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AIR LAW - Compressed
AIR LAW - Compressed
SUMMARIES
AIR LAW
Alexandre Domínguez M.
2020
• The PIC has final authority over the • Approaching head-on – turn right • Default traffic pattern = Left-hand
operation of the aircraft ▪ If on the ground, they should stop • An aircraft shall:
• They must be familiar with all available and • Converging – aircraft on the left must give ▪ Observe other traffic
appropriate information (including weather) way (give way to aircraft on the right) ▪ Conform with or avoid the traffic pattern
• Laws can only be broken for safety ▪ Except if the aircraft has higher priority ▪ Land/take-off into wind
• Overtaking (<70°) – aircraft being
overtaken has priority
• Landing – Lowest landing aircraft has
• Aircraft shall not be operated in a negligent
priority over those in flight
or reckless manner that endangers life or • Aircraft Identification
▪ Powered heavier than air aircraft must
property • Type of Flight
however give way to gliders
• Cruising Levels are: ▪ I = IFR
▪ Emergency landings have highest priority
▪ Flight Levels above transition altitude ▪ V = VFR
• Aircraft must obey all lit stop bars and taxi-
▪ Altitudes below the transition level ▪ Y = IFR to VFR
holding positions
• Aircraft shall not be flown into ▪ Z = VFR to IFR
prohibited/restricted airspace • Type of Acft and Wake Turbulence Category
• Equipment
• Flashing lights may be turned off if they affect
• Departure Aerodrome and EOBT
performance of duties or cause dazzle
• Aircraft should not be operated in such • Cruising Speed, Level and Route
• Anti-collision lights should:
proximity to create a collision hazard • Destination Aerodrome, ETE and alternate(s)
▪ always be on (engine running)
• An aircraft with right of way will maintain • Fuel Endurance, POB, Emergency and
▪ show in all directions
heading and speed (though they must best Survival Equipment
▪ be red or
avoid collision) • See GSPRM ATC Section
• Navigation lights should:
• An aircraft obliged to give way should not ▪ be on at night when moving
pass over, under or ahead (unless well clear)
▪ be red (port) and green (starboard)
through 110° • A flight plan is required when:
▪ be at the rear through 140° ▪ Provided with an ATC service
1. Balloons 5. Rotorcraft ▪ IFR within advisory airspace
▪ Along designated routes when FIS,
2. Airships 6. Powered Lift
alerting and search and rescue is required
3. Gliders 7. Ornithopter • Requires dual controls and a qualified ▪ Into designated areas or across borders
4. Airplanes safety pilot/flight instructor • Must be submitted 60 minutes prior,
• A ‘competent observer’ does not count unless airborne (10 minutes)
• Must be closed after use
• Used for IFR flights operated regularly on When VFR, the pilot should: • Notify the appropriate ATSU that there is
the same day of consecutive weeks or at • Request an amended clearance or leave unlawful interference and of any significant
least 10 occasions controlled airspace circumstances or deviation from flight plan
• Maintain VMC and notify ATC
• Request Special VFR if in a CTR
• Cannot deviate from FPL unless requested • Request to operate IFR • Interception is a last resort
or under emergency • Visual signals should be used
• Deviations should be reported ASAP • Done to either identify the aircraft, return it
• For track errors, pilot should adjust heading • Controlled flight should report time and to its planned track or bring it to the ground
to regain track ASAP level at compulsory reporting points • This may not be practiced (on civil aircraft)
• Variations in TAS >5% or ETAs with • They must land somewhere safe
difference > 2 minutes must be reported • No weapons should be used (if possible)
• EOBT delay >30 minutes (controlled) or >60 - VMC - • Communicate on 121.5 MHz and squawk
minutes (uncontrolled) requires FPL to be • Land at the nearest airport and report 7700 (Mode A)
cancelled or amended ASAP to ATCU
- IMC -
• Maintain last assigned speed and level for: • CALL SIGN • DESCEND • PROCEED
• All times are in UTC ▪ ATC has no radar – 20 minutes • FOLLOW • YOU LAND
• Given in hours, minutes and seconds following failure to report at CRP
• A time check shall be obtained prior to ▪ ATC has radar –7 minutes following
operating a controlled flight either the last assigned level being
reached, squawking 7600 or not • CALL SIGN • REPEAT • HIJACK
• Must be accurate to ±1 second of UTC • AM LOST • DESCEND
reporting at a CRP, whichever occurs • WILCO
latest • CAN NOT • MAYDAY • LAND
• They should then:
▪ Adjust to speed & level in the flight plan
▪ Proceed to nav aid/fix at destination and • Rock Wings and Slow Turn – Follow Me
• Needed for controlled flights and ground
hold until descent • Abrupt Breakaway – Proceed
movements
▪ Descend at last acknowledged and • Lowers Landing Gear – Land Here
• PIC may request an amended clearance
received EAT (or ETA)
• ATC must be informed if leaving an ATS area
▪ Use a normal instrument approach
(except landing)
▪ Land within ±30 minutes of EAT/ETA
• Irregular Lights Flashing – Cannot Comply • 5km visibility • Identify Gate – Wands above head
• Regular Light Flashing – Mayday • 1,000ft vertical and 1500m horizontal • Proceed to Next – Wands in intended
• Will Land – Landing Gear Lowered separation from cloud direction
• Cannot Land Here – Landing Gear Lowered • Above 10,000ft, visibility must be 8km • Straight Ahead – Wands from sides to above
then Raised • In Class F/G airspace, visibility > 1500m and head
• Will Follow – Rock Wings and Flash Nav Lights Clear of Cloud and In Sight of Ground if • Turn Left/Right – Wands stationary in desired
below 3,000ft AMSL/1,000ft AGL direction
• Stop – Crossed above head
• Flight Visibility – Forward from the cockpit • Start Engine – Spinning wand
• Minimum IFR level is 1,000ft above highest • Cut Engine – Wand across throat
• Ground Visibility – At an aerodrome as
obstacle within 8km or 3,000ft AMSL • Slow Down – Patting gesture
