DGAC Bolivia Air Traffic Controller (CTA) cheat sheet

Bolivia's civil aviation authority is the Dirección General de Aeronáutica Civil (DGAC); its regulatory framework is based on ICAO Annexes and the Ley de Aeronáutica Civil (Ley 2902 of 2004).

DGAC Bolivia AIP (Publicación de Información Aeronáutica) is the authoritative source for national airspace rules, routes, and aerodrome data; amendments are issued via AIP Supplements and NOTAM.

ICAO Annex 2 (Rules of the Air) applies in Bolivian airspace; Annex 11 (Air Traffic Services) governs ATS provision; Annex 1 sets controller licensing requirements.

DGAC controller licences and ratings follow ICAO Annex 1 standards; ratings include Aerodrome Control, Approach Control Procedural, Approach Control Surveillance, Area Control Procedural, and Area Control Surveillance.

Rules of the air: aircraft must comply with ICAO Annex 2 right-of-way rules; the aircraft with right-of-way maintains heading and speed, and others give way.

Bolivian controlled airspace classes are published in the AIP; Class A airspace is IFR only; Class C and D airspace permit VFR with specific clearance and equipment requirements.

DGAC requires occurrence reporting (notificación de sucesos) for incidents and accidents per national regulation; controllers must report losses of separation and runway incursions.

Air law liability: DGAC enforces sanctions for violations of the Ley de Aeronáutica Civil; controllers are subject to administrative and disciplinary procedures for regulatory breaches.

ATS comprises three services: air traffic control (ATC), flight information service (FIS), and alerting service (ALRS); ATC includes area, approach, and aerodrome control.

Clearances must contain: aircraft identification, clearance limit, route, level, and any special instructions; the read-back requirement applies to clearances and safety-related instructions.

The controller must ensure separation between all IFR flights in controlled airspace and between IFR and VFR flights in Classes B, C, and D airspace.

Transfer of control: responsibility passes when the receiving unit accepts; the transferring controller must provide all relevant flight data and coordinate before handoff.

Flight information service includes SIGMET, AIRMET, NOTAM, weather, and traffic information; alerting service is initiated when an aircraft is in distress or overdue.

ATS surveillance: radar identification must be established using approved methods (e.g., turn, squawk, position report correlation) before applying surveillance separation.

Coordination between ATS units uses direct speech lines, message handling systems (AFTN), or other approved means; coordination must be recorded and timely.

Emergency procedures: controllers declare an emergency when in doubt, provide priority, inform the supervisor, and notify rescue coordination centre (RCC) as required.

Bolivian airspace includes FIR (Flight Information Region) boundaries, control areas (CTA), control zones (CTR), terminal manoeuvring areas (TMA), and airways (ATS routes).

FIR La Paz (SLLP) and FIR Santa Cruz (SLSC) are the principal flight information regions; their boundaries and vertical limits are published in the AIP.

Control zones (CTR) extend from the surface to a specified upper limit, typically around aerodromes with instrument approach procedures; entry requires ATC clearance.

Control areas (CTA) are established above specified lower limits, often 200 ft AGL or higher, and contain airways and terminal areas.

Special use airspace includes prohibited, restricted, and danger areas; controllers must ensure aircraft avoid active restricted areas unless cleared by the controlling authority.

Airspace classes in Bolivia follow ICAO Annex 11: Class A (IFR only), Class C (IFR and VFR with clearance), Class D (IFR and VFR with clearance), Class G (uncontrolled).

ATS routes are designated with identifiers (e.g., A, B, G, R, W) and are published with track, distance, and minimum en-route altitude (MEA).

Reduced vertical separation minimum (RVSM) airspace is established between FL290 and FL410; aircraft must be RVSM-approved and controllers apply 1,000 ft separation.

ATS routes are classified as airways (controlled), advisory routes, and unclassified routes; airway designators use letters (A, B, G, R, W) followed by numbers.

Airway navigation performance: RNAV routes require specific navigation specifications (e.g., RNAV 5, RNAV 10); controllers must verify aircraft approval before clearing on RNAV routes.

Minimum en-route altitude (MEA) is the lowest altitude providing required obstacle clearance and navigation signal coverage; published on charts.

Route spacing and separation: controllers apply lateral, longitudinal, or vertical separation; on parallel airways, lateral separation may be based on distance between centrelines.

ATS route classification affects services provided: controlled routes receive ATC; advisory routes provide flight information and traffic advisory only.

Waypoints are named with five-letter codes (e.g., ALPHA, BRAVO) or fix names; significant points include VOR, NDB, and RNAV waypoints.

