Air Law

 

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Air law 4 docs carried onboard the aircraft – 1. Airwort Airworthin hiness ess cer certifi tifica cate te 2. Reg Regist istrat ration ion cer certif tifica icate te 3. Reco Recognitio gnition n of certif certificate icates s and and licen licenses ses 4. lic licen ense ses s Of per perso sona nall Conventions Warsaw (1929) - liable for damage sustained in the event of death of a passenger onboard during operations of embarking and disembarking Rome 1933/1952 - damaged caused by foreign aircraft in the surface to any person Montreal (1971) - destruction of aircraft in flight or damaging any air nav facility punishable Montreal (1999) - update of warsaw damage caused to passenger and goods Tokyo - offences against penal law 19 Members appointed Members appointed by air navigation commission the ICAO Council  Air navigation services over high seas – seas – contracting state who’s accepted the provision of services Conventions Damage caused to passenger - Montreal con 1999 ECAC -Paris con Eurocontrol - Air traffic flow management in Europe SARPS - the air navigation commission – technical matters Security (crimes) on-board:   Tokyo, Montreal 1971 (6 months denunciation) Damage on the surface:    Rome 1933/1952 (claim within 2 years) Damage on-board (baggage):  Warsaw 1929, Montreal 1999 Non-scheduled EU flights:   Paris

IATA  (international air transport IATA  transport association) association) - Trade association of aviation aviation operations and others involved with international aviation Easa mission mission - produces rules and regulations and promotes the highest common standards of civil aviation safety and environmental in Europe and world wide

Certificate of airworthiness- state of registry 1

 

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sustained damage - state of registry  Annex 7 : Heavier than air : any aircraft deriving its lift in flight chiefly from aero dynamic forces  Aircraft : any machine than derive support in the atmosphere from the reaction of air other than the reactions of the air against the earths surface Common mark to a common mark registering authority : ICAO Common mark shall be selected from a series of symbols included in the radio call signs allocated : to ICAO by international telecommunication union common mark registering authority - ICAO

- ICAO: Serve as a Global Forum... - IATA: Serve Airline Industry... - EASA: Produces rules and regulations... Structural integrity - state of design SERA - standard Europe’s rule of air – scope of regulation No 551/2004 Reporting - APTFNE aircraft identification/ position / time / flight level / next position and time over / ensuring significant significant point. SVFR – ground visibility 1500 m ( Special VFR Minimum Visibility >1500m + ceiling > 600 ft By day Only CTR area)  A VFR flight cleared by airtraffic control control to operate within a control zone in meteorological conditions below VMC Cabotage - domestic air services None RVSM - reduced vertical separation minimum Separation is 2000 feet either way RVSM airspace- separation 1000 feet either way https://www.faa.gov/air_traffic/separation_standards/rvsm/documents/ICAO https://www.faa.gov/air_traffic/separation_standards/rvs m/documents/ICAO %20ANNEX%202_APP3_dwnld_10 %20ANNEX%202 _APP3_dwnld_10152015.pdf  152015.pdf  Precision approach – using azimuth, elevation and distance information  APV- approach procedures procedures with vertical guidance guidance STAR – standard instrument arrival VOR – a magnetic bearing extending from a VOR station CTA - controlled area LAPL - light aircraft license MSA – 25NM radius (46km) and 1000 (300m) feet MOC OCH / OCA obstacle clearance height (Above ground level) / obstacle clearance altitude (is reffered topoint in mean level) approaches) FAP - final approach (for sea precision

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STOL -Short take off and landing capabilities  A complete missed approach approach - initial intermediate and final final # Intermediate segment : Speed and Configuration are adjusted # final segment : Alignment : Alignment and Descent Descent to landing are made OIS - obsticle identification surface SPS - standard position service. Transition Altitude 1013 hpa is set at transition alt at climb and transition level level when descending descending

FL150 in meters 15000 / 3.28 Climb: Ascending - Altitude. Descending : Level to level.  Altitude at or below the transition Altitude Altitude Flight level above the transition Altitude

Cruise FL = at or above lowest usable FL and everything below = altitude  Aerodrome = FL at or above the transition level ; altitude at or below the transition altitude Regulation : a)Flight levels at or above the lowest usable flight level b)Altitudes below the lowest usable flight level 

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: shall be the lowest flight level available above for use above Transition level :  the transition Altitude Change from flight level to altitude is made : at the transition level TRANS LEVEL: given BY ATC and ATIS TRANS ALT: given on approach chart  Altimeter +-20m or 60ft with a test range of 0 - 30,000 feet +-25m or 80ft 30,000 - 50,000 feet Missed Approach - 2,5° Normal Departure - 3,3° DA - based on mean sea level l evel 3

 

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MDA - based on MSL Obstacle Clearance Altitude (OCA) - based on mean sea level MDH - based on threshold elevation DH - based on threshold elevation Obstacle clearance height (OCH) - based on threshold elevation ILS dead reckoning track : 45° and not be more than 10 NM in length Step down fix : pass the fix not below the specified crossing altitude

