IFR and ATC Procedures in the Manila FIR
What this domain tests
This section checks whether you can operate legally and predictably inside the Manila FIR (RPHI) under IFR: reading back clearances, accepting the correct level, making the required reports, and handling a radio failure.
The clearance is a contract
A clearance is an authorisation, not advice. Read back every altitude, heading, speed, frequency and runway instruction, and always read back hold-short and line-up instructions in full. Brief with CRAFT: Clearance limit, Route, Altitude, Frequency, Transponder. "Standby" is not a clearance; never act on it.
Levels, airspace and separation
Manila Area Control Centre handles IFR traffic en route; Approach and Tower take over in the terminal area. Above the transition altitude you fly standard (QNE) levels using the semi-circular rule on magnetic track: 000–179° odd thousands, 180–359° even thousands. RVSM applies from FL290 to FL410, so the step is 1,000 ft, not 2,000 ft. Below the transition altitude fly QNH altitudes; confirm the published transition altitude for each aerodrome in the AIP Philippines ENR section rather than assuming.
Reports and lost communications
Report at compulsory reporting points, on reaching a new level, and whenever you deviate. If radios fail, squawk 7600, continue on the last assigned route and level, maintain the last assigned level for the specified period, then climb to the minimum safe altitude and follow the published lost-communication procedure for that route.
Worked example
Assigned cruise: FL340 requested, magnetic track 275°. Track 275° falls in the 180–359° band, so even thousands apply; under RVSM both FL320 and FL340 are valid even levels, and FL340 satisfies the rule. If the aircraft were tracking 095° you would need FL330 or FL350.
Traps
Mixing true and magnetic track when choosing a level; applying a 2,000 ft step above FL290; treating a conditional clearance ("after the departing traffic") as immediately valid; omitting the readback of a hold-short instruction.