Scribd Logo
Upload

Welcome to Scribd!

  • Air Law and Communications PRESS

    Uploaded by

    Yasin Cnkci
    50 views190 pages

    Copyright

    © © All Rights Reserved

    Available Formats

    PDF or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    Report this Document

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    50 views190 pages

    Air Law and Communications PRESS

    Uploaded by

    Yasin Cnkci

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 190
    EASA PPL Training Air Law and Communications Technical literature for the theoretical training of Private Pilots and Light Aircraft Pilots Publisher: Peters Madia Publishing Author: Peters Software GmbH ISBN 978-0-88487-000-5 te 1047 1049, vers va Petars Software GmbH Cologne, Germany ‘These materials are to be used only for the purpose of individual, private study and may not be reproduced in any form or medium, copied, stored in a retrieval system, lent, hired, rented, transmitted, or adapted in whole or In part without the prior written consent of Jeppesen GmbH. ‘Copyright in all materials bound within these eavere or attached hereto, exeluding that material whish is used with the permission of third parties and acknowledged as such, belongs exclusively to Jeppesen GmbH. Certain copyright material is reproduced with the permission of Peters Software GmbH. This book has been written and published to assist students enrolled in an approved JAA/EASA Private Pilot Licence (PPL) course in preparation for the JAN/EASA PPL (A) theoretical knowiedge examinations. Nothing in the content of thie book ie ts be intorproted ae constituting inelnistion ae advina ralating ta practical flying THESE MATERIALS ARE PROVIDED “AS IS” WITHOUT WARRANTY OF ANY KIND. Students preparing for the JAA/ EASA PPL (A) thearetioal knowledge oxaminatione ehould not regard this book as a substitute for the JAA/EASA PPL. (A) theoretical knowledge training sylabus published in the current edition of "JAR/EASA FCL Flight Crew Licensing (Aetoplanes)” (the Syllabus). ‘The Syllabus constitutes the sole authoritative definition of the subject matter to be studied in a JAWEASA PPL (A) theoretical knowledge training programme. No student should prepare for, or is entitled to enter himsel/herseif for, the IAA/FASA P| (A) thenratical knowleciga examinations without first being enrolled in a trainina school which has been {granted approval by a JAA-authorised national aviation authority to deliver JAA/EASA PPL (A) training, Contact Details Sales and Service Department ‘Jeppesen GmbHt Frankfurter Strasse 233 63263 Neu-Isenburg Germany Tel: ++49 (0)6102 5070 E-mail fra-services@jeppesen.com ror further information on produote and oervioes from Joppecen, viet eur wab cite at wwnw.jeppesen.com @ Joppeaen Sanderson ino., 2014 All Rights Reserved Printed in Germany Aviation has always fascinated people. A large part of this fascination stems from the idea of the infinite freedom of the: sklos. Nowadays, those ckioe aren't ao oalmm ao they used to be, and we are iver aunts I ret tf therefore vital that all airmen stick to a common set of rules to make moving through the skies as safe as possible. This book concemns itself with theee rulco. ‘We will start with a short overview of the relevant conventions and organisations before moving on to the airworthiness and registration of aircraft, folowed by requirements for different categories of airports as well as for crew licensing. Air trafic laws and procedures will be discussed and we will have a lank st the distinction between national law and ICAO require ments. Puiblishar Poters Media Publishing ‘Saveral tips relating to the use of QR codes ‘To make even the most complea ait Uyriaitic processes easily understanaable to the reader, the corresponding figures have been complemented by QR codes. The two-cimensional code pattern originally developed to mark components and assemblies in the automotive manufacturing Industry, may be scanned with an iPad, iPhone or smart phone after down loading freely available software from the internet. When a code patter is scanned, the software automatically directs the reaver to the videos that Peters Software has provided for the reader. Index International Law iH Sasa} ‘The Convention on International Civil Aviation (Chicago) il 1 irworthinose of Aircraft fs Preface, Terminology _ 13 entiicate of Arworthiness 13 Aircraft Nationality and Registration Marks 7 Preface, Terminology : 7 Nationaity and Registration Maries mas 18 Certficate of Realstation, Aircraft Nationality 2 Crew Licencing 25 Terminology 25 Relavant Parts of Annex 1: Part Flight Grew Licences and Part Medical er