Missed approaches Missed Approach initial phase MAPt to start of climb Missed Approach intermediate phase climb phase climb gradient 2.5% Missed Approach intermediate phase obstacle phase obstacle clearance 98  feet 30 m  Missed Approach Final phase obstacle clearance 164  feet 50 m  Primary areas for IFR Approach Primary area – a defined area symmetrically disposed about the nominal flight track in which full obstacle clearance is provided Initial approach segment = 300 meters  Int. approach segment = 150 meters  Final approach segment = 30 meters  MAPt segment = 50 meters

Minimal obstacle clearance in a primary area Initial fix -----------------> 1000ft 300m Intermediate fix --------> 500ft 150m Final ------------------> 250ft (FAF)   300ft (FAF + 50ft)

obst clearance:

initial fix 300m (984) intermediate fix 150m (492) intermediate missed app 30m missed app 50m Minimum Obstacle Clearance for a non-precision approach fixed margin for all aircrafts

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Without FAF : 90m (295 feet) With FAF : 75m (246 feet)

Distance from FAF

Interception occurs between 6 km (3 NM) and 19 km (10 NM) from the threshold. Min: 6km (3NM), Max 19 km (10NM), Optimum 9km ( 5Nm) Instrument approach: Arrival, initial, intermediate, final, missed approach. missed approach : Initial, Intermediate and final Minimum sector Altitude 25 NM ILS interception 3000 - 1000 feet above the runway ILS deflection - not more than 1/2 scale deflection after being established on track When a visual reference is lost on a circling approach climbing turn towards the missed approach track. All separate segments of an instrument approach -Arrival -Initial -Intermediate separation (-+20 KTS) -final -missed approach segments of an instrument approach  Arrival (IAF) Initial (IF) Intermediate (IF,FAF) Final Missed approach In meters 1m = 3.28 feet None precision Stra Straight ight in i n approach appr oach is considered if the angle between the final approach track approach  track and the runway is not more than 30° #Flight level zero – 1013.2 hpa More than 15° 15° it’s  it’s a turning departure Omnidirectional departure 3.3°

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Optimum glide path for ILS 5.2% 5.2%   / 3° Minimum for glide path for ILS 3° Maximum decent gradient 3.7° - 6.5° CAT A B Maximum decent gradient 3.5° - 6.1° CAT C D E Maximum decent gradient 5.7° - 10 CAT H

CAT A / B

3.7° 

CAT C / D /E

3.5° 

Instrument approach when constructing an overall tolerance of the facility providing track

Instrument approach when constructing an overall tolerance of the facility not providing track #memo trick "precision-decision" if precision then you make a decision. # If it’s MDH it’s OCH. # Climb: Ascending - Transition Altitude / Descending: Level to level. Holding Holding pattern - heading and timing to timing to stay within track Timing starts abeam and over the fix whichever fix  whichever happens later    All turns are made at a bank angle angle of 25° or 3° per second second whichever requires requires the lesser bank angle

# SHUTTLE is a decent or climb conducted in a holding pattern  pattern  

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# holding pattern descending and keeping track of speed, altitude, time, distance, rate of turn there is a risk of descending below the obstacle clearance.

# holding pattern shall be determined according to : magnetic Heading

# Adjustments to be done to remain in the holding pattern – maintain the track for wind by applying corrections to heading and time  time 

# Distance beyond the MOC boundary of holding area. ( ft ) 0 to 1.0 NM ~1000 1.0 to 2.0 NM ~ 500 2.0 to 3.0 NM ~ 400 3.0 to 4.0 NM ~ 300 4.0 to 5.0 NM ~ 200 Zone of flexibility : 5 ° deg

Below 14000 ft --> 230kts and 1min Above 14000 ft --> 240 kts and 1.5min  Q- 90° 1 min left turns then to a heading of 270° – pararell Entry ETA changes   Expected approach time (EAT) ====> 30 minutes or more for holding Revised expected approach time (REAT) ====> more than 5 minutes Expected Approach Time (EAT) ====> 10 min or more Flight level 0 will be mentioned at atmospheric pressure level of 1013.2 

Aerodrome reference code ARC (Airstrips have numbers “27” and wheels looks like an “O”)

1.) code NUMBER, aero plane reference field length 1 - A 800 m 2 - B 800-1199m 3 - C 1200- 1799 m 4 - D Above 1800 m

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2.) code LETTER, max. wing span or gear wheel span.  A up to 15 B 3x5 = 15 (15-24) C 4x6 = 24 (24-36) D 5x7 = 35 (36-52) E 6x8 = = 63 48 (65-80) (52–65) F 7x9 Barrette Barrette  - three or more lights closely placed together to appear as a bar of lights Aerodrome elevation elevation - the highest point in the Landing area Damp runway - the surface shows a change of colour due to moisture 4 states of water - snow, ice, slush and frost Pavements  Pavements  - flexible 10% of the ACN -Rigid or composite 5% of the ACN -Unknown 5% -Annual movement 5% Move ment area Movement  Apron ,maintenance ,maintenance stands Cargo pax unloading Parking , refueling Taxiway width classifications  A = 7.5 (Add 3) B = 10.5 (Add 5) C = 15.5 (Add 3) D E= = 18.5 23.5(Add (Add5) 5) F = 25 Frozen water - snow, ice, ice, slush and and frost (SISF)  ACN - aircraft classification number number PCN - pavements classification number

