regain track as soon as practicable |
| Deviation from ATC assigned Mach number/indicated airspeed | Inform appropriate ATS unit immediately |
| Deviation from Mach number / true airspeed — varies by ± Mach 0.02 or more, or ± 19 km/h (10 kt) TAS or more | Inform appropriate ATS unit |
| Change in Time Estimate — exceeds 2 minutes from notified time | Notify ATS unit as soon as possible (unless ADS-C is activated and serviceable in airspace where ADS-C services are provided) |
When ADS-C services are provided and ADS-C is activated, the ATSU shall be informed automatically via data link whenever changes occur beyond the threshold values stipulated by the ADS event contract.
| Type of Change | Information to Include in Request |
|---|---|
| Change of cruising level | Aircraft identification; requested new cruising level and Mach/TAS at this level; revised time estimates at subsequent reporting points or FIR boundaries |
| Change of Mach/TAS | Aircraft identification; requested Mach/TAS |
| Change of route (destination unchanged) | Aircraft identification; flight rules; description of new route including related FP data beginning with position from which change is to commence; revised time estimates; any other pertinent info |
| Change of route (destination changed) | Aircraft identification; flight rules; description of revised route to revised destination including related FP data; alternate aerodrome(s); any other pertinent info |
- a) Request an amended clearance to continue in VMC to destination or alternate, or to leave the airspace requiring ATC clearance
- b) If no clearance can be obtained, continue in VMC and notify ATC of the action being taken either to leave the airspace or to land at the nearest suitable aerodrome
- c) If operated within a control zone, request authorisation to operate as a Special VFR flight
- d) Request clearance to operate in accordance with IFR
Unless exempted, a controlled flight shall report to the ATS unit, as soon as possible, the time and level of passing each designated compulsory reporting point, together with any other required information. Position reports shall also be made in relation to additional points when requested.
An aircraft operated as a controlled flight shall maintain continuous air-ground voice communication watch on the appropriate channel and establish two-way communication as necessary with the appropriate ATC unit.
SELCAL or similar automatic signalling devices satisfy the requirement to maintain an air-ground voice communication watch.
The requirement for air-ground voice communication watch remains in effect after CPDLC has been established.
- a) Continue to fly in VMC, land at the nearest suitable aerodrome, and report arrival by the most expeditious means to the appropriate ATC unit
- b) If considered advisable, complete an IFR flight in accordance with the provisions below
| Step | Airspace | Action Required |
|---|---|---|
| a) | Non-radar airspace | Unless otherwise prescribed (regional air navigation agreement) — maintain last assigned speed and level, or minimum flight altitude if higher, for 20 minutes following the aircraft's failure to report over a compulsory reporting point, then adjust level and speed per filed flight plan |
| b) | Radar-provided airspace | Maintain last assigned speed and level, or minimum flight altitude if higher, for 7 minutes following: (1) time last assigned level/min altitude reached; OR (2) time transponder set to Code 7600; OR (3) aircraft's failure to report over compulsory reporting point — whichever is later. Then adjust per filed flight plan. |
| c) | Radar vectored / RNAV offset | Rejoin current flight plan route no later than the next significant point, taking into account applicable minimum flight altitude |
| d) | En-route | Proceed per current FP route to the appropriate designated navigation aid or fix serving the destination aerodrome, and hold over this aid until commencement of descent |
| e) | Approach | Commence descent from the nav aid/fix at expected approach time last received and acknowledged, or if no EAT received, at the estimated time of arrival from the current FP |
| f) | Approach | Complete a normal instrument approach procedure as specified for the designated nav aid or fix |
| g) | Landing | Land, if possible, within 30 minutes after the ETA specified in step (e) or the last acknowledged EAT, whichever is later |
| Altitude Band | Airspace Class | Flight Visibility | Distance from Cloud | |
|---|---|---|---|---|
| Horizontal | Vertical | |||
| At and above 3,050 m (10,000 ft) AMSL | A*** / BCDEFG | 8 km | 1,500 m | 300 m (1,000 ft) |
| Below 3,050 m (10,000 ft) AMSL and above 900 m (3,000 ft) AMSL, or above 300 m (1,000 ft) above terrain, whichever is higher | A*** / BCDEFG | 5 km | 1,500 m | 300 m (1,000 ft) |
| At and below 900 m (3,000 ft) AMSL, or 300 m (1,000 ft) above terrain, whichever is higher | A***BCDE | 5 km | 1,500 m | 300 m (1,000 ft) |
| F, G | 5 km** | Clear of cloud and with the surface in sight | ||
- Flight visibilities reduced to not less than 3,000 m may be permitted for flights operating: (1) at speeds giving adequate opportunity to observe other traffic/obstacles, or (2) in areas where encounter probability with other traffic is normally low
- Helicopters may be permitted to operate up to 1,500 m flight visibility at a speed giving adequate opportunity to observe other traffic/obstacles
- When so prescribed by the appropriate ATS authority: helicopters may operate up to 1,000 m flight visibility
Except when operating as a Special VFR flight, VFR flights shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in the VMC Table.