Rules of the Air a A 38 Vita Rules and Terminology 38 Procedures for Air Navigation Services 65 Progevures for Adlusting Arimeters 85 ‘Secondary Surveillance Radar and Transponder Operational Procedures 70 Air Traffic Management as 7 Terminology im 7 Airspace Classes n Fight information Service a Introduction, Essential Definitions, AIR, NOTAM, AIRAG, AIC : 4 ‘Aerodromes a Essential Defnitione. a Aerodrome Data he an 100 Vieual Navigation Aids wi Visual Aids for Denoting Obstacles a 410 Vioval Aids for Denoting Restricted Use Areas 112 Emergency and Other Services if 114 Search and Rescue Services, 115 Essential Definitions 115 Standards and Recommended Practices 115 ‘Search and Rescue Signals Z 116 Security Z 119 General: Objantivas and Aims 449 ‘Air Accident investigation 120 Essential Terminology is 120 Applicability wat National Lave tz National Law and the Difference to Relevant ICAO Annexes and EASA Regulations 122 Definitions. 125 Meaning of Relevant Terms. Z 125 Abbreviations in Air Trafic Control e 198 Commonty Used Groups 130 Messaae Catecorios 430 ‘Types of Calls 131 vl Generel Communication Procedures Transmission of Letters Transmission of Numbers Transmission of Time Procedures: Standard Phraseoloay iH Call Signs for Ground Stations including Abbreviated Cail Signs Call Signs for Air Stations Including Abbreviated Call Sians ‘Transfer of Communication Radio Equipment Chack Read Back and Acknowledge Relevant Weather Information (VFR) ‘Aerodrome Weather ‘Weather Forecast Lost Communication Procedure Distress and Urgency Tratfic Distress Trafic. Urgency Trafic General Principle of VHF Wave Propagation ‘Communication Examples \VER Departure From a Controlled Aerodrome Without Flight Pian VER Approach to a Controlled Aerodrome Without Fight Plan \VER Flight Through a Control Zone Flight According to Visual Flight Rules in Airspace C Raslow Flight level 100) Kayword Indaw 13a 133, 133 195 195 196 161 162 163 163 163, 165 465 165 166 167 167 ter 108 169 169 173, 181 183 International Law ‘The Convention on international Civil Aviation (Chicago) 1 pin nt na.00 International Law Ovring to the international environment that we lve in nowadays, cooperation between countries is very Important. For this reason there are a multitude of international conventions and organisations that coordinate cooperation and consolidate ruleo and processes, 01001 01 00 The Convention on International Civil Aviation (Chicago) I every country were to make its own rules governing aviation, international civil aviation would face huge problems as i would De completely unrepresented. It, tor example, Germany ruled that all pilots had to speak German during radio com- ‘munication while France ruled that radio traffic could only be conducted in French, international air traffic would be ruled Out. For these obvious reasons international cooperation started early. The Chicago Convention, hosting 52 states, took place from November 1 to December 7, 1944. The most important outcome of this convention was the estatlshment ‘the Convention on Intemational Civil Aviation (Chicago Convention, ICAO Convention), which paved the way for establish- ing the International Civil Aviation Organisation (CAO) on Apri 4, 1947 ‘The results of this convention were documented in the so-called ICAO Doc. 7300 with which the following chapter wil ‘voncein itsel. Th: IGAO Dov, 7300 consists of Mumiple Pars, Dut for this discussion we will focus on Part 1; navigation. 01001 01 of Part 1 - Navigation ‘One of the most important areas of international cooperation in aviation is the common principles and agreements on navi gation ana arr navigation services. The general principles and definitions for civil aviation are compiled in Part 1 of ICAO Doc. 7300 and are mandatory for all ICAO member states. General Principles and Applicability of the Convention ‘The most important statement here Is that every member state has the right to apply and enforce its own laws and regula- tions in its sovereign territory. Evory stato has full sir sovereignty over its territory. Flying over the Territory of Member States The Chicago Gonvention contains diferent rules for flying over a member state's tertory Defining Relevant Terms [tom Definition Sovereignty Inthe sense of the convention, “sovereignty” means that every member state of the ICAO recog- rises other membar states sovereign teritory, 26 well as the fact that the states possess full air sovereignty over their territory. Teritory ofa state | In the sense of the convention, the teritory of a state is the area of land and water over which the slate has suvereigity; ls Sovereign territory ana terrtonial waters, ign