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DAMP - surface shows change in colour WET - surface is soaked WATER PATCHES - patches of standing water  FLOODED - extensive standing water Rapid exit taxi way - acute turn off taxi way. Stopway - end of take off runway available (TORA). TAXIWAY STRIP STRIP - an area including a taxiway intended to protect an aircraft operating on the taxiway and to reduce risk of damage to an aircraft accidentally running off the taxiway Clearway - a defined rectangular Clearway rectangular area on the ground or water under under the control of the appropriate authority, Selected and prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height. Clearway - length of the clearway cannot exceed more than  than 1/2 TORA. TORA. *Specified hight always clearway   TODA = TORA + Clearway = TODA ASDA = TORA + Stopway = ASDA

RESA - an area systematical  about RESA  about the extended runway centerline and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane runway  undershoo runway undershooting  ting  or  or overshooting the runway RESA - located at the end of the runway strip, Adjacent to Adjacent to the runway strip RUNWAY STRIP  A defined area including including the runway and stop way, way, if provided, intended a) to reduce reduce the risk risk of damage damage to the aircraft aircraft running running off off the a runway runway b) to prote protect ct aircraft aircraft flying over over it during during takeoff takeoff or landing landing operations operations Runway strip - minimizes aircraft damage and runway excursion Runway strip - defined area for runway and stop way  if  if provided. Runway strip - protects aircraft flying fl ying over during landing and takeoff operations Threshold - should be located at the extremity of a runway Threshold Runway threshold lights - green unidirectional Stopway - a defined rectangular area on the ground at the end of the takeoff run Stopway available prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take off.

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Width of a stopway should be the same as the runway Hold position pattern A - runway designation sign Hold position pattern B - cat1,cat2 and cat3 precision approach Runway width and its stripes (meters) 60 - 16 45 - 12 30 - 08 23 - 06 18 - 04 simple approach minimum - 420 precision approach minimum - 900 row of lights every - 300m MEHT - Minimum eye Hight Information signs - black on white background Location sign - black on yellow background Stand-alone sign - yellow border Mandatory instruction - white inscription on a red background - Yellow/Green or Green/Yellow on a TAXIWAY = ILS/MLS Critical/Sensitive Area - Yellow/Green or Green/Yellow on a RUNWAY = Rapid Exit Taxiway Taxi way holding positions  A holding position sign for aircrafts  aircrafts  

Mandatory instructions - White inscription on a red r ed background Parallel runways operations 1. Mixed ops - departures and approach on both runways 2. Segregate Segregated d ops ops - one one runwa runway y is used for exclusively for departures and the other is used exclusively for approaches. approaches.

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3. Semi-mixed ops ops - one one runway for departures only, the other for departure and and approaches or vice versa. NTZ - at least 620 m (2000 feet ) 1000 feet vertical separation /

INDEPENDENT PARALLEL APPROACHES with ILS/MLS "INBOUND" on ILS/MLS - 3NM "VECTOR/VECTORING" to intercept ILS/MLS - 2NM SRA (Surveillance Radar Approach) : 2 NM from touch down Equipment for Parallel runways operations : PBN (Performance based navigation), Non-precision equipment (VOR/DME) and Precision equipment (ILS) Parallel Approaches: -Mode 1 - No radar separation -Mode 2 - Radar separation (3 Nm same RWY / 2 Nm different RWYs) Simultaneous parallel departures: -Mode 3 - Independent parallel departures Segregated parallel Ops: -Mode 4 – 1One RWY for departures, 1One RWY for approaches

Inst Instrume rument nt Runways Runw ays Runway edge lights - fixed fixed showing  showing variable variable  white white   Runway center line markings on - paved paved runways  runways (tared) Runway end lights - fixed unidirectional showing red red in  in the direction of the runway Runway guard lights lights - will be provided provided for use in : RVR conditions of less than 550m where 550m  where a stop bar is not installed Runway threshold lights - green unidirectional direction of the approach to runway.

# Aircraft shall not hold positions closer than 50m to the runway in use # Apron a Non - Load bearing surfaces : two lines in the colour of the taxiway centerline -60 m from the pre-threshold in length suitable for use by aircraft - yellow chevrons -60m cross from the pre-threshold in length unsuitable for use aircraft - marked by a white

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Two types of approach light systems 1)Simple 2)precision   2)precision CAT 1 - approach lighting system 5 crossbar centerline with 321 lamp per light unit CAT 1 - crossbar 150m CAT 2 - approach lighting system 900m CAT 1 approach light system ?  A length of at least a distance distance of 900 m  And a distance of 150 150 m between the crossbars crossbars #stand identification display - on any PAVED parking area and de-icing area Simple approach runway Lights in a space of 420m and 300m # lead in lights lights - group of 3 white white lights flashing towards the runway. runway. # white dumbbell with white perpendicular lines indicate : taxing need not be confine in taxi ways # Emergency vehicle - red red and  and yellowish green Low intensity obstacle lights -type C flashes in security and emergency vehicles -type D flashes yellow in follow cars

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  Firefighting at aerodrome Categorizing aerodrome - Longest airplane using the aerodrome and its fuselage width Categorizing Airplane Airplane - airplanes length and its fuselage fuselage width