Except when a clearance is obtained from an ATC unit, VFR flights shall NOT take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or traffic pattern:
- a) When the ceiling is less than 450 m (1,500 ft), or
- b) When the ground visibility is less than 5 km
VFR flights shall be operated during the period from 20 minutes before sunrise to 20 minutes after sunset, except when exempted by ATC for local flights and training flights of flying club aircraft cleared by ATC.
- VFR flights shall NOT operate above FL 150
- VFR flights shall NOT operate at transonic and supersonic speeds
- VFR flights shall NOT operate more than 100 NM seaward from the shoreline within controlled airspace
Authorization for VFR flights to operate above FL 290 shall NOT be granted in areas where a vertical separation minimum of 300 m (1,000 ft) is applied above FL 290.
- a) When operated within Class B, C, and D airspace
- b) When forming part of aerodrome traffic at controlled aerodromes
- c) When operated as Special VFR flights
An aircraft operating VFR that wishes to change to IFR compliance shall:
- a) If a FP was submitted, communicate the necessary changes to be effected to its current flight plan, or
- b) When required, submit a FP to the appropriate ATS unit and obtain a clearance prior to proceeding IFR when in controlled airspace.
A VFR flight cleared by ATC to operate within a control zone in meteorological conditions below VMC, but following certain special provisions.
- a) When traffic conditions permit, Special VFR flights may be authorised subject to approval from the unit providing approach control service
- b) Requests shall be handled individually
- c) When ground visibility is not less than 1,500 metres, Special VFR flights may be authorised to enter a CTR for landing, take-off, depart, cross, or operate locally within a CTR
- d) Performance Class I and Class II helicopters may be authorised when ground visibility is not less than 1,000 metres
- e) Pilot is responsible for meeting criteria for performance class helicopters and shall state this in Field 18 of the flight plan and report on RTF to ATC
- f) Special VFR flights shall be operated ONLY by pilots holding:
- Instrument Rating (IR), or
- Assistant Flight Instructor (AFI) rating, or
- Flight Instructor (FI) rating
Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to be flown.
| Terrain Type | Minimum IFR Level | Obstacle Clearance Reference |
|---|---|---|
| High terrain or mountainous areas | 600 m (2,000 ft) above highest obstacle | Within 8 km of estimated position |
| All other areas | 300 m (1,000 ft) above highest obstacle | Within 8 km of estimated position |
An IFR flight in cruising flight in controlled airspace shall be flown at a cruising level, or if authorised for cruise climb, between two levels or above a level, selected from:
- a) The Tables of cruising levels, or
- b) A modified table for flight above FL 410, except that the correlation of levels to track shall not apply whenever otherwise indicated in ATC clearances or specified by ATS authority in AIPs.
An IFR flight operating in level cruising outside controlled airspace shall be flown at a cruising level appropriate to its track per:
- a) Tables of cruising levels, except when otherwise specified by appropriate ATS authority for flight at or below 900 m (3,000 ft) AMSL
- b) Modified table for flight above FL 410
An IFR flight operating outside controlled airspace but within or into areas or along routes designated by ATS authority shall maintain air-ground voice communication watch and establish two-way communication with the air traffic services unit providing flight information service.