seas. ‘Uceans, seas and water surfaces cutside of a national authority are referred to as high seas. International Law Freedoms of lie Air Right of Non-Scheduled Flights Every member state has the privilege of conducting non-scheduled flights (not airline services) over the territory of other member states (rst freadom of the air) and landing at another member state's airport for technical reasons (second free- cdom of the air). This does not require any special permit and should not be confused with fight schedules, clearances or slots ‘The Convention on International Civil Aviation (Chicago) Scheduled Air Servicee ‘Scheduled flights and airline services require the approval of the state in question, but other freedams of the air apply. Those are determined by another agreement, the “Transport Agreement’. Tho third freedom of the air gives member slates the privilege of putting down passengers, mail or cargo In another mem- ber state when the passengers were boarded or cargo loaded in the aircraft's home country, nage’: rect ransport ovary) ‘The fourth freedom ofthe air allows member states the privilege of taking up passengers, mall or cargo in another member ‘state for the purpose of transporting them back to the state In which the aircrat is registered. iB 1 Dhmatrmeport tin) 2 International Law “Tire Nfs fheedont Uf Ue ait provides Heber states the privilege of transporting passengers, carge or mall from one mem ber state to another ifthe fight starts or ends in the aircraft's country of registration. nage ‘Tansport between cterat states (stator ed pot in the aera county of eisra- “Tho cixth froedom of the ar allows member states the privilege af carrying naesangers, mail ar carga hahunan two member states if there is a layover in the aircraft's country of registration. ‘The seventh freedom of the air says that mamhar 201 Singie-engine aeroplanes up to | Iwin-engine turboprops 5,7 — 2t, 1-3 seats 18t B Aeroplanes 14 -20t Alrcraft operated by the federal | Balloons (hot ait/gas) government 22 Airoraft Nationality and Rogictration Marke c ‘Aeroplanes 5:7 ~ 14t ‘Single-engine aeroplanes up to | Single-engine Cessna < 5.7t 21, 1-3 seats D Single-engine aeroplanes up to | Single-engine aeroplanes < 5.7t 2, more then 8 seats E Single-engine aeroplanes up to | Single-engine aeroplanes; 2 - | Upon request for Beech and at ort Robin F ‘Single-engine aeropianes; 2 - | Mutt-engine aeroplanes up to | aeroplanes from Swiss produc sit srt tion G Mult-enaine aerooianes up to 2t | Aeroplanes 5.7 -14t ‘Twin-enaine aeroplanes <5.7t 4 Rotorerat (12. helicopters) ‘Aeroplanes 14-901 Singla-angina aarnplanas. tram Swiss production <5.7t 1 Multi-engine aeroplanes; 2 - | Aeroplanes > 20t Aeroplanes > 15 Bat J ‘meropianes > 19t K Motor glider Single-engine aircratt up to 2t, | Single-engine aeroplanes < 5.7t ‘more than 3 seats L Airship Aaroplanes > 20 ‘Twin-engine aeroplanes < 5.7t M Motorised air sports equipment Aorobatio aoroplance upto 0,4725¢ N Non-motorized air sports equip- ment ° Balloons (hot ai/gas) Single-engine Piper <57t Pp Single-engine Piper <5.7t a Balloons (hot air and gas) R Lighter-than-ar aircraft Special and vintage aircrat 8 Lighter than-ir aircraft Singlo-engine two-seat aero- planes < 5.7 T Single-engine Cessna <5.7t uv Temporary (provisional) regis- | Single-engine aeroplanes < 5.7t trations. from German, Italian or former Soviet production v Tasting registrations Business Jets < 15t w Waterplanes and amphibious | Ecoiight aircraft x Helicopters Holicopters, Y Unmanned aircraft Experimental z Lighterthan-ai-ircraft Helicopters. Certificate of Registration, Aireraft Nationality 23 010.03 03 00 Certificate of Registration, Aircraft Nationality ‘As we saw in the last section that issuing, administering and keeping record of registrations is a national responsibilty. When an aircraft is registered a new record is made in the respective country's aircraft register. The name "register" stems from the old paper-based system of record keening. Nowadays this gystam is kant in parallel ana madarn computer dae tabase, Image 18: Arca ragitr (Source: roxonFotela) During registration the aircraft receives its oficial registration and nationality marks. AS a proof of registration the owner receives @ certiicate of registration, which is comparable to a car's ragistration documents. Alcraft always hold the nation- ality ofthe state they're registered in. A typical certificate of registration looks lke this: 24. Aircraft Nationality and Registration Marks 5 angi Brats ‘BUNDESIF UBLIK DEUISCHLAND ‘and ‘Mewar edn Rep of Senay, ‘surance Taftrs Dandeoame Bak at | a eel Avon ton FINTRAGUNGSSCHEIN Seltsonot began ‘fimseemmengae nd [2 Her Weare iSiewesin Hae Saree Nery apts ean D- Sager gate (em Abner ns tip, or was ds Aime cr Bonin omnes wi dor dl terains Ebi com Beco atone oason Labaaper wl Scr ocerD ‘rm when hore grag hence at ete deta hatte dy erin Fe he Fal Pa bef Gary score wih Cavan (Nevetintiet uns et orto testi Coin Asuraan ha et mpasosenadionietan ‘Daan Auseing Urea sae Der Eintragungsschein ist im Luftfahrzeug mitzufbhren ‘mage 1 Regisuavonconeate Terminology 010.04 0000 Crew Licencing This chapter is all ahout the ragulations ragarding licencing in the areas of PPL and LAPL, as well as the “medical. 