Route changes require coordination and a new clearance; the controller must ensure the aircraft can comply with the new route and altitude before issuing.

Airways crossing or joining: controllers must ensure vertical or lateral separation before clearing an aircraft to cross or join an airway.

IFR flights require a flight plan (FPL) filed with ATS before departure; the flight plan includes aircraft identification, type, wake category, route, level, and destination.

VFR flights in controlled airspace require ATC clearance; VFR minima in Bolivia follow ICAO Annex 2: 5 km visibility and 1,000 ft vertical, 2,000 ft horizontal distance from cloud in Class C/D.

Special VFR (SVFR) may be authorized in control zones when weather is below VFR minima; clearance requires pilot request and ATC approval, with separation from IFR traffic.

Flight plan changes: pilots must request amendments for route, level, or time changes; controllers update the flight data and coordinate with adjacent units.

IFR clearances include the phrase "cleared to [destination] via [route]" and must include the initial level and any altitude restrictions.

VFR flight plan handling: VFR flights may file flight plans for FIS and alerting; in controlled airspace, the flight plan supports clearance and separation.

Flight plan suspension and activation: a flight plan is activated when the aircraft departs and suspended when it lands; controllers must ensure accurate status.

IFR/VFR mixed operations: controllers must provide separation between IFR and VFR flights in Classes B, C, and D; in Class D, VFR flights receive traffic information and safety alerts.

Vertical separation: 1,000 ft between FL290 and FL410 (RVSM), 2,000 ft above FL410 and below FL290; controllers must verify correct altimeter setting.

Lateral separation: aircraft on different airways or routes with specified minimum distance between centrelines; or aircraft on same route with distance-based separation using navigation aids.

Longitudinal separation: time-based (e.g., 10 minutes) or distance-based (e.g., 10 NM) using radar or RNAV; must be applied along the same track.

Radar separation: minimum 5 NM between identified aircraft, or 3 NM in terminal areas where approved; wake turbulence separation may require greater distances.

Procedural separation: used when radar is not available; includes vertical, lateral, and longitudinal separation based on position reports and time.

Separation for crossing tracks: vertical separation is preferred; if not possible, ensure lateral or longitudinal separation before crossing.

Speed control: controllers may assign speeds to maintain separation; must consider aircraft performance and wake turbulence.

Separation infringements: controllers must take immediate action to restore separation, inform the supervisor, and file an occurrence report.

Aerodrome control provides clearances for takeoff, landing, and taxi; must ensure runway separation and manage traffic in the aerodrome traffic circuit.

Runway separation: apply minima based on aircraft categories (e.g., 1 minute for light aircraft, 2 minutes for heavy) and wake turbulence rules.

Approach control provides clearance for instrument approaches; must ensure separation between arriving and departing aircraft and sequence arrivals.

Instrument approach procedures (IAP) include ILS, VOR, NDB, and RNAV; controllers must issue clearance to approach and monitor progress.

Missed approach procedures: controllers must issue missed approach instructions if required and provide separation from other traffic.

Aerodrome traffic circuit: VFR aircraft join downwind, base, and final; controllers issue sequence and traffic information.

Surface movement: ground control manages taxiing; must issue taxi clearances with route and hold short instructions; runway crossings require explicit clearance.

Approach sequence: controllers use speed control, holding, and vectoring to establish sequence; must consider wake turbulence separation.

METAR/SPECI report surface weather: wind, visibility, runway visual range (RVR), weather phenomena, cloud, temperature, dew point, and QNH.

TAF is a forecast for aerodrome; controllers must monitor TAF for significant changes (TEMPO, BECMG) and issue SIGMET for hazardous weather.

SIGMET informs of severe turbulence, icing, volcanic ash, and tropical cyclones; controllers must relay SIGMET to affected flights.

Wind shear and microburst: controllers must warn pilots of reported wind shear; go-around may be required.

Low visibility procedures (LVP): implemented when RVR falls below specified minima; require reduced runway separation and additional lighting.

Thunderstorms: avoid vectoring aircraft into cumulonimbus; provide traffic information and suggest deviations.

Altimeter setting: QNH is used for altitude above mean sea level; QFE for height above aerodrome; controllers must ensure correct setting.

Icing and turbulence: report to pilots and include in SIGMET/AIRMET; controllers may suggest altitude changes.

Ground-based navigation aids: VOR (VHF omnidirectional range), DME (distance measuring equipment), NDB (non-directional beacon), and ILS (instrument landing system).