An aircraft electing to change from IFR to VFR compliance shall, if a FP was submitted, notify the appropriate ATS unit specifically that the IFR flight is cancelled and communicate thereto the changes to be made to the current FP.
When an aircraft operating IFR encounters VMC, it shall NOT cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a reasonable period of time in uninterrupted VMC.
A flight performed between half an hour after sunset and half an hour before sunrise.
VFR flights are operated 20 minutes before sunrise to 20 minutes after sunset.
Night definition for IFR/general purposes: 30 min after sunset to 30 min before sunrise.
Aircraft electing to use the air traffic advisory service whilst operating IFR within specified advisory airspace are expected to comply with these provisions, except that flight plan changes are not subjected to clearances and that two-way communication will be maintained with the unit providing the air traffic advisory service.
The following signals, used either together or separately, mean that grave and imminent danger threatens, and immediate assistance is requested:
- a) Radiotelegraphy: SOS (· · · — — — · · ·) in Morse Code
- b) Radiotelephony: spoken word MAYDAY
- c) Distress message via data link transmitting intent of word MAYDAY
- d) Rockets or shells throwing red lights, fired one at a time at short intervals
- e) A parachute flare showing a red light
Type 1 — Aircraft has difficulties compelling it to land without requiring immediate assistance:
- a) Repeated switching on and off of the landing lights
- b) Repeated switching on and off of the navigation lights in such manner as to be distinct from flashing nav lights
Type 2 — Aircraft has a very urgent message concerning safety of a ship, aircraft, vehicle or person:
- a) Radiotelegraphy: XXX (— · · — — · · — — · · —)
- b) Radiotelephony: spoken words PAN, PAN
- c) Urgency message via data link transmitting intent of words PAN, PAN
| Signal | Words Used | Morse | Meaning |
|---|---|---|---|
| DISTRESS | MAYDAY MAYDAY MAYDAY | SOS · · · — — — · · · | Grave & imminent danger; immediate assistance needed |
| URGENCY | PAN PAN PAN PAN | XXX — · · — — · · — — · · — | Very urgent message / difficulties compelling land |
- a) Attempt to establish two-way communication via any available means, including emergency radio frequency 121.5 MHz (and if practicable, also on 243 MHz)
- b) If equipped with SSR transponder: select Mode A, Code 7700 (unless otherwise instructed by ATS unit)
- c) If equipped with ADS-B or ADS-C: select the appropriate emergency functionality, if available
| PHRASES FOR USE BY INTERCEPTING AIRCRAFT | PHRASES FOR USE BY INTERCEPTED AIRCRAFT | ||||
|---|---|---|---|---|---|
| Phrase | Pronunciation | Meaning | Phrase | Pronunciation | Meaning |
| CALL SIGN | KOL SA-IN | What is your call sign | CALL SIGN | KOL SA-IN | My call sign is ... |
| FOLLOW | FOL-LO | Follow me | WILCO | VILL-KO | Understood, will comply |
| DESCEND | DEE-SEND | Descend for landing | CAN NOT | KANN NOTT | Unable to comply |
| YOU LAND | YOU LAAND | Land at this aerodrome | REPEAT | REE-PEET | Repeat your instruction |
| PROCEED | PRO-SEED | You may proceed | AM LOST | AM LOSST | Position unknown |
| MAYDAY | MAYDAY | I am in distress | |||
| HIJACK | HI-JACK | I have been hijacked | |||
| LAND (place) | LAAND | I request to land at (place) | |||
| DESCEND | DEE-SEND | I require descent | |||
| Series | Intercepting Aircraft Signal | Meaning | Intercepted Aircraft Response | Meaning |
|---|---|---|---|---|
| 1 | DAY/NIGHT — Rocking aircraft + flashing nav lights at irregular intervals from position slightly above and ahead of, to the left of intercepted aircraft (or right if helicopter); slow level turn to left on desired heading | You have been intercepted. Follow me. | DAY/NIGHT — Rocking aircraft + flashing nav lights at irregular intervals, and following | Understood, will comply |
| 2 | DAY/NIGHT — Abrupt breakaway climb of 90° or more without crossing the line of flight of intercepted aircraft | You may proceed. | DAY/NIGHT — Rocking the aircraft | Understood, will comply |
| 3 | DAY/NIGHT — Lowering landing gear + showing steady landing lights + overflying runway in use | Land at this aerodrome. | DAY/NIGHT — Lowering landing gear + steady landing lights + following and landing if safe | Understood, will comply |