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Response time - time of call and the time able to drop foam Response time - 2 minutes minimum and maximum 3 minutes Effective rescue - training received Radio altimeter (Imagine a rectangle in front of the runway) Operating area should be in the pre-threshold area precision runway Through two consecutive slopes it should not exceed 2 exceed  2 % per 30m Common minimum dimensions - 300m X 60m (30m from centerline) Common Usual dimension - 300m X 120m (60m from fr om centerline) Radio altimeter location - pre threshold threshold    ALERTFA - alert phase  ATC Route designator designator not more than 6 Minimum 5

 No fuel is DETRESFA Fails to land within 5 minutes from the clearance, then it is ALERFA.  No communication after 30 mins mins is INCERFA Airspace   Airspace 8-C 6-D 4-E 3-F 2 - G/B 1-A # clouds below 5000 feet ATIS will broadcast # ATC will be provided in A in A B C D E # Class F – Air traffic advisory service and flight information i nformation service TCA / TMA terminal control area or terminal maneuvering area CTR - a control zone is CTR zone is from the surface of the earth to a specified upper limit and 5NM 5NM horizontal  horizontal distance CTA - Control area - a controlled airspace extending CTA airspace extending upwards from a specified limit li mit above the earth. The lateral limits of a zone shall shall extend from the center of the aerodrome aerodrome in directions that approaches can be made RNP (Required navigation performance) is determined by – communication 14

 

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navigation and air traffic services provided in the concerned airspace # ATIS – Automatic Terminal Information system # ATIS – message update is the responsibility of the ATS 3 divisions of air traffic services (FA FAA) A) a) Flight Flight infor informa matio tion n service service (FIS) (FIS) b) Air tr traff affic ic contr control ol servi service ce (ATC) (ATC) c) Alerti Alerting ng serv service ice (AS) - provide provided d by FIC (flight (flight information information center) center) and and  ATS (Air traffic service)

FIS - provides three different parts of information: 1. met meteoro eorolog logica icall in infor format mation ion 2. ae aerod rodrom romee in infor forma mati tion on 3. traffi trafficc inform information ation (coll (collision ision hazard hazards) s) # FIR services flight information service and alerting services 3 types of air traffic contro l (3A ( 3ACS CS)) a) Approach Approach contr control ol service service (arriv (arrival/de al/departu parture) re) b) Aerod Aerodrome rome cont control rol service service (aero (aerodrome drome traffi traffic) c) c) Area control control service service (controlle (controlled d flight) - Achieving Achieving separat separation ion between between controlled flights  Air traffic service units : 1. Ai Airr traff traffic ic con contr trol ol uni units ts 2. Fligh Flightt information information centres centres or air service services s reporting reporting office. office.   ETA changes  changes  Expected approach time ====> 30 minutes or more for holding Revised expected approach time ====> more than 5 minutes Expected Approach Time ====> 10 min or more

Abbreviations in Alerting services

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# Alerting service – FIC ATS

#FLIGHT INFORMATION SERVICE - A, B, C, D, E, F, G #FLIGHT INFORMATION WITH COLLISION HAZARDS - C, D, E, F, G Restricted area figure  area - territory indicator follows by D R P and ID figure 

Wind info will be given to you for the following : Headwind 10KTS Crosswind 5 KTS Tailwind 2 KTS   

Aircraft weight category H - more than > 136,000 kgs M - less than < 136,000 kgs but more than > 7000 kgs L - 7000 kgs or or less

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Separation memory aids Radar 8 NM (Light) 3 NM (Medium) 2 NM (Heavy) 5 NM = horizontal separation based on radar same localizer course and wake turbulence 2 NM = all non-radar  3 NM = With radar and ADS-B and MLAT 2.5 NM = reduced LOC course course succeeding aircraft aircraft on final approach track runway runway vacate time not more than 50 seconds 2 NM = vectored # radar separation normally 5 NM (for wake turbulence) and further reduced but not more than 3 NM and NM and then absolute 2.5 NM  NM  # with PSR  (primary surveillance radar) an aircraft can be identified as far as 1NM PSR (primary 1NM   away. # SSR SSR (secondary  (secondary surveillance radar ) will terminate 2NM 2NM from  from touchdown. If SSR is not available pilot will be asked to do headings of 30° 30° or  or more.

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ETA – time the aircraft arrive at the IAF # Minimum Mach number separation 80 NM / 10 minutes 0.02 -> 9 minutes 0.03 -> 8 0.04 -> 7 0.05 -> 6 0.06 -> 5 Preceding aircrafts radar separation 4 NM heavy behind a heavy 5 NM medium behind a heavy 6 NM light behind a heavy 5 NM light behind a medium medium DODIA: D - Departure: O - Opposite:

2 min 2 min

D - Displaced: 2 min I - Intermediate: 3 min  A - Arrival: 2 min (3 for Light) # horizontal separation 5 NM # phases related to aircraft emergency - uncertainty phase / alert phases / distress phase # Own separation in vmc CLASS D E in daylight Longitudinal separation : Nav aids 10 mints Same track same level 15 mints Speed adjustments + - 20 kts and 4 NM of the final threshold Departing aircraft in any direction direction when  when another aircraft is on straight in 5 min (over the instrument runway) 45 ° in reciprocal distance 3 min (beginning of the instrument runway) Routine air report AIREP Departing aircraft Parallel runway – 760 m (2500feet)