reported by a qualified observer or automatic
• Raised to 2,000ft if in mountainous areas • Fire – Figure of 8 Motion
system
• Dispatch – Standard salute
• 5 crossbars
• 1, 2 and 3 light units on the centerline • Groups of lights that guide into the runway
• Unnecessary if only used in good visibility or
• <1600m between groups
other guidance is in place
• Curved or straight
• Row of lights on the extended centerline at
• Group >3 in a cluster or linear
60 or 30m intervals • Visual Approach Slope Indicators
• Flashing
• Crossbar lights up to 30m long, 300m from • Provided if turbojets use the runway, there is
the threshold inadequate/misleading visual guidance, there
are obstacles or bad weather/terrain
• 10m beside the edge line
• 60-120 flashes per minute
•
• Required when RVR <800m, used at night or • Recommended when RVR <350m • 0.3m inside the boundary, 6m spacing
for precision approaches • Placed on the side of the rapid exit • Yellow
• <3m from runway spaced <60m apart • Indication lights start 300m out (3) then
(<100m for non-instrument rwys) 200m (2) then 100m (1)
• , except for displaced thresholds • Required if RVR <550m with no stop bar or
• Last 600m or last 3rd may be yellow RVR 550-1200 if traffic density is heavy
• Normally Green • At sides of taxiways or across the taxiway
• Yellow/Green on a Taxiway – ILS Sensitive • Yellow, 30-60 cycles per minute
• Mandatory on non-instrument/non- Area
precision runways • Yellow/Green on a Runway – Rapid Exit
• Minimum 5 lights extending 10m outwards • May be offset <30cm • Required if RVR <350m
• Green • Intervals <30m (<60m if good weather) or • Adjacent to the marking
15m if RVR <350m • Either a red/green traffic light or a flashing
red light
• <3m from the runway
• 6m intervals for NPAs, 3m for precision • Blue
approaches • Up to 75° upwards • Low Intensity – Fixed Red Lights
• Medium Intensity – Flashing Red Lights
• High Intensity – Flashing Lights
• Required if edge lights are used • Required if RVR <350m ▪ Used when height >150m and must be
• Red • Green visible in the day
• Mobile Obstacles - Flashing Yellow Lights
• Service Vehicles should be yellow
• Required if RVR <350m
• Required for CAT II/III and RVR <400m
• 3m intervals, selectively switchable
• Uniformly offset up to 60cm
• Must have 3 taxiway centreline lights • Fixed obstacles marked with an orange flag
• Start to Last 900m –
beyond the bar
• Last 900-300m – and Red
• Last 300m – Red
• Category of aerodrome based on the longest
• Required if RVR <350m aircraft length and widest fuselage width
• 0.3m before the marking, 1.5m spacing • Vehicles marked red or yellowish green
• Red lights the length of the stopway <3m
• Yellow • Response time is ‘phone to foam’
away
• 2–3-minute response time necessary
6. Next Significant Point
• CTA – Controlled area extending upwards • 4,5 and 6 may be omitted if specified in
from a specified limit above the Earth regional air navigation agreements
• Pilot - “CANCELLING MY IFR FLIGHT” • 4 may be omitted if SSR Mode C equipped
• CTR – Controlled zone extending upwards
• Controller - “IFR FLIGHT CANCELLED AT TIME”
from the surface
• ATC will inform other ATS units on the flight
• ADA – Advisory Area
plan route of the changes
• ADR – Advisory Route • Contains meteorological info, including
• ADS – Automatic Dependent Surveillance – severe turbulence, severe icing, severe
Gives 4D position and additional info via mountain waves, thunderstorms, heavy
• Change at Transition Altitude when climbing
dust/sandstorms and volcanic activity
datalink
• Change at Transition Level when descending
• AFIS – Aerodrome Flight Information Service
• Transition Level set by ATS
• ATCRU – ATC Radar Unit
• Transition Altitude fixed and found on
• ETA:
charts or in AIP, usually >3,000ft
▪ IFR – Arrive overhead IAF
• Point to which a specific clearance is valid
▪ VFR – Arrive overhead aerodrome
• May be defined by a reporting point,
• Ceiling – Clouds cover more than ½ the sky
• QFE datum is the aerodrome elevation aerodrome or controlled airspace boundary
• Strayed Aircraft – Reports it is lost or
unless:
deviated from intended track
• Instrument runway >2m below elevation
• Unidentified Aircraft – Reported to be in a
OR Required for the following information:
given area but identity not established
• Precision approach runway • Level, Heading and Speed Instructions,
• Maneuvering Area – Aerodrome parts used
• In which case threshold elevation is used Clearances, Runway in Use, VDF info,
for T/O, landing and taxi excluding aprons
• If QNH not already given, pilot will be told Frequency Changes (only the frequency),
• Aerodrome Traffic – On the maneuvering
when on approach, entering circuit or SSR, Radar Service and Altimetry
area and in the vicinity
getting departing taxi clearance • Anything with numbers involved
• Always rounded down to nearest hPa
• Complimentary to SARPs (not an Annex) • AIRPROX – Aircraft that have lost separation
• No differences need be filed • ATS can excuse aircraft from making reports • Should be reported to the ATSU concerned
• Contents: • Procedures should be established for
1. Aircraft Identification reporting to promote aircraft safety
• Within FIR, services are provided by a Flight 2. Position
Information Centre 3. Time
• In controlled airspace, an ATCU provides 4. Flight Level/Altitude • Valid between -5 to +10 minutes of
all services 5. Next Position and Time Calculated Take-Off Time (CTOT)
• Achieved by geographical location or • Standard is 15 mins
navigational aids • 10 mins if nav aids give position and speed
• Provided for: • 1 aircraft >15nm away and… Same Track and Cruising Level:
▪ All flights in Class A/B • VOR - >15° radial difference • 5 mins if preceding aircraft 20kts faster
▪ IFR and VFR in C • NDB – >30° radial difference • 3 mins if preceding aircraft 40kts faster
▪ IFR in C, D and E • Dead Reckoning Fix - >45° radial difference • As long as aerodrome/reporting point is the
▪ IFR and Special VFR same!