010.0401 00 Terminology Basic concepts are exniained within the following table. Term Definition Pilot in command (PIC) Category of aircraft ‘Tre pilot in command (PIC) is the person who has final responsibilty for the ‘operation of the aircraft and who holds a vali licence and medical. The PIC ul- timately makes the dacisions and has command aver the alreraft. Fven though the actual work of flying may be delegated toa pilot in training or autopilot, the PIC always has the responsiblity forthe fight, The PIC has certain rights and ‘duties. Apart from onboard safety, he has to ensure that all laws and regula- tione aro complied with, Furthermore, all eheole are the reaponaiblity of the PIC. ‘As the name suggests this is a way of categorising aircraft by certain charac- teristics or basic properties. Examples include aeroplanes, gliders, neicopters, airships or balloons. Cross-country fight This term describes a fiaht between a start- and endpoint on a planned route Using standard navigation procedures. Basically, every fight that exceeds the Circuit of the home airfield is a cross-country fight. Whether start and encinoint 's the same airport or airfield does not play a role. Dual instruction time When a pilot is instructed by a licenced instructor in an alreraft or licenced simulator, the time epent is callod dual inatruotion time. Tlight time Flight time is the timespan from when the aircraft starts moving fn order to take-off (leaving park position) until the aircraft stops moving at the end of a Twgnt (stopping at park postion, Flight time as SPIC During your practical traning you will go through different phases. n the begin- fing you will get to know the aircraft and its controls without acting yoursel. The fight instructor isthe pilot in command and actually controling the aero~ plane. In the later phases of your training you wil take more and more control land therefore responsibilty. You influence the course of the aircraft actively and cansrinuely In this phase the fight instnictor anly superviges the flight (a- ‘though he will intervene in the case that something goes wrong). In this phase ‘the fight timo ie callod etudont pilot in command time, SPIC io the ebbroviation ‘you will enter in your log, Night Even though most of us will have an idea about what night is EASA gives us definition: It is not enough to call everything that Is “dark” night, The night isthe time between the ond of sunsot and the start of sunrise or any other timespan given by the national authonties. 26 Grew Licencing Light eeroplane pict icenco (LAPL) This category of licence was introduced with EASA regulations. it permits its holder to fly sinale piston-engine land-based aeroplanes with a maximum take~ fff mass of 2000kg or less and carrying no more than 4 people including the pilot. Its most important characteristics are: © Single engine * Lana aeropiane © Upto 2,000 kg MTOM ‘+ Maximum 4 people (nol pilot) Private pilot licence (PPL) ‘As opposed to the new LAPL, a PPL (private pilot licence) permits its holder to pilot any aircraft, as long as he holds the appropriate type or class rating and the fight is non-commercial. Basically. a PPL holder could fly a Boeing 737 as Tong as he holds the type rating and the fight is non-commercial Commercial plot licance (GPL) ‘As the name suggests this cence qualfies its holder to practice commercial ‘lying. Thore are somo restrictions (multi crew operations etc.) that we wil cis- cuss in more detail later on. Proficiency check ‘The proficiency check is sort of a test. In detal itis a proof of abiity that is neo- ‘essary for renewing or revataating ratings. It might include an oral exarn. If you ‘want to renew you IFR rating or your English language proficiency, for example, ‘you will have to undergo a proficiency check Rating ‘A rating is a permission that Is entered onto your licence, which might also bring a certain recuitement or restriction. Ronowal If a rating (e.g. IFR er single engine piston rating) axpiras (meaning it fe ant ra. validated before its expiry date), it can be re-issued