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Lost comms ⁃ no radar 20 mints ⁃ Radar 7 ⁃ Land within 30 min ETA #Speed reductions on final approach +-20kts Flight plan I = IFR V = VFR Y = IFR 1st then VFR Z = VFR 1st 1st then IFR Y --> 22,5 NM and FL200 Z --> 15 NM and FL190 # AFTN - aeronautical fixed telecommunication network # ADA - advisory area Colour identification for droppable items  from air :  Blue - food and water Red - medical equipment Black - miscellaneous cooking equipment Yellow - protective equipment Holding speeds 0-14000 ft 230kts 14000ft - 20000ft 240kts 20000ft - 34000ft 265kts 34000ft - Above 0.83mach Below 14000 ft --> 230kts and 1min Above 14000 ft --> 240 kts and 1.5min

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MEDICAL

expires in 10days 10days - revalidation revalidation Medical class 1 expires Revalidation can be done 45 days prior to your medical expiry Medical class 1 expires 10days ago - renewal Class 2 medical 60 Months until the age of 40, 24 months until the age of 50 , and 12 months there after #Single pilot operators pass the age of 40 medical is valid 6 months. # off block time is 60 minutes (uncontrolled flight) # in the event of a delay delay off  off block time is 30 minutes (controlled flight) # nav lights to be used only at night

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# flight plan - to CTA 60 mints if on ground 10 mints if in air  Flight via North Atlantic 3 hrs prior to departure

VFR flights areas : Congested cities and towns – 300m (1000feet) and a radius of 600m  Arrival report – 1. 2. 3. 4. 5.

Aircraftt ide Aircraf identi ntific ficati ation on Depa De part rtur ure e aer aerod odro rome me Destinatio Desti nation n aerodro aerodrome me (in (in case case of of diversio diversion) n) Arriv Ar rival al ae aero rodr drom ome e Time Ti me of ar arri riva vall

Repetitive flight plan – 1. Airc Aircraf raftt ide identi ntific ficati ation on 2. Aircraft Aircraft type type and and wake wake turbu turbulenc lence e categor category y 3. De Depa part rtur ure e aero aerodr drom ome e 4. Cu Curs rsin ing g spe speed ed

Towed at night : the same lights required for flight

VMC------landing nearest IMC-------continue plan # VMC flight for minima minima for departure 1500 ft ceiling 5 km visibility # SVFR is requested when ground visibility is not more than 1500m to enter CTA

None RVSM Above FL 290-430 air aircraft has a separation of 4000 feet aircraft flying the same direction. air aircraft has a separation of 2000 feet aircraft flying the opposite direction. Going east 290 330 370 410 Going west 310 350 390 430

RVSM Above FL 290-410 air aircraft has a separation of 2000 feet aircraft flying the same direction. air aircraft has a separation of 1000 feet aircraft flying the opposite direction. Going east 290 310 330 350 etc

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Going west 300 320 340 360 etc

When choosing a IFR level it will be based on MAGNETIC TRACK # IFR magnetic track 180-359 Above FL 280 increases by FL310 FL350 and FL390 # below flight level 290 separation of 1000 feet # above flight level 290 0r below FL410 2000 feet # aircraft flying opposite direction below FL 290 it’s 1000 feet separation

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# aircraft flying the same direction below FL 290 it’s 2000 feet separation IFR Altitude Minimum levels -2000 feet in mountainous areas with 8 km of estimated position of aircrafts -1000 feet in none-mountainous areas with 8 km of estimated position of aircrafts # aircraft been intercepted intercepted with  with squawk 7700 mode A SSR A SSR transponder tr ansponder # APTFNE for position reports memory AID. # TA traffic advisory RA resolution advisory Airspace  Airspace  FLIGHT INFORMATION SERVICE - A, B, C, D, E, F, G FLIGHT INFORMATION SERVICE WITH COLLISION COLLISION HAZARDS HAZARDS PROVIDED PROVIDED IN C, D, E, F, G  AIRSPACES WHICH ATC SHALL SHALL BE PROVIDED - A B C D E Essential traffic - controlled traffic not separated from another controlled traffic with the prescribed separation minima # decisions to initiate alert phase is operational air traffic control center # clouds below 5000 feet ATIS will broadcast AIP - Aeronautical information publication The MAIN PUBLICATION containing all the necessary information about what rules apply in a country, how aviation is organized and how stuff is done and run in the country. It has 3 parts: GEN, ENR and AD. GEN (General) -search and rescue -location indicators (Airport codes e.g. OTHH) -SIGMETs -search and rescue Operation starts - Alert phase 121.5 MHZ 243MHZ rescue co-ordination center and rescue sub centers : promotes search and rescue service LLL - operation complete XX - we are unable to continue and will return to base

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 LL - we have found all personnel

ENR (en-route) -existing prohibited restricted and danger areas -holding, approaches, departure procedures ( -Low ATS routes -special lights during landing  AD(aerodromes) -Meteorological information provided at aerodrome -refueling facilities and fuel grades available -runway lighting

AIRAC – (Aeronautical Information regulation and control) - 42 days # advanced notification based on common effective dates # circumstances that necessitate significant changes in operating practices and to  AIP shall be published with accordance to AIRAC AIRAC # a document that is released r eleased at certain notification intervals # Operationally significant changes to AIP Signifying a system aimed at advance notification based on common effective dates, of circumstances that necessitate significant changes in operating practices This is a system that provides information about CHANGES IN ADVANCE. It's mostly used by the aircraft FMCs so they have the latest information. The changes need to be published 42 days in advance and need to reach the recipients (us pilots) at least 28 days in advance.