| 4 | (Response to Series 4 from intercepted aircraft) Raises landing gear + Series 1 signals = follow to alternate aerodrome; or Series 2 signals = release intercepted aircraft | DAY/NIGHT — Raising landing gear + flashing landing lights while passing over runway at 300–600m, continuing to circle runway | Aerodrome you have designated is inadequate | |
| 5 | Use Series 2 signals | Understood | DAY/NIGHT — Regular switching on/off all available lights but distinct from flashing lights | Cannot comply |
| 6 | Use Series 2 signals | Understood | DAY/NIGHT — Irregular flashing of all available lights | In distress |
By day and by night: a series of projectiles discharged from the ground at intervals of 10 seconds, each showing on bursting red and green lights or stars, indicate to an unauthorised aircraft that it is flying in or about to enter a restricted, prohibited, or danger area, and that it is to take such remedial action as may be necessary.
Air Defense Identification Zones (ADIZ) have been established for air defense clearance:
- ADIZ North, South, East, West, Central, and Sub-ADIZ South East
Except local flights within 5 NM radius centred at ARP and vertical limits of 1,000 ft AGL of an aerodrome: aircraft operating to, through, or within the ADIZ shall obtain Air Defense Clearance (ADC) before take-off, through the ATC concerned.
| ADC Rule | Details |
|---|---|
| ADC validity — Scheduled/RPL/FPL | (-) 15 minutes to (+) 45 minutes of EOBT |
| ADC validity — Non-scheduled domestic | (-) 15 minutes to (+) 3 hours of EOBT |
| ADC route validity | Valid for the entire route, irrespective of intermediate halts for flights originating in one ADIZ/FIR and transiting through other ADIZ/FIR |
| All flights entering Indian airspace | Shall obtain ADC before entering ADIZ from respective FIC, ten minutes prior to entering Indian airspace |
| Communication difficulty at departure | Aircraft with radio may take off with instructions to obtain ADC immediately after airborne from FIC concerned |
| Flying Club aircraft (no ATC at aerodrome) | May obtain ADC from nearest IAF ATC Unit; IAF ATC will advise FIC concerned |
| Same-day return flight | ADC can be issued for return flight also; however, a fresh ADC is required if delay exceeds 30 minutes from estimated departure time |
| Light Signal | Aircraft IN FLIGHT | Aircraft ON GROUND |
|---|---|---|
| 🟢 Steady GREEN | Cleared to LAND | Cleared for TAKEOFF |
| 🔴 Steady RED | Give way to other aircraft and continue circling | STOP |
| 🟢 Series of GREEN flashes | Return for landing* (clearances will be given in due course) | Cleared to TAXI |
| 🔴 Series of RED flashes | Aerodrome unsafe — DO NOT LAND | Taxi clear of landing area in use |
| ⬜ Series of WHITE flashes | Land at this aerodrome and proceed to apron* (clearances will be given in due course) | Return to starting point on the aerodrome |
| 🔴 Red PYROTECHNIC | Notwithstanding any previous instructions — DO NOT LAND for the time being | — |
| Aircraft State | Daylight | Hours of Darkness |
|---|---|---|
| In flight | Rock the wings | Flash on/off landing lights twice OR switch nav lights on/off twice |
| On the ground | Move ailerons or rudder | Flash on/off landing lights twice OR switch nav lights on/off twice |
Signal: Horizontal RED square panel with YELLOW diagonals (X pattern)
Meaning: Landings are prohibited and the prohibition is liable to be prolonged
Signal: Horizontal RED square panel with ONE yellow diagonal
Meaning: Owing to bad state of the manoeuvring area or for any other reason, special precautions must be observed in approaching to land or in landing
Signal: Horizontal WHITE DUMBBELL
Meaning: Aircraft are required to land, take off, and taxi on runways and taxiways only
Signal: White dumbbell with a BLACK BAR perpendicular to shaft across each circular portion
Meaning: Aircraft required to land and take off on runways only, but other manoeuvres need not be confined to runways and taxiways
Signal: Crosses of a single contrasting colour — WHITE or YELLOW — displayed horizontally on runways and taxiways
Meaning: Area unfit for movement of aircraft
Signal: Horizontal white or orange landing "T"
Meaning: Indicates direction to be used by aircraft for landing and take-off (parallel to shaft, towards cross arm). At night: illuminated or outlined in white lights.