through a renewal process. “The process includes a check of the relevant abiltios and rights. Revalidation Normally ratings are nol renewed but are revalidated. In offcialese itis defined as the administrative measure that Is taken during the rating’s or certficate's period of validity that allows its holder to exercise the rights connacted ta the rating ar casttinata for another paring of validity after fullling certain requirements. A rating (e.g. the SEP rating), tneretore, nas to be revalidated aunng 1s perio cf validity. Ifthe revalidation check is successful the rating’s validity is extend- ‘ed by another period. Skill test ‘When you first strive to receive a licence you wil have to take a practical test. Officially the practical testis called a skil test. It describes the proof of the skils that are needed for receiving a licence or rating and might also include ‘an oral exam. Solo fight time This term is rather self-explanatory and you will probably remomber the fir ‘ew minutes of this time for the rest of your lf. It isthe time during which the student pilot iste only occupant in the aeroplane. ‘Type of aircraft “The type of aircraft is a certain category It serves tor categonsing arrorart nat ccan be flown by @ pilot who holds a certain rating (according to the operational requirements given in Part 21), A type contains all aircraft ofthe same basic Construction, including all changes that do not resutt in handling or flight char acteristic changes, Relevant Parts of Annex 1: Part Flight Crew Licences and Part Madical 27 010.04 02 00 Relevant Parts of Annex art Flight Crew Licences and Part Medical 01004 02 01 Aspects of Annex 1 and EASA Flight Crew Licences ICAO Annex 1 describes the international, partly binding guidelines, standards and recommendations for craw and staff licencing - so not only for plu licences. The binding regulations and standards Nave to be converted into national law by the member states. In Germany the responsible national authority fs the Luftfahr-Bundesamt, In Austria the conversion is Jed by Austrocontro The Relationship between ICAO Annex 1 and EASA's Flight Crew Licences (Part FCL) ICAO Annex 1 is not the sala hasis of law and regulations. It is more the founding of law making in the individual member states. Although EASA’ fight crew licence (FCL) takes the same role in EASA member states, Its scope is different. EASA FCL has also introduced a variety of new licences; for examplo, the LAPL (a non ICAO conforming simplified PPL), A large part of EASA guidelines is based on the relative ICAO counterpart and according to ICAO quidelines the textual formulation shall be used in order to create a global, unified set of rules. Some parts do difter and in @ few cases even f= ferent definitions are used. If there are differences between ICAO, EASA and national reaulations. the respective authority hhas to notify ICAO about them. The individual differences are published by EASA ina lst. EASA regulations are passed as CU laws and pubiished in the EU's official journal, by whic trey becorne official and bind ing. The EASA FOL guidelines therefore bacame binding for all member states on 1 April 2013, its relevant regulations be- ing included in EASA Parl FCL and EASA Part Mecical, These two parts willbe the focus of the following sections. The Contents of Part FCL and Part MED ‘The area of fight crew licences (Part FCL) makes up the larger portion of regulations and miles and is structured in the fol- lowing way: * Subpart A - General requirements * Subpart B - Light aircraft pilot iconco (LAPL) * Subpart C - Private pilot licence (PPL), saiplane pilot licence (SPL! and balloon pilot licance (BPL) * Subpart D - Commercial plot cence (CPL) * Subpart E - Multi-crew pilot licence (MPL) * Subpart F - Aline transport pilot icence (ATPL) * Subpart G - Instrument rating (A) * Subpart H - Class and tvpe ratinas * Subpart | - Additional ratings © Subpart J- instructors © Subpart K - Examiners Part MED concerns itself with the general medical requirements for difforont iconces and the corresponding examinations. itis structured as follows: © Subpart A - General requirements * Subpart B - Requirements of pilot medical certificates © Subpart C - Requirements of medical fitness of cabin crew + Subpart DAcromedical examiners, general medical practitioners, occupational heaith medical practitioners 28 Crew Licencing Roquiromente for Flying ac Pilot in Command ‘There are a multitude of requirements that have to be fuliled by pilots in EASA member states. First of all, every crew member has to hold a valid EASA licance with the appropriate ratings and certificates. Recognised non-EASA licences