AIP – GEN, ENR (en-route), AD (aerodrome) ( aerodrome) Fueling facilities AD

AIP Supplement – Supplement – AIP it's a supplement supplement to the AIP E.g. crains Contains information about changes that are only TEMPORARY but  but LONGER THAN 3 MONTHS  MONTHS or short changes but contain lots of text graphics (basically stuff that is too long to be put in a NOTAM). AIP Amendment Amendment - permanent changes to AIP Contains information about changes to the AIP that will LAST and won't get changed 25

 

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again. NOTAM (notices to airmen) and airmen) and PIB (Pre-Flight PIB (Pre-Flight Information Bulletin) The stuff that most of us know. It's the published information regarding changes and stuff happening for LESS THAN 3 MONTHS. NOTAMs get published or revised (seeing if the stuff happening still is happening) every month. Checklist of valid NOTAM - one month PIB – Maps and charts AIC AIC  - Aeronautical Information Circular  *AIC colour codes White – Administrative documents Yellow – ATC Pink – Safety Mauve – Danger area Green – maps / charts This is information that regards mostly LEGISLATIVE stuff (like change of different laws, pricing and stuff like that).

Annex 15 Snowtam Ashtam (colour coded) Red alert - volcano erupting and reaching FL 250 Orange alert - volcano not reaching FL 250 or under  Yellow alert alert -- no caution exercised , not considered considered dangerous dangerous Green threat is exercised # 4 types of water - snow, slush, frost and ice Annexes 09 Facilitation - free movement of aero planes, pax , goods/cargo between counties Facilitate and expediting the entry process - national Card GD - name of a crew member For **identification** purposes, the CMC CMC is  is enough (no passports, no visas, no licenses) For **working** purposes, you need the license, logbook, and so on

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# Airside : the movement area of an airport, adjacent terrain and buildings or portion thereof, access to which is controlled Annexes 17

Security control – Security control means the application of means by which the introduction of prohibited articles maybe prevented who shall take adequate measures - The contracting state in which the unlawful interference occurs state will only provide - provision of navigation aids, air traffic services and permission to land  A means of introducing weapons , explosives explosives and other dangerous dangerous devices , articles or substances which may be used to commit an act of unlawful interference that can be prevented act of unlawful interference – State of registry Sate of operator and ICAO Annexes 13 The sole objective of investigation of accident and incidents - its prevention Occurrence - that has not resulted in any accident or incident When an accident happens : 1. Stat State e of of re regi gist stry ry 2. St Stat ate e of ope opera rato tor  r  3. St Stat ate e of Man Manuf ufac actu ture rer  r  4. St Stat ate e of of Des Desig ign n VFR flight visibilities 10,000ft (3050m) above 8 km VIS , 1000ft V 1.5km H 10,000 ft below 3,000 ft above or 1000ft above terrain 5 km VIS , 1000ft V 1.5km H  At 3000 ft or 1000ft above terrain terrain 5 km VIS , 1000ft V 1.5km H

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Freedom of air International air transport agreement provide for – the carriage of traffic between the state of registry and any other participating state. Technical : – 1st freedom - not to land and fly over territories. 2nd Land for fuel or none traffic purpose Commercial :3rd freedom – to take traffic from homeland to another country 4th freedom – to bring traffic from any country to homeland 5th freedom – to discharge traffic at intermediate points

IFR lost comms 1> Maintain last assigned speed and level for 20 minutes if not in radar environment then proceed as filed 2>Maintain last assigned speed and level for 7 mints in radar environment then proceed as filed 3> Commence decent as expected approach time 4> land within 30 mints of the expected time of arrival

# Number of runway stripes – width of the runway divide by 4 # inbound aircraft documentation copies 3-3-3

INCERFA (uncertainty phase) = uncertainty ALERFA (alert phase) = apprehension DETRESFA (distress phase) = certain

alert phase – a situation wherein apprehension exist as to the safety of the aircraft and its occupants

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NEW UPDATE 2020 Medical – class 2 – 60 months until age 40, 24months until age 50 , 12 months there after Class 1 – AeMC (aero medical center) Class 2 – AeMC or AME (Aero medical examiner) LAPL – AeMC or AME Flight test rating – 1000 hrs and 400 hrs as PIC VFR – Highest obstacle 300m (1000 feet) and 600 m (2000 feet) of radious elsewhere specified 150m (500 feet) Lost Comms - HEADING --> return to your current flight plan route