▪ Special VFR when prescribed Reciprocal Tracks:
• Exceptions exist in daytime VMC when • Vertical sep. required for ±10 minutes of
• Same tracks – same direction intersecting
traffic is visually separated time of passing
within 45°
• Maintaining own separation is allowed:
• Reciprocal tracks – Opposite and
▪ In Class D or E airspace
intersecting tracks 45° either side of the nose
▪ When VMC
• Crossing tracks – Other than those above Same track (or crossing <90°) and cruising
▪ In Daylight
level with same ‘on track’ waypoints:
• 20nm
• Specified departure time • 10nm if leading aircraft is 20kts faster
• 1,000ft below FL290 • 10nm if climbing/descending (same track)
• Speed adjustments
• 2,000ft above FL290 (Non-RVSM) • Climb through levels occupied if they have
• Holding for a specified time
• 1,000ft above FL290 (RVSM) passed each-other by 10nm apart
• May be cleared to a previously occupied
level when it is vacated (±300 feet) except:
▪ Severe turbulence exists • Combines vertical and horizontal sep.
• Allows minima to be reduced • 80nm separation (RNAV Airspace)
▪ Higher aircraft is cruise climbing
• 50nm if RNP 10
▪ Performance delta impacts separation
▪ Position reports every 24 mins
• In which case it must have vacated by the
▪ Failure to report requires controller
• normal minima to SARPs (not an Annex)
Complimentary • Above FL250, speed adjustments in multiples
response after 3 mins
•• Assigned
No levels must
differences need be
be maintained
filed by: of .01 Mach
▪ Alternative sep. required after 8 mins
▪ Non-RVSM - ±300ft • Below FL250, speed adjustments in multiples
▪ Non-RVSM with Exceptions - ±200ft of 10kts IAS
▪ RVSM – ±200ft • Not applied within 4nm of landing
• Within FIR, services are provided by a Flight • 5 mins or prescribed distance
• Not changed by >20kts for aircraft on
Information Centre • Must be lateral or vertical separation
intermediate/final approach
• In controlled airspace, an ATCU provides
all services
• 1 min – tracks diverge >45° after take-off • Emergencies, Hospital and SAR aircraft
• 2 mins – first aircraft >40kts faster, same have priority (in that order)
• Controlled traffic not separated from
track Aircraft may be cleared for approach when:
other controlled traffic where ATC must
• 5 mins – if later aircraft will outclimb and • 1st aircraft can complete approach in VMC
apply separation
outperform the first aircraft • 1st aircraft is in comms and seen by tower
• Class B is the only airspace where VFR may
• Departures are allowed until: • Defined point passed (timed approaches)
be essential traffic to IFR
▪ An aircraft on a straight in approach is 5 • Required longitudinal spacing established
mins away (with radar)
▪ An aircraft on an instrument approach has
• Clearance for IFR visual approach may be
started a procedure or base turn
requested by either ATC or flight crew
• If ATC request, flight crew must agree • If delay >10 mins, EAT should be given
• Requires visual reference, ceiling at or • Transmitted to aircraft ASAP and not later
• Complete instrument approach – aircraft above initial approach level and the pilots than initial descent
has started a procedure turn or base turn if to report suitable weather conditions • Revised EAT given if varies by >5 mins
take-off is 3 mins before arrival • Separation must be provided until visual • >30 mins delay transmitted to aircraft AND
• Straight in approach – 3 mins before arrival contact with preceding aircraft operator ASAP
overhead the runway
• Aircraft should advise ATC of duration • Aerodrome control tower will alert fire and
• Preferably over water, away from towns rescue when an incident occurs near the
and thunderstorms aerodrome or if requested by flight crew
• Never below 6,000ft • If an aircraft fails to contact tower and fails to
• 10nm horizontal separation (NOT behind) land after 5 mins past expected landing time
• Aircraft behind within 15 mins flying time or should be reported to ACU, ACC or FIC
50nm
• Vertical sep. 1000ft above and 3000ft below
Prefixes:
• K = Low Level (Helicopters) • Automatic Terminal Information Service
• U = Upper • D-ATIS - Datalink ATIS
• 3 types of ATS (in order of control): • S = Supersonic • Can be on a Terminal VOR channel
▪ Control – Tower/Approach/Area Suffixes: • Should not exceed 30 seconds
▪ FIS • Y - RNP 1 above FL200, 22.5nm ROT • Surface Wind and RVR averaged over 2 and
▪ Alerting • Z - RNP 1 below FL195, 15nm ROT 1 minute respectively
• F - Advisory only • Updated immediately after significant
• G - FIS only change
• A FIR (Flight Information Region) goes up to • If weather is rapidly changing you should
FL195 ask ATC instead
• A UIR (Upper Information Region) is above • Class A - IFR Only, Separated, ATC Service
this • Class B - IFR and VFR, Separated, ATC Service
• CTR – Control Zone (starts at surface) • Class C - IFR Separated, VFR Separated from
▪ 5nm radius IFR, ATC Service or Traffic Information
▪ May include multiple airports if close Service, 250kts IFR speed limit below 10,000ft • Certificate of Airworthiness – Issued by
• CTA – Control Area (sits above a CTR) State of Registry once satisfied that the
▪ >700ft above the surface ↓ 250kts Speed Limit Now Applies Below 10,000ft ↓ aircraft complies with Annex 8
• TMA – Terminal Movement Area (above a • Required for any flight
CTA) • Class D - IFR Separated, VFR Not. ATC Service • If an aircraft is damaged, the State of
• Airspace may be Prohibited, Restricted or for IFR and Traffic Information for VFR Registry will determine whether the aircraft
Danger Areas • Class E - IFR Separated, VFR gets Traffic is still airworthy
• ADIZ – Air Defence Identification Zone Information (as far as applicable) and need • If damage is sustained in another state, that
not be in communication and does not need authority can prevent the aircraft from flying
clearance if they notify the State of Registry
• Not more than 6 characters, ideally max 5 • The State of Design must ensure that
starting with a letter then numbers ATC Clearance/Comms No Longer Necessary when aircraft >5700kg MCTOM have a system