Signal: A set of two digits displayed vertically at/near aerodrome control tower — Yellow background
Meaning: Indicates direction for takeoff, expressed in units of 10 degrees to the nearest 10 degrees of the magnetic compass
Example: "12" = 120° magnetic
Signal: Right-hand arrow of conspicuous colour displayed in signal area or horizontally at end of runway/strip in use
Meaning: Turns are to be made to the RIGHT before landing and after take-off
Signal: Letter "C" displayed vertically in BLACK against a YELLOW background
Meaning: Indicates the location of the air traffic services reporting office
Signal: Double white cross displayed horizontally in the signal area
Meaning: Aerodrome is being used by gliders and glider flights are being performed
- No person shall guide an aircraft unless trained, qualified and approved by DGCA to carry out the functions of a signalman
- The signalman shall wear a distinctive fluorescent identification vest
- Daylight: Fluorescent-coloured wands, table-tennis bats, or gloves shall be used
- Night / Low Visibility: Illuminated wands shall be used
- Engines are numbered from right to left from the signalman facing the aircraft (No. 1 = port outer engine)
- Signals marked (*) are designed for hovering helicopters
These are the minimum required signals for emergency communication between the ARFF incident commander/firefighters and the cockpit and/or cabin crews of the incident aircraft. Given from the left front side of the aircraft for the cockpit crew.
Brakes Engaged: Raise arm and hand, with fingers extended, horizontally in front of face, then clench fist.
Brakes Released: Raise arm, with fist clenched, horizontally in front of face, then extend fingers.
Insert Chocks: Arms extended, palms outwards, move hands inwards to cross in front of face.
Remove Chocks: Hands crossed in front of face, palms outwards, move arms outwards.
- CVSM (Conventional VSM) / Non-RVSM: General vertical separation minimum applied everywhere. Separation = 2,000 ft (same direction below FL290)
- RVSM (Reduced VSM): 300 m (1,000 ft) applied between FL 290 and FL 410 inclusive. RVSM is applied in Indian airspace per the table.
- In RVSM airspace (FL290–FL410): VFR flights are NOT allowed.
- Above RVSM airspace (>FL410): Separation doubles again.
| Airspace | Flight Level | Magnetic Track 000°–179° | Magnetic Track 180°–359° |
|---|---|---|---|
| CVSM (Non-RVSM) | Below FL290 | IFR: Odd (FL010, 030, 050...FL280) VFR: Odd + 500 ft (FL045, 065, 085...FL275) | IFR: Even (FL020, 040, 060...FL290-) VFR: Even + 500 ft (FL035, 055, 075...FL285) |
| RVSM (India) | FL290 to FL410 | IFR: Odd up to FL400, then FL430, 470... VFR: N/A | IFR: Even up to FL410, then FL450, 490... VFR: N/A |
| CVSM Above RVSM | Above FL410 | IFR: Odd(290, 330, 390, 430 etc.) VFR: Alternate Even | IFR: Odd(290, 330, 370, 410 etc.) VFR: Alternate Even |
| Navigation Light | Coverage Angle | Position | Night Right-of-Way Rule |
|---|---|---|---|
| 🔴 Red | 110° projected L + R of horizontal plane | Port (left) wing | If the light is NOT moving relative to you = risk of collision |
| 🟢 Green | 110° projected L + R of horizontal plane | Starboard (right) wing | |
| ⬜ White | 140° rearward (70° each side) | Tail |
| What You See (Not Moving) | Other Aircraft Position | Action Required |
|---|---|---|
| RED + GREEN together | Coming directly HEAD-ON at you | ⚠️ BOTH alter heading RIGHT |
| RED + WHITE | Moving from right to left (you see their port side) | Give way (you are on their right — converging rule) |
| GREEN + WHITE | Moving from left to right (you see their starboard side) | YOU HAVE RIGHT OF WAY |
| WHITE only | Flying away from you | Monitor; you may be overtaking |
| GREEN to GREEN | Passing port to port (safe) | Safe passage |
| RED to RED | Passing starboard to starboard (safe) | Safe passage |
| GREEN to RED | Crossing paths — unsafe | ⚠️ Collision risk — take action |
"If you see RED — you could be DEAD" — The red light is on the other aircraft's port (left) side. This means the other aircraft is crossing from your right to your left. Under converging rules, the one with the other on its RIGHT gives way — so that's YOU. Give way!