also permit fight crew to operate in EASA territories. Furthermore, every licence holder has to hold an appropriate medi cal without restrictions that forbid operating the aircraft in question. There are aditional requirements and regulations that have to be met by all crew members. Documents Every pilot is compelled to carry and exhibit documents of varying kinds. The following documents must always be carried: * Licences, type ratings and tne medical ‘= Passport or other photo identification ‘©The fight log (record of fying hours) has to be produced on request, soit has to be carried, and ‘+ Student pilots need to cary proof ofall solo cross country fights, Logging Flight Times very pilot has to carry eevorde of al hia flighto at all timoo. Tho format and detailo of how the rooorde have te be kept are prescribed by the responsible authority. Whether an electronic record is allowed is a question that has to be answered by re responsible aut Language Skills Every pilot has to tuft the criteria of level 4 English language skis or the language used for radio contact. Continuing Flight Experience Private pilots also have to bring proof ofa certain minimum fight experience. The plot in command has to have undertaken at least three take-offs and landings in an aircraft of the same type or class in the last 90 days. Recognition of Licences EASA Licences EASA rogulatione are net to be seen as recommendations. These regulation are law that wae pacsad hy the Fl Thay ara binding as soon as they have been published in the EU's official journal. This means that all EASA licences are valid and recognised by all EASA mombor etates and hence can be used there without any formalitic. Non-EASA Licences you inten to be part of an active might crew using @ licence Issued by a third country (nor-EASA country), Certain ecg nition and acceptance guidelines are to be followed. Generally speaking the responsible authority of a member state can ‘accept a pilot's cence that has been issued according to the requirements of the Chicago Convention. Ine plot nas 10 contact the authority and fulfil some requirements. He has to: ‘© Take a practical PPL exam according to EASA FOL. ‘+ Prove his knowledge about air law and human performance + Fuin ine stangara cmerta of EASA Part FL for being Issued a type or cass rating as wells regerulng Une gis ‘connected to the licence ‘Prove his knowledge of the English language according to EASA FCL.055 ‘© Hold a valid class 2 medical that was issued under Part MED ‘+ Have at east 100 hours of fight time as pilot in command in an aircraft of the type Relevant Parts of Annex 1: Part Flight Crow Liconcos and Part Medical 29 Validity of Licences, In general the validity of an EASA licence is nct limited but the rights that come with it can only be executed while holding ‘valid medical and other necessary permits. Class and type ratings on the other hand are only valid for one year, with the exception of single engine single plot class ratinas that are valid for two years. 010 04 02 o2 Licences and Permissions Private Pilot Licence, Sailplane Pilot Licence, Balloon Pilot Licence ‘The private pilot licence is necessary for private non-commercial operations. In order to be Issued a PPL, different training {and entry requirements hava to he fulfilled. Since those requiraments are nearly identical for SPL, PPL and SPL, they are described by EASA in a coherent manner. uommnexcemoime | = [= fat sencnnnm nenntooy [Sse Jesse ann lg Be v [= ‘ere Aueriieatete Sere || REE im |W [Eo a [Se usgesttransenrention der |X [Biome ee a a VFR) ‘+ VFR night fights exceeding the airport's vicinity ‘+ Flights entering tignt plan designated airspaces ‘Fights crossing international borders Generally, submitting a fight plan is sensible for longer flights since it facilitates search and rescue operations in the case of a distress situation. Fight plane oan bo oubmittod during fight or prior to flight the later being the proferred method. If there are any delay after the fight plan has been submitted it has to be changed or resubmitted. These timespans apply: ‘+ Controlled fights: Detay of 30 minutes or more necessitates resubmission or chang ‘+ Uncontrolled fights: Delays of more than 1 hour necessitate resubmission or change ‘A tught pian nas to contain the tollowing intormation: + Rircraft ype + Aircraft registration 4 Flight ules (FRVVER) + Class and equipment of aicratt + Departure and destination airport 48 ules of the Air 16 Fetimated fight time + Cruising speed + Time of departure ‘© Planned flight levels and route = Maximum nignt tine 1+ Number af pareane an hare ‘Al times must be given in UTC, not local time. Post-submission