Part of Regional Network: ↓ VFR as it is Uncontrolled Airspace ↓ related to continued airworthiness
• Non RNAV - A, B, G, R
• RNAV Routes - L, M, N, P • Class F – Advisory Airspace. IFR Separated (as
Not Part of Regional Network: far as applicable). VFR Not Separated, FIS
• Non RNAV - H, J, V, W • Class G – Open FIR, Same as F but IFR not
separated
• RNAV Routes - Q, T, Y, Z
• Balked Landing – Landing discontinued • PA – OCH above Runway Threshold
below Obstacle Clearance Alt./Height (OCA/H) ▪ OCA/H + Margin = DA/DH
• MEA - Minimum Enroute Altitude – Adequate • NPA – OCH above Aerodrome Elevation • Operator must make procedures for engine
reception of relevant nav aids and obstacle OR Threshold if >2m below aerodrome failure after V1
clearance ▪ OCA/H + Margin = MDA/MDH • Published procedures assume AEO
• MSA - Minimum Sector Altitude – Minimum • Circling – OCH above Aerodrome • Turning procedures in the Ops Manual
clearance of 300m within 25nm radius of nav Elevation
aid • All OCAs are referenced to MSL
• AAL – Above Aerodrome Level • Determined by the State • 5m/16ft above DER
• PDG – Procedure Design Gradient • Obstacle Identification Surface = 2.5%
• DER – Departure End of the Runway • Additional margin of 0.8% applied
• STAR – Standard Instrument Arrival VOR ILS NDB • Normal PDG is therefore 3.3%
• PA – Precision Approach – Azimuth, Elevation Has Track Guidance ±5.2° ±2.4° ±6.9° • Published gradients are until the altitude
and Distance Information No Track Guidance after which the standard 3.3% PDG is
• NPA – Non-Precision Approach – No ±4.5° ±1.4° ±6.2° suitable
(“Intersecting Facility”)
Elevation Information x1.5 for Reduced Obstacle Clearance • Clearance at DER is assumed to be 0ft
• DME - ±0.25nm + 1.25% of distance
• Terminal Area (within 20nm) - ±0.8nm • Track guidance within 20km of DER
• Enroute - ±1.7nm • Within 15° of centerline (or it is a turning
• Turns with No Track Guidance = Full departure)
Primary • PDG may be >3.3% until obstacles cleared
• En-Route Obstacles - >150m AGL • Gradients below 200ft for close in obstacles
are not published but will be noted
• Track guidance within 10km after • Procedure Turns – Inbound track is
completion of turns reciprocal of the outbound track
• Minimum turn height is 120m (395ft) ▪ Can be 45/180 or 80/260
• 90m (295ft) obstacle clearance required ▪ 1-min straight leg for Category A/B
before turn may be specified ▪ 1 min 15 for other categories
• Turn may start at 600m from threshold, DER • Base Turns – Specified outbound track (not
or a specified point reciprocal!)
• ISA +15°C used to determine turning area • Racetrack – End of outbound leg defined by
timing, radial, bearing or DME distance
• Wings – Left half of the lower surface (or the • Red – Medical
whole surface) and at-least 50cm • Blue – Food & Water
• Fuselage – Each (or both) side(s) of the • Yellow – Clothes & Blankets
aircraft and at-least 30cm • Black – Miscellaneous
• CMC – Crew Member Certificate • Safeguard against unlawful interference
• Machine readable crew ID card • Protect the safety of passengers, crew,
• Gives Facilitation information • Visa free entry when on duty and in transit ground personnel and the general public
• Allows a license to serve its main purpose
• Contracting states should expedite
• Terminated from the moment of admittance inspection for crew and their bags • States must establish a national security
to the State program
• If they are inadmissible, they should be • Operator should have a written security
taken to a State that will take them • Cargo in transit should not be charged for program that meets national requirements
• The costs inferred may be recuperated • An oral declaration should be accepted • Operator will maintain and establish an
• Disruptive passengers should be loaded • Personal effects can be transported approved security training program
first and may be unloaded in any State unaccompanied if cleared • Facilities must be available at all civil airports
• Air mail procedures defined by the • Each airport should have a written security
Universal Postal Union program assisted by an Airport Security
Committee
• Document detailing the cargo carried
• May be part of the Cargo Manifest
• Both filled by the Operator/their Agent
• Security measures in place for
• Aircraft Security Check – Inspection of cabin/checked bags, cargo, access control
passenger and cargo compartments
and airport design
• Short summary of the journey including • Airside – Movement area of an airport and
• PIC, Police or Airport Manager contacted if
names of crew, passenger numbers etc. adjacent terrain/buildings to which access is
a security threat is present
• Signed by PIC or authorized agent controlled
• Airside and non-airside passengers cannot
• Screening – Application of means to
mix
identify prohibited articles
• If they do re-screening must take place
• General public need a passport and visa • Security – Safeguarding international civil
• Unaccompanied baggage requires
• Required for all ages aviation against unlawful interference
additional security measures
• No visa required for transit <2 days • Security Control – Application of means to
prevent introduction of prohibited articles
• Exit visas are not required
• Security Restricted Area – Airside area
• Entry documents should be received 2
• Required for deported, inadmissible and
identified as a risk priority where additional
hours prior to arrival
security measures are applied people in custody
• States should not require >3 copies of any • Operator and PIC must be informed
• Unidentified Baggage – Baggage not
documents
picked up or identified by a passenger • Usually boarded before any passengers
• Cannot carry weapons unless authorized • 1 – GEN (General)
• Must not be accessible in flight ▪ Includes weather (SIGMETs), charges
• Armed personnel are only allowed if all • AIRAC – Aeronautical Information (parking and landing fees), differences
States involved agree Regulation and Control from SARPs, Search and Rescue etc.