Navigation lights CANNOT be seen from the rear — white only means the aircraft is ahead of or flying away from you.
If the PIC cannot proceed to an aerodrome in accordance with the rules, he/she should attempt to continue flying on the assigned track and at the assigned cruising level at least until able to notify an ATS unit or until within radar or ADS-B coverage.
When an aircraft subjected to unlawful interference must depart from its assigned track or level without being able to make radiotelephony contact with ATS, the PIC should, whenever possible:
- a) Attempt to broadcast warnings on the VHF channel in use or the VHF emergency frequency, and other appropriate channels; use transponders and data links when advantageous
- b) Proceed in accordance with applicable special procedures for in-flight contingencies (Doc 7030 Regional Supplementary Procedures)
- c) If no regional procedures, proceed at a level which differs from the cruising levels normally used for IFR flight by:
- 1) 150 m (500 ft) in an area where a vertical separation minimum of 300 m (1,000 ft) is applied
- 2) 300 m (1,000 ft) in an area where a vertical separation minimum of 600 m (2,000 ft) is applied
- High-frequency exam topics: VMC minima table, cruising levels, RCF procedures, light gun signals, interception signals, right-of-way rules
- Numbers to memorise: acrobatics min height (600m/2000ft), RVSM range (FL290–FL410), RCF non-radar time (20 min), RCF radar time (7 min), special VFR min visibility (1500m fixed, 1000m helicopters)
- Watch for trick questions on VFR ceiling/visibility in control zones: ceiling <450m (1500ft) OR visibility <5km
| 1-A | 2-C | 3-A | 4-C | 5-B | 6-C | 7-C | 8-C | 9-A | 10-C | 11-B | 12-A | 13-A | 14-A |
| 15-A | 16-B | 17-A | 18-C | 19-B | 20-B | 21-C | 22-B | 23-B | 24-B | 25-C | 26-B | 27-A | 28-A |
| 29-A | 30-C | 31-C | 32-B | 33-C | 34-C | 35-A | 36-A | 37-B | 38-B | 39-B | 40-A | 41-B | 42-B |
| 43-B | 44-B | 45-B | 46-C | 47-B | 48-C | 49-C | 50-B | 51-A | 52-C | 53-B | 54-A | 55-B | 56-A |
| 57-B | 58-B | 59-C | 60-A | 61-A | 62-B | 63-A | 64-A | 65-B | 66-C | 67-C | 68-B | 69-B | 70-A |
| 71-C | 72-A | 73-B | 74-A | 75-B | 76-C | 77-B | 78-B | 79-B | 80-A | 81-C | 82-C | 83-B | 84-A |
| 85-B | 86-A | 87-A | 88-B | 89-B | 90-C | 91-A | 92-A | 93-C | 94-B | 95-A | 96-B | 97-C | 98-C |
| 99-B | 100-A | 101-A | 102-B | 103-C | 104-B | 105-A | 106-C | ||||||
Reinforce Chapter 3: Rules of the Air
Test your knowledge and practice actual exam questions for Air Regulations.