changes to the following pieces of information necessitate notifying ATC: © Type of aircratt Aircraft registration ‘+ ‘Number of persons on boar + Flight levels + Cruise speed (Changes to the cruise speed only require notification Ifthe diference exceeds 5%af the original value. Changes may also be made during fight. Coordination with ATC regarding the change in question should take place as early as possible. Flight plans have to be closed after the flight has ended, which may sometimes hanpen automatically in the case the ait- craft lands at a controlled airport, If the final landing i at an uncontrolled aerodrome the fight plan has to be closed manu: ally by giving notice of the landing to ATC, either via telephone or radio. This message can be given by the PIC or another person and may also be sent as soon us the lauing fs secured, for example, wlien entering the destination aipor's circuit. 1 thera is nn message thitty minutes after the planned landing time, ATC wil inate the “uncertainty phase” assumina something happened tothe aircraft. Vital Rules and Terminology ules of the Air Timoe Aviation uses UTC (universal time coordinated) forall times. The idea behind UTC is to facitate planning and communica tion by using a unique time that does not differ geographically since aeroplanes span long distances in ite time, Using UTC takes away the complication of time zones. UTC Is always used in a 24-hour fora, Air Traffic Control ‘As previously mentioned thera are some fights, flight sections or routes that require air trafic contro. It is mandatory to request a clearance when entering these areas, which is usually done via radio communication. Entering controlled areas ‘without clearance is illegal; hence, contact must he made priar to entry. If ATC cannot grant a clearance, the area in ques- ton has to be avoided. The same applies to controlled aitports at which even ground movements require ATC clearance. Visual Flight Rules We will now move on to the details of visual fight rules. For you as a VFR private pilot the following part wil be of great significance. We wil discuss citferent airspace categories that we have not yat explained, These terms will be addressed in more detall later General Minimum Requirements for VFR Take-offs and Lan gs ‘Take-offs and landings on controlled aerodromes under VFR conditions are only possible if + The cloud base is above 450m AGL. ‘+ The ground visibility is above Skm Special VFR Flights If the aforementioned conditions are not fulfilled ATC can grant clearance for a “special VFR” take-off or landing on a controlled aorodrome, This can be useful in cases where VMC conditions exist outside the contral zone, but not within its boundaries. The special VFR clearance then faciltates entering and leaving the control zone. The lower limit for special VEN conditions a a ground vieibilty of 1,600m. Cloud Distances and Visibility Since VFR pilots need visual acuity to fly safely, there are some limits to permissible fight visibilty conditions and cloud distances. If those values fall below the ICAO minima given in the following chart, safe flying becomes dificult. Some coun- {ries mioht have different fiaures. which would be published in their respective AIP. Vital Rules and Terminology st EGA = » 8,050 (10,0004) AMSL. A™BCDEFG | Bkm 4,500m horizontally and 300m (1,000 vertically -A.080m (10,0008) AMSL and | AM BCDEFG | Ekm 4,500m horizontally and 200m 900m (3,000) MSL. (1,000) verticaly or >300m (1,000ft) above terrain, whichever isthe higher A BCDE 5km 1,590m horizontally and 00m +200 m (9,000) AMSL (§,000 vertically er 000m {1,0008) above terran, Whichever isthe higher Fa km" Clear of cloud and with the surface in sight Other Limits ‘VER fignts above FLZ00 anc/or at Supersonic speeds are generally not permitted. t you tend to perform a tight of this kind special ATC clearance must be requested prior to the fight. Minimum Altitudes Excluding take-off and landing or if ATC requires differently, certain minimum altitudes must be adhered to during VFR flights There is a distinction between fights above populated and unpopulated aroae. ‘Above populated areas such as villages, cities or gatherings the minimum height is 1,000 ft (200 m) above the highest ob- Ject. This applies to a distance of 600m around the aircraft. In other cases the minimum height is 500‘ (150m) above the groundwater % Rules of the Air Cruico Altitude and Flight Lovole VFR fights ave lo adjust their allude or fight level according to some criteria if the aircraft flies higher than 9,000% (G00 m), Below this altitude the pilot is free to choose his height as long as he adheres to the minimum. In this