• PIC notified of the number and location of ▪ Updated every 28 days • 2 – ENR (Enroute)
armed personnel ▪ Distributed 42 days in advance ▪ VFR, IFR, ADIZs, routes, approaches,
▪ Significant changes published in danger areas etc.
accordance with AIRAC ▪ Names of danger areas should not be
• Integrated Aeronautical Information reused for 1 year
• State must take appropriate measures for Package (AIP) • 3 – AD (Aerodromes)
safety of passengers and crew until their ▪ AIP + Supplements ▪ Landing aids, taxiways, declared distances
journey can be continued ▪ NOTAM and PIB (Pre-Flight Info Bulletin) etc.
• States shall aid aircraft with nav aids, ATS ▪ AIC • Amendments – Permanent Changes
and give permission to land ▪ Checklists • Supplements – Temporary Changes (3+
• State should detain aircraft unless it • Each Contracting State must either: Months) issued at intervals <1 month
prejudices human life ▪ Provide AIS
• State should notify State of Registry, State ▪ Delegate this to a non-governmental
of Operator & ICAO about the aircraft service
▪ Agree with another state to do a joint • AFTN (Aeronautical Fixed
service Telecommunication Network) used for
• Available 24 hours a day or if not, 2 hours NOTAM distribution
• Flight deck doors locks only from inside
before/after flight • Delivered by PIB
• Must be locked from main doors closed to
• Based on the WGS-84 model • Checklist issued every month by AFS
main doors open
• N = New, R = Replacing, C = Cancel
• If hijacked, pilot should fly at an IFR level:
• SNOWTAM and ASHTAM are valid for 24
▪ 1,000ft separation – fly ±500ft
hours
▪ 2,000ft separation – fly ±1,000ft • Aeronautical Information Circular
• ASHTAMs are colour-coded (section F)
• Or use Regional Supplementary Procedures • A notice from the AIS about flight safety,
▪ Red – Affects above FL250
(ICAO Doc 7030) administration etc.
▪ Orange – Affects below FL250
• Also attempt to broadcast warnings • = Administrative
▪ Yellow – Not currently dangerous
• Isolated Parking >100m from other stands • Yellow = ATC
▪ Green – Normal
• Pink = Safety
• Mauve = Danger Areas
• Green = Maps and Charts
• Rules of that territory apply when • International Air Transport Agreement – • Rome – Damage caused by foreign aircraft
overflying it Carriage of traffic between State of to 3rd party’s (within 2 years)
• Over high seas, ICAO rules apply Registration and any other participating • Warsaw – Operator’s liability for damage on
State international flights to passengers and
• 1st Freedom – Fly across a territory goods
without landing • Montreal – Unlimited liability for above
• Created in 1944 Chicago Convention
• HQ in Montreal
• 2nd Freedom – Land in a territory for non- OR
traffic purposes • Montreal – Acts of violence, destruction of
• Council is responsible for the Assembly
• 3rd Freedom – Put down traffic from the aircraft and of navigation facility
• Assembly meets every 3 years
home state in another punishments
• Council and Assembly elect a President for
• 4th Freedom – Take on traffic in another • Tokyo – Offences against penal law (NOT
those 3 years
state to the home state damages)
• Air Navigation Commission finalizes SARPs
• 5th Freedom – Put down and take on • Agreement of Paris – Non-scheduled EU
for submission and adoption
traffic in another state to a 3rd party flights
• Has 19 members appointed by ICAO Council
• 6th Freedom - Fly to another country from a • May be denounced 6 months after immediate
foreign one whilst stopping in one’s own notification
• 8th Freedom – Fly between 2 airports in a
• ICAO created 19 Annexes foreign country before continuing to one’s
▪ Annex 1 – Personnel Licensing own
▪ Annex 7 – Aircraft Registration
▪ Annex 9 – Facilitation
▪ Annex 11 – Air Traffic Services
• International Air Transport Organization
▪ Annex 13 – Accident Investigation
• Trade association for aviation operators
▪ Annex 14 – Aerodromes
• “Represent, lead and serve the airline industry”
▪ Annex 17 – Security
▪ Annex 18 – Dangerous Goods
▪ Should also know the other Annexes covered
• These contain Standards and • Produces rules and regulations
Recommended Practices (SARPs) • NAAs act as competent authorities
• ICAO Council should be informed • Provides legislative proposals to European
immediately when a State deviates from a Commission
standard through a filed difference • Promotes highest common safety standards
• These differences are also published in the • EUROCONTROL – Manages Air Traffic Flow
AIP Management in Europe
AIR$LAW$
!
URGENCY$ FLIGHT$PLAN$FILE$
$ $
• Difficulties$compelling$it$to$land$ • Uncontrolled:$EOBT!U!30!minutes$
• Immediate$assistance$not$required$ • Controlled:!EOBT!U60!minutes$
• Can!also!include!state!of!other!vessels!etc$ • Airborne:!10!mins!before!boundary$
$
• PAN!PAN!PAN!–!RT!/!Datalink!