SPEED/LEVEL: CONTROLLED --> 7 min UNCONTROLLED --> 20 min Uncontrolled flight – 60 mints Controlled flight – 30 mints Longitudinal separation

STANDARD = 15 MINUTE BETWEEN 2 NAV AIDS= 10 MINUTE DEPARTING FROM SAME POINT OR NAV AID THE 1ST BEING 2O KNOTS FASTER = 5 MINUTES DEPARTING FROM SAME POINT OR NAV AID THE 2ND BEING 40 KNOTS FASTER = 3 MINUTE # WORSE FOR PERFORMANCE IS GIVEN: Pressure rounded DOWN Temperature rounded UP RNAV - 80NM RNP10 - 50NM RNP4 - 30NM # Unable to contact ATC due to unlawful interference interference above FL290 climb or descend 1000 feet Bleow FL290 climb or descend 500feet

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SUMMARY OF SEPARATION DISTANCES o Absolute Minimum: 2.5 NM. o Minimum : 3 NM. o Horizontal radar separation Minimum : 5 NM. o Between same localizer 3 NM. o When youaircraft see in on thethe question the word :DISREGARDING: 2.5 NM. Wind change : headwind 10kts tailwind 2kts crosswind cr osswind 5kts Glide path intercept happen between 1000feet (300) and 3000feet (900) Interception happen between 19NM (19km)and (19km)and 3NM (6km) from threshold  Longitudinal separation separation based on distance (DME) (DME)

20 NM same on track and DME station 20 NM crossing track same level and DME station 10 on track for 20kts 10 NM NM same crossing track and sameDME levelstation and DME stationfaster for 20kts faster 10 NM climbing on the same track 10 NM descending on the same track  Longitudinal separation separation based on time

15 min same track same level 15 min cross tracks and same level 15 MIN climbing and crossing tracks 10 min if nav aids permits, between two navigation aids, same track same level 10 min for recipical tracks 10 climbing and crossing tracks with nav aids 5 min Climbing on the same track  5 min Descending on the same track  Aerodrome or reporting point 20 kts faster 5 mins Aerodrome or reporting point 40 kts faster 3 mints Straight in aircraft, a departing aircraft

Enroute - 3min departing - 2min 45º diff - 1min 40kts - 2min Any direction - 5min

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# 15° - VOR ; 30° - NDB ; 45° - Dead Reckoning FLIGHT PLAN FILE • Uncontrolled: EOBTU - 30 minutes • Controlled: EOBTU - 60 minutes • Airborne: - 10mins before boundary FLIGHT PLAN REFILE • Uncontrolled:EOBT - 60 minutes • Controlled: EOBT - 30 minutes VFR code 2000

Instrument approach – primary section ½ Instrument approach – secondary section ¼

3 types of separation 1. Ver Vertic tical al – cr crusi using ng lev levels els 2. Horizo Horizontal ntal – longit longitudina udinall aand nd llateral ateral 3. Com Compos posite ite – co combi mbinat nation ion of of the ab above ove Unlawful interference The correct answer will be either: 1. Doc 7 70 030, 2. try trying ing to broa broadca dcast st on 121.5, 121.5, 3. 500 fe feet et be below low F FL L 290 or 1000 feet above above FL 290 290 Deviation from international standards – immediately Deviation from amendment to international standards – 60days Common mark – ICAO & telecommunication “over congested areas” 1000ft (300m) above the highest obstacle. “elsewhere the specified above” 500ft (150m) 965/2012 Commercial and none commercial Runway guard lights – yellow

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Unlawful interference – ICAO , State of Operator ,State of registry || Delay of 30: EAT given expeditiously || Delay of 10: EAT given as soon as practicable || If original EAT changes by 5 minutes: You’re given a REVISED EAT. fozen water on the runway – Snow, slush , Ice two types of separation – lateral and longitudinal Same VOR track with 15NM separation and fly a specified track which is separated by 15° Same NDB track with 15NM separation and fly a specified track which is separated by 30° Aircraft with right of way must maintain SPEED, LEVEL & Heading Track guidance Straight out departure upto 20 km (10.8 NM) turns less than 15° Turning departures 10 km (5.4 NM)

Straight in none precision approach – 30° Clear 2 land Need 4 speed PDG : Standard Procedure Design Gradient   is 3.3%. Missed approach = 2.5% /////////// Normal departure - 2.5% obstacle identification gradient + 0.8% obstacle clearance = 3.3% (PDG)

# VFR in Europe – FL195 (19,500 ft / 5,950m) When overflying a state – an aircraft must follow the rules of the air and the state An overtaking aircraft is an aircraft that is approaching an aircraft from rear on a line forming an angle – 70° symmetry of the latter   # Transition altitude AIP Transition level ATIS ATIS and  and ATC

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Transition ALT : FIX , published (AIP, chart) transition LEVEL : VARIABLE, calculated (ATIS, ATC ?) # Validity 1 year form the date of the issue – Multiengine rating , type rating , instrument rating # Validity 2 years – single engine class rating # Single Pilot single engine aeroplanes not required type rating, These include : touring motor glider / TMG Proficiency check – 3 months prior months prior to expiry can be done in advance Renewing – renewal # Serious incident – an incident that the circumstances accident nearly happened

ATPL requirements for flight test 1. 10 1000 00 hrs hrs and and 400 400 hrs hrs as PIC PIC

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2. 3. 4. 5. 6. 7.