sense it ‘Would be fair to say that “Mreedom in the skies” fs somewhat Imited, The prescribed altitude or fight level aways epends ‘on the aircraft's magnetic track and distinguishes between eastward and westward headings. This rule is known as the ‘semicircular or hemispheric rule Magnetic Track Gommunications ‘Some airspaces have introduced the requirement for continuous alr-ground communication. For VFR traffic continuous ai- ‘ground communication is mandatory in airspaces A, B,C and O. All other airspaces, in theory, can be used without radio ‘communication, although itis generally a good idea to cooperate with AIS since it increases air safety. “A picture Is wurll @ Urvusand wurus"- whial applies ty numa! life fs sometimes valid in aviation, even though the saying rmight be slightly altered to “a signal is worth a thousand words". ICAO issued international rules that introduced a muit- ‘ude of signals having the same meaning in every member state. Suc sigrals eliminate language bartiers and simplify and fensure communication even in dificult situations. Every pilot should know these signals. Distress Signals Distress signals are sent by aircraft that face grave and immaciate danger and, therefore, requir immediate assistance. ‘Thote are diferent synonymous signals that can bo sad alana or in combination: + Transmitting the word “MAYDAY" via radio ‘+ Transmitting the Morse code SOS (+ '* Firing red flares or shells at short intervals or one at a time + parachute nee snowing a rea vant + Adataink ranemission containing the word "MAYDA" If you are in an emergency situation and none of these signals come to mind, any way of signaling your stuation to others 's legitimate. Do not be shy when your lfe and those of others are at stake. Vital Rules and Terminology 52 mage st Disres sigals Urgency Signals Urgency signals are spit into those concerning the aircraft itself and those concerning its passengers. ‘Aeraft-elated urgency signals are used in cases where the alraft has a problem that forces a landing, but no immediate help io required (dlficulies which compel it to land but without requiring immediate assistance). There ae a mane uf signals, which again are synonymous and can be combined: ‘+ Signalling the words “PAN PAN” via radio ‘© Switching the navigation ights on and off ‘+ Switching the landing lighte on and off ‘+ Transmitting the Morse signal "0X" ( ‘+ ‘Transmitting the words “PAN PAN" over datalink Avia radio of landing lights Urgency signals concerning another aircraft or person are used to submit distress situations of others in sight of the ai- ‘att. The following signs are used inthis case: ‘= Tranemitting the worde “PAN PAN® via radio ‘+ Transmitting the Morse sianal "XXX" + ‘+ Transmitting the words “PAN PAN” over datalink 1 via radio Rules of the Ale Visual Warning Signals ‘Shells fired from the ground showing red and green lights in 10-aecond intorvals signal that the airoraft has entered or ie about to enter a restricted or prohibited area. The area must be immediately vacated. nage 9 Visa warning sna Signals for Aerodrome Traffic Lights and Pyrotechnic Signals There are many different signals that may be used to instruct aircraft on the ground or in fight. The signals are either pyro- technic or lights and are transmitted from the ground, ‘mage 27. Light gun in tower Vital Rules and Terminology 55 Light signals for aircraft in fight Jatraton 41h ia ert in ight “The following signale aro used for arraft on the ground: Ground Signals 'Noxt to the light signais there are so-called ground signals that are displayed on the aerodrome’s signal area in a manner ‘that makes them easy to recognise for aircraft in the circuit. Their purpose is to give operational information (e.g. landing direction). VFR pilots should know the following ground signals: Prohibited landing for a prolonged period of time. Rules of the Air Need for special attention during landing and taxiing because of bad runway condition or tor other Airoraft are roquired to land, taxd and take off on runways and taxiways only. Othor areas may nat bbe used. ‘Only runways are to be used for take-off and landing (not taxiways). Taxiing Is not limited to taxi- ‘ways or runways; hence, taxiing is permitted everywhere, but take-off and landing only on runways. ‘The taxi-or runway area marked with this cross is closed. ‘Take-offs and landings have to be made in parallel direction to the shaft ofthe T towards its arm. ‘Take-offs and landings have to be made in the direction that the tip of the tetrahedron points to- wards. Direction for take-off and landing rounded to the next 10° of the magnetic compass. TAS

    You might also like