RNAV (area navigation) allows aircraft to fly on any desired path within coverage of navigation aids or GNSS; RNAV specifications include RNAV 5, RNAV 1, RNAV 10.

RNP (required navigation performance) includes on-board performance monitoring and alerting; RNP AR approaches require special approval.

GNSS (global navigation satellite system) provides navigation for RNAV/RNP; controllers must be aware of possible signal degradation.

Waypoints: fly-by and fly-over waypoints; RNAV routes use fly-by waypoints for smooth transitions.

Navigation performance: controllers must verify aircraft navigation capability before clearing on RNAV/RNP routes.

ILS categories: CAT I (decision height 200 ft), CAT II (100 ft), CAT III (below 100 ft or no decision height); controllers must ensure ILS critical areas are protected.

Inertial navigation systems (INS) and flight management systems (FMS) are used for long-range navigation; controllers should know aircraft capabilities.

Primary surveillance radar (PSR) provides position only; secondary surveillance radar (SSR) provides position, identity, and altitude via transponder replies.

SSR modes: Mode A (identity), Mode C (altitude), Mode S (selective addressing, data link); controllers use Mode S for enhanced surveillance.

ADS-B (automatic dependent surveillance – broadcast) provides position and other data; controllers may use ADS-B for surveillance separation if approved.

Communication systems: VHF air-ground (118-137 MHz), HF for long-range, and direct speech lines between ATS units; AFTN for message handling.

Navigation aids: VOR, DME, NDB, ILS, and GNSS; controllers must know coverage and limitations.

Surveillance data processing: radar tracks are correlated with flight plans; controllers must monitor for identification and label accuracy.

Transponder code management: discrete codes assigned to IFR flights; emergency codes (7500, 7600, 7700) must be recognized and acted upon.

CNS failure procedures: controllers must revert to procedural separation if radar/communication fails; inform supervisor and adjacent units.

Aircraft categories based on approach speed (Vat): Category A (<91 kt), B (91-120), C (121-140), D (141-165), E (166-210).

Wake turbulence categories: Light (L, MTOW ≤ 7,000 kg), Medium (M, 7,000-136,000 kg), Heavy (H, >136,000 kg), Super (J, A380).

Climb performance: controllers must consider aircraft climb rate when issuing altitude clearances; heavy aircraft may require longer to climb.

Descent planning: controllers use 3:1 rule (3 NM per 1,000 ft) for descent; must consider aircraft speed and configuration.

Speed control: aircraft have minimum and maximum speeds; controllers must not assign speeds below minimum clean speed or above Vmo/Mmo.

Holding: controllers must consider aircraft performance and fuel; holding speed and altitude restrictions apply.

Takeoff performance: controllers must consider runway length, weight, and weather; issue clearances accordingly.

Aircraft performance affects separation: faster aircraft may overtake slower; controllers must apply speed control or vectoring.

Wake turbulence is generated by wingtip vortices; strongest when aircraft is heavy, clean, and slow (takeoff and landing).

Wake turbulence separation minima: apply time or distance based on leading and following aircraft weight categories.

ICAO wake categories: Light (L), Medium (M), Heavy (H), Super (J); separation increases with heavier leading aircraft.

Departure separation: following aircraft must wait specified time (e.g., 2 minutes for light behind heavy) or distance.

Arrival separation: following aircraft must maintain specified distance (e.g., 5 NM for medium behind heavy) on final approach.

Intersection takeoffs: require increased separation due to reduced runway length and wake turbulence.

Wind conditions: light wind and calm conditions increase wake persistence; controllers must warn pilots.

Helicopters generate wake turbulence; controllers must apply separation between helicopters and fixed-wing aircraft.

Standard phraseology is prescribed in ICAO Doc 9432 (Manual of Radiotelephony); controllers must use standard phrases to avoid misunderstanding.

Read-back requirement: pilots must read back clearances, runway assignments, altimeter settings, and hold short instructions.

Call sign use: full call sign on initial contact; abbreviated call sign may be used after established.

Coordination between ATS units: use direct speech or AFTN; include aircraft identification, position, level, and clearance.

Transfer of control: the transferring controller must obtain approval before handoff; the receiving controller must accept responsibility.

Emergency communications: use "MAYDAY" for distress, "PAN PAN" for urgency; controllers must acknowledge and provide assistance.

Communication failure: if radio contact lost, controllers must apply communication failure procedures (e.g., assume aircraft continues per flight plan).

Phraseology for altitude: "climb to and maintain", "descend to", "maintain"; use "FL" for flight levels, "feet" for altitudes.