• XXX!Signal!–!RT!/!Other!Signaling!Method! FLIGHT$PLAN$REFILE$
• Switching!on!and!off!of!the!landing!lights! $
• Switching!on!and!off!of!the!nav!lights! • Uncontrolled:$EOBT!+!60!minutes$
• Controlled:!EOBT!+!30!minutes$
DIVERSION$
REPETETIVE$FLIGHT$PLANS$
$
$
• Notify! original! destination! aerodrome!
• Same!days!of!consecutive!weeks$
within!30$minutes.$
• At!least!10$occasions!OR$
• Every!day!over!a!period!of!10$days$
FPL$CHANGES$(IN$FLIGHT)$
$
• TAS:$Varies!by!±5%$
! • ETA:!More!than!2!mins$
AIR$LAW$
!
COMMS$FAIL$(IMC)$ MINIMUM$FLIGHT$LEVELS$(IFR)$
$ $
• Procedural:$20!mins!maintain$ • Not! below! minimum$ flight$ altitude$
• Radar:$7!mins!maintain$ established$ by$ the$ state! being! overflown.!
• After! maintaining,! hold! at! nav! aid! /! fix! at! Or,!when!this!does!not!exists…$
VMC$MINIMA$(ATZ/CTR)$
destination! until! ETA! /! EAT! then! complete! $
$
approach!as!published.$ • Normal!Area:$
• No! takingUoff! /! landing! or! flying! within!
• Land! as! close!to! EAT!/! ETA!as!possible! and! o 1,000! ft! above! highest! obstacle! within!
ATZ/CTR! permitted! when! conditions! are!
ideally!within!30!mins!of!whichever!is!later.$ 8km!of!aircraft$
below:$
o 1500ft!Ceiling$ $
o 5!km!vis$ • Mountainous$
o 2,000! ft! above! highest! obstacle! within!
8km!of!aircraft$
SVFR$
$
• Allows! reduction! to! no! lower! than! 1500m!
vis.$
• Only!allowed!in!CTR$
!
! AIR$LAW$
BRAKING$SNOWTAM$
$
• 1!–!Poor!(0.25)$
• 2!–!Poor!/!Medium$
• 3!–!Medium!(0.30)$
• 4!–!Medium!/!Good$
• 5!–!Good!(0.40)$
! • 9!U!Unreliable$
Aerodrome$Reference$Code$
Element$1$ Element$2$
AERODROME$BEACONS$
Reference!Field!Length! OBSTACLE$LIGHTING$
!
1! <!800m! A!!!F! AERODROME$IDENTIFICATION$BEACONS$
! $ OBSTACLE$LIGHTING$(LOW$INTENSITY)$
2! 800≤x<1200! $
Categorised!by!wing! • Land$–!Green!Morse!
3! 1200≤x<1800! span!and!outer!MLG! • Water$–!Yellow!Morse! • Emergency$Vehicles!–!Flashing!blue!
span.! • Other$Vehicles$–!Flashing!yellow!
4! 1800≤x! • Fixed$Objects$–!Fixed!red!
AERODROME$BEACON$
! $
• Land$–!White!or!white!/!green! OBSTACLE$LIGHTING$(HIGH$INTENSITY)$
• Water$–!White!or!white!/!yellow! !
• Flashing$White$
! • When! 150m! AGL$ and! recognition! essential!
by$day$
! AIR$LAW$
AIMING$POINT$+$TOUCHDOWN$ZONE$
RWY$Length$ 1200$m$–$1500$m$ 1500$m$–$2400$m$ 2400$m$+$
$
• TDZ!markings!placed!at!150$m$intervals$ Aiming$Point$Distance$From$
• Aiming!point!required!when!RWY$>$800m$ 300!m! 400!m!
Threshold$
• Aiming$point$min$distance$150$m$
!
$ #$TDZ$Markings$ 3! 4! 6!
!
! AIR$LAW$
!!
VASIS$
$
• Contains!4$light$units$
!
! AIR$LAW$
AISPACE$CLASSIFICATIONS$ ROUTINE$AIR$REPORTS$
!! CONTENTS$
! IFR$–$IFR$ IFR$–$VFR$ VFR$–$IFR$ VFR$–$VFR$ 2$–$WAY$ CLEARANCE$ SPEED$ $
1.!Position!Report!
A$ ✓! ✓! ✓! ✓! I!+!V! I!+!V! !
!
B$ ✓! ✓! ✓! ✓! I!+!V! I!+!V! ! 2.!Operational!Information!(ETA!+!Endurance)!
!
C$ ✓! ✓! ✓! Info! I!+!V! I!+!V! V! 3.!Meteorological!Information!
D$ ✓! Info! Info! Info! I!+!V! I!+!V! I!+!V!
F$ If!Able! ! ! ! I! ! I!+!V!
EXPECTED$APPROACH$TIMES$
G$ ! ! ! ! I! ! I!+!V! $
• Issued:!10m!mins!!delay!/!30!mins!holding!
!
• Expeditious$Notification:!30!mins!or!more!
ATC$WEATHER$REPORTS$ INDENTIFYING$AIRCRAFT$ • Revised:!Further!5!min!delay!or!more!
WIND$COMPONENT$CHANGES$ IDENTIFICATION$TURNS$
CTOT$
$ $
$
• Mean$Headwind$–!10!KTS! • Heading!changes!of!300$or$more!
• U!5!MIN!/!+!10!MIN!
• Mean$Crosswind$–$5!KTS!
• Mean$Tailwind$–!2!KTS!
MODE$C$TOLERANCE$
$
RVR$ • Non!RVSM:!±!300!ft!