500 hrs 500 hrs as mul multi ti crew crew ops 500 50 0 hrs hrs as PI PICC-US US 250 hrs as PIC or or 250 hrs hrs of which which 70 as PIC and remainin remaining g US 75 hrs of instrum instrument ent time time and 30 hours hours may may be instrument instrument ground 200 hrs cross country country out out of which 100 hrs as PIC or PIC-US PIC-US 100 hrs nigh nightt fligh flightt or co pilo pilott

8. 100 sim with with a max max of 25 hrs hrs on FNPT FNPT (Flight and Navigation Procedures Trainer).

Acrobatic rating – rating – 30 hrs after license is issed as PIC At least 5 hours of aerobatic instruction in the aero planes or TMG’s flown with engine power Further specified period : revalidation 3 years type expired – expired – initial issue of the license Banner towing : 100 hrs flight time and 200 T/O & landings Mountain rating : 6 landings in the past 24 calendar months Easa CPL Integrated: 1. Age 18 2. 150 hrs 5 hours of the the entire entire cours course e inst instrumen rumentt ground ground time 3. 80 dual dual instructio instruction n of which which 5 hrs hrs instrume instrument nt ground ground time time 4. 70 ho hour urs s as as PIC PIC 5. 20 hrs hrs vfr vfr cross cross coun country try 300 NM (540 (540 km) 6. Ful Fulll stop stop landin landings gs at two two aerodr aerodrome omes s 7. 5 hrs night flight time comprising time  comprising of 3 hrs dual instruction which will include 1 hr cross country navigation 5 solo take off and landings 8. 10 hrs instrument hrs instrument flight instruction of which 5 hours instrument ground time ground time 9. 5 hrs in a 4 seater seater variable variable pitch prope propeller ller and retracta retractable ble landing landing gear gear

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Privilage of a CPL

-  Act as a pilot in command in any operations other than commercial air transport -  Act as a pilot in command in a single engine air plane in commercial commercial air transport

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Co-pilot in commercial air transport

MOPSC – max operating pax seating config • Expired = renewal • Still valid = revalidation  In flight Steady red – give way to other aircraft and continue circling Flashing red – Aerodrome unsafe do not land Flashing white – land at this aerodrome and proceed to APRON Flight plans

summitted ted and old one canceled – estimated off block time 60  New flight plan summit mints Controlled flight – a flight plan shall be submitted 60 minutes prior minutes prior to departure Event of delay of a controlled flight, new plan submitted when the delay is in excess of – 30 minutes of the estimated time off blocks An airbourne flight plan must be submitted – 10 minutes before minutes before the intended  point of entry into a CTA or advisory area Event of a delay 30 minutes or more – the flight plan must be amended or a new flight plan should be submitted and old flight plan cancelled # aircraft who has the right of way will maintain its heading and speed Red anti-collision light  – to attract attention to the aircraft - As soon as engines are running 35

 

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Hands -->INwards INsert Chocks Arms --->OUTwards (OUT)Remove Chocks

 NON RVSM +-300 Ft RVSM +-200 Ft Altitude warning in the cockpit sounds when deviation exceeds 200ft from selected target. It’s designed for flying RVSM Where by “Separation may be reduced” – composite Composite can also be horizontal and vertical separation  Normal separation – vertical and horizontal horizontal complete summary 

AIP - the MAIN PUBLICATION containing all the necessary information about what rules apply in a country, how aviation is organized and how stuff is done and run in the country. It has 3 parts: GEN, ENR and AD. AIP Supplement - it's a supplement to the AIP, and it contains information about changes that are only TEMPORARY but LONGER THAN 3 MONTHS or short changes but contain lots of text(graphics (basically stuff that is too long to be put in a NOTAM). AIP Amendment - it's an amendment to the AIP and it contains information about changes to the AIP that will LAST and won't get changed again.  NOTAM and PIB - the stuff stuff that most of us know. It's the published published information regarding changes and stuff happening for LESS THAN 3 MONTHS.  NOTAMs get published or revised (seeing if the stuff happening still is is happening) every month. AIC - this is information that regards mostly LEGISLATIVE stuff (like change of different laws, pricing and stuff like that).  AIRAC- this is a system that provides information about CHANGES IN ADVANCE. It's mostly used by the aircraft FMCs so they have the latest information. The changes need to be published 42 days in advance and need to reach the recipients (us pilots) at least 28 days in advance.

So this is the summary of all AD/ENR/GEN questions: . .

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ENR - prohibited, restricted, danger areas\&/holding, approach & departure\&/lower ATS routes\&/(COMUNICATION FAILURE)\&/meteorological services provided\&/ . GEN - differences between national regulations\&/SIGMET\&/"location indicators"\&/search and rescue\&/parking and landing fees /heliports . AD – Runway lighting Refueling facilities Fuel grades\&/mest. service at AD\&/ . Grateful “ Land at this aerodrome” – for use by intercepting aircraft - YOU LAND “Decensd for landing “ - for use by intercepting aircraft – Deesend

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