$ • RVSM:!±!200!ft!
• Reported!when!falls!below!1500$m!
DEPARTURE$IDENTIFICATION$
$
!
• Identified!1$nm$after$departure!with!PSR!
! AIR$LAW$
INTERCEPTS$
WAKE$TURBULENCE$CATEGORIES$ RADAR$SEPARATION$
$
$ $
• Intercept!heading!≤$300$within$1$nm$
• Heavy:$≥$136,000!kgs$ • Normally!–!5$nm$
o ≤!450!for!nonUparallel!intercept$
• Medium:$7,000!–!136,000!kgs$ • Suitable!Equipment!–!3$nm$
$
• Light:!≤!7,000!kgs$ • Special!Conditions!–!2.5$nm$
• Level!2$nm$before!glideslope!capture!
!
! AIR$LAW$
!!
AIRSPACE$BLOCKS$ OTHER$
CTR$VS$CTA$ ATC$CLOCKS$
$ $
• CTR$(Control$Zone)$!U!SFC!!+$ • Accurate!to!within!30$seconds$of$UTC$
o Min!5!NM!in!approach!direction$
$ OPERATIONALLY$SIGNIFICANT$CLOUDS$
• CTA$(Control$Area)$g$≥!700ft!/!200!m!AGL!+$ $
• Clouds!below!5,000!ft!or!highest!MSA$
UIR$&$FIR$
$ ATIS$
• Separated!approx.!FL195$ $
• Within!FIR!is!a!FIS!+!Alerting!Service$ • Max$30$seconds$where!possible$
ENgROUTE$
CHANGEOVER$POINTS$
$
• Should! be! 60$ NM$ apart$ or$ more! under!
normal!circumstances.!$
AIRWAY$RNP$
$
• Y!–!22.5!NM!Radius!(≥!FL!200)$
• Z!–!15!NM!Radius!(≤!FL190)$
!
! AIR$LAW$
“ENgROUTE$OBSTACLE”$
$
• Greater!than!150$m$ APPROACH$SEGMENTS$
!
• Beyond!15$km!radius!of!aerodrome$ $
Arrival!!U$IAF!U!Initial! U!IF!–!Intermediate!–!FAP$–!Final!U!MAP!–!Missed!Approach!
! AIR$LAW$
WHEELS$TO$ANTENNA$DISTANCE$
PROCEDURE$TURNS$ $
$ • Helicopters!–!3!m$
• The!450$leg!is!flown!for:$ • Aircraft$–!6!/!7/!8!m!(CAT!dependent)$
o A$&$B:!1!Min$
o C,$D$&$E:!1!Min!15!sec$
GLIDESLOPE$INTERCEPTION$
$
• 3$–$10$nm$
• 1,000$ft$g>$3,000$ft$
DEAD$RECKONING$INTERCEPTION$
$
• 450$Intersection$
• Max!10$NM$
!
! AIR$LAW$
!
! AIR$LAW$
DROPABLE$PACKAGES$
$ GROUND$–$AIR$SIGNALS$
• Red!–!Medical! $
• Blue!–!Food!&!Water! !
• Yellow!–!Blankets!&!Protective!Equipment!
• Black!U!Miscellaneous!
DIVERSION$NOTIFICATION$
$
• Advise! original! destination! within$ 30$ MIN!
!!!!
of!the!original!ETA.$
!
! AIR$LAW$
ACCIDENT$ !!!!!
$ NOTAMS$
• An!occurrence!between!the!time!any!person! $
boards! the! aircraft! with! intention! of! flight! • Checklist!issued!at$least$every$month$
and! until! such! persons! have! disembarked!
where:!
D$/$$R$/$P$AREAS$
!
$
• A!person!is!seriously!/!fatally!injured!due!to:!
• Number!not!reUused!for!at$least$1$year$
o Being!in!aircraft!
o Direct!contact!with!any!part!of!aircraft!
o Direct! exposure! to! jet! blast! (except!
selfUinflicted!/!stowaways)!
!
OR!
!
• Aircraft!sustains!damage!/!structural!failure.!
Does!not!include!isolated!damage!to!engine,!
props,!wing!tips!etc.!
!
! OR!
!
• Aircraft!missing!/!completely!inaccessible!
! AIR$LAW$
ICAO$RULES$ AIR$NAVIGATION$COMMISSION$
$
• 19!members!appointed!by!ICAO!council!
FREEDOMS$OF$THE$AIR$(TECHNICAL)$
$
• 1st$Freedom$–$Peaceful$Transit$ ANNEX$LIST$
o Overfly!without!landing$ $
$ • 1$–$Personnel$Licensing$(Me!first)$
• 2nd$Freedom$–$Technical$Stop$ • 2$–$Rules$of$the$Air$(2!aircraft!colliding)$
o Land!for!nonUtraffic!purposes$ • 3$–$Met!(ThreeUzing)$
• 4$–$Aeronautical$Charts$(4!folds)$
FREEDOMS$OF$THE$AIR$(COMMERCIAL)$ • 5$–!Units$of$measurement$(5!fingers)$
$ • 6$–$Operation$of$Aircraft$(6!fingers!–!op)$
• 3rd$Freedom$–$Country$A$(Home)$to$B$ • 7$–$Registration$Marks$(7!digit!plate)$
$ • 8$–$Airworthiness$(Aint!flying)$
• 4th$Freedom$–$Country$B$to$A$(Home)$ • 9$–$Facilitation$(Nein!=!No!entry)$
$ !!!!!!!! • 10$–$Telecommunication$(Phone)$
• 5th$Freedom$–$A$to$B$to$C$ • 11$–$ATS$(1U1!Comms)$
o Pick!up!/!drop!off!in!B$ CONVENTIONS$ • 12$–$Search$&$Rescue!(RAF!home!time)$
$ • 13$–$Accident$Investigation$(Unlucky)$
• Montreal$–$Acts!of!violence$ • 14$–$Aerodromes$(One!for!everyone)$
S0$CALLED$FREEDOMS$ $ • 15$–$AIS$(A!1!5)$
$ • Rome$–!Compensation!due!damage!to!third! • 16$–$Environmental$Protection$
• 6th$Freedom$–$B$–$A$(Home)$g$C$ parties! on! surface! by! foreign! aircraft.! 2! • 17$–$Security$(Keep!car!secure)$
$ years!claims!limit.$ • 18$–$Safe$Transport$of$DG$(Drinking)$
• 7th$Freedom$–$B$–$C$$ $
$ • Tokyo$–!Offences!again!penal!law$
• 8th$Freedom$–$A$–$B1$–$B2$ $
o Tag!on!cabotage$ • Paris$–!Non!scheduled!ECAC!flights$
$ $
• 9th$Freedom$–B1$–$B2$ • Warsaw$–!Pax,!baggage!and!freight!
o Cabotage$
!
Numbers
ICAO:
Air navigation commission: 19 members appointed by council
President elected for: 3 years
Denunciation takes 6 months
Rome convention: Right to damages lost if no action taken within 2 years
Personnel licensing:
ICAO co-pilot time: 50% contribution
EASA co-pilot time: 100% contribution
ICAO “night”: Centre of sun disc 6o below the horizon
IR applicant:
50 hours cross country as PIC, 10 hours in aeroplanes
CPL applicant:
200 hours total, 150 integrated
10 hours instrument, 5 hours instrument ground
20 hours cross country 540km/300NM
ATPL applicant:
250 hours total, 70 hours PIC
200 hours cross country, 100 hours PIC/Co-pilot performing
100 hours synthetic flight trainer, 25 hours flight procedure trainer/basic instrument flight trainer
100 hours night flight as PIC/Co-pilot
75 hours instrument time. 30 hours may be instrument ground time
Flight instructor:
FI age: >18
To teach CPL: 500 hours total, 200 instructing
Medical deferment: Doesn’t exceed 6 months for flight crew engaged in non-commercial operations
60 – 65: Multi pilot crew operations only
Class 2:
60 months to 40
24 months from 40 to 50
12 months thereafter
Flight plan:
Flight plan should be submitted 60 minutes prior to departures
Uncontrolled flight plan amendment/cancellation: EOBT 60 mins
Controlled flight plan amendment/cancellation: EOBT 30 mins
Airborne flight plan 10 mins before entry
Flight levels:
Magnetic track easterly below 290: Odd (VFR +500ft)
Magnetic track westerly below 290: Even
PANS:
Obstacles in flight: 150m
Omnidirectional departure: Climb before turn: 120m (394ft)
Straight departure: Departure that does not deviate more than 30o
SID PDG: 3.3% with all engines operating
Minimum obstacle clearance at departure end of runway: 0ft
Minimum sector altitude (MSA): 300m within 25NM from the homing facility of the approach procedure (IAF)
Track guidance for straight departure: 20km max distance from DER
Track guidance for turning departure: 10km max distance from DER
Protection area:
25o or 3o/s for departure whichever is lesser
20o for circling to land
15o for missed approaches
Missed approach:
Missed approach climb gradient: 2.5% can be reduced to 2%
MOC for intermediate phase: 30m
MOC for final phase: 50m
Pilot reaction 0 – 3 seconds
Intermediate missed approach: Where 50m obstacle clearance is obtained & can be maintained
Tolerances:
VOR tolerance: +/- 4.5o
VOR accuracy: +/- 5.2o
+/-4.5o for VOR where less than 300m obstacle clearance prevails, accuracy is +/-7.8o
DME fix tolerance: +/- 0.46km + 1.25%
RSR fix tolerance within 40NM: +/- 3.1km
DR track intersected at 45o & will not be more than 10NM in length
Threshold used for reference when: Threshold elevation is more than 2m below the aerodrome elevation
Holding:
Above FL140: 1min 30 seconds – 240 IAS
Below FL140: 1 min – 230 IAS
MOC guaranteed in holding area 300m height for a range of 5NM
Offset joining procedure: 30o
5o zone of flexibility
Departure separations:
3 min if preceding aircraft >20kts
2 min if preceding aircraft >40kts
1 min if they are flying diverging tracks of more than 45o
Departing aircraft may take-off in any direction until 5 minutes before arriving aircraft
Longitudinal separation:
- Based on DME: 20NM
- Same track opposite direction: 10NM
- 10NM if preceding aircraft >20kts faster
- 10 minutes for aircraft flying same route, altitude & cruising level
- Passing through a level of another aircraft on same track: 15 minutes
- Passing through a level of another aircraft on same track absolute minimum: 5 minutes
- 3 minutes same track and >40kts faster
- 5 minutes if preceding aircraft >20kts faster
EAT:
When it differs: 5 minutes or more
When expected to hold 30 minutes or more
As soon as possible: 10 mins
CEU: 15 minutes
AIS:
ID numbers for P, D, & R areas shall not be re-used for one year
Aerodromes:
Runway friction coefficient:
Good: 0.40
Medium: 0.35 to 0.30
Poor: 0.25
Radio altimeter: Laterally from centreline 60m, can be reduced to 30m & 300m before threshold
Holding positions:
50m: RWY length 900m or more
30m: RWY length less than 900m
Centreline lights:
Alternate red and white 900m to 300m
Red from 300m to runway end
Radio altimeter operating area: 300m x 60m, rate of change 2% per 30m
Facilitation
Advance notification: 2 hours in advance
Security
Hijacked: Proceed at a level which differs by 1000ft above FL290 or 500ft below FL290
100m from other parking areas