1.0-al (airspaces And Others)

AIR LAW I

PPL AIR LAW

LECTURE ONE: ORIGINS AND RULES 1.

The History of Air Law

2. Doc 7300 – the basis of all air law 3. The UK Rules of the Air Regulations 4. Visual and Instrument Meteorological Conditions 5. Visual Flight Rules & Instrument Flight Rules 6. Airspace Classification 7.

Airways, CTAs, CTRs, ATZs, MATZs

8.

Other Airspace Hazards

PPL AIR LAW

WHERE DOES AVIATION LAW COME FROM? INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO) JOINT AVIATION AUTHORITIES (JAA)

UNITED KINGDOM PARLIAMENT

CIVIL AVIATION AUTHORITY (CAA) UK AERONAUTICAL INFORMATION PACKAGE

EUROPEAN AVIATION SAFETY ADMINISTRATION (EASA)

AIR NAVIGATION ORDER

RULES OF THE AIR

AIR NAVIGATION REGULATIONS

PPL AIR LAW

INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO) Paris Convention 1919 Mainly European nations to establish post-war principles for aviation law and procedures Chicago Convention 1944 International authorities place moral obligation to provide safe and efficient ground and flight organisations within territories Montreal 1947 International Civil Aviation Organisation (ICAO) established to promote aviation standards and a standard set of practices PPL AIR LAW

INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO) Although standardised procedures there are some big differences! For example - Eastern Europe – height based on metres, western countries height based on feet Broad principles are laid down in DOC 7300 It is up to each country whether they implement each article

Of 96 articles there are a few that are important to the private pilot…

PPL AIR LAW

DOC 7300 Art 1 - Sovereignty Each contracting state has exclusive sovereignty over the airspace above its territory Art 2 - Territory Territory is both land and territorial waters over which the nation has sovereignty Art 5 – Right of non-scheduled flight Each state will allow aircraft from all other contracting states to land without permission (non-scheduled) or to overfly their territory. They may require over-flights to follow specific routeings Art 10 – Customs airports A state may require a aircraft entering to land, or departing airspace to take-off, at a customs airport PPL AIR LAW

DOC 7300 - continued Art 11 – Applicability of regulations An aircraft must obey the regulations of the state it is flying in Art 12 – Rules of the Air Each state will ensure that all aircraft follow their rules of the air. Over high seas the convention law applies. Art 13 – Entry and Clearance Regulations All regulations regarding entry, clearance, immigration, passports, customs and quarantine must be adhered to by pilots, passengers, crew and cargo Art 16 – Search of Aircraft Every state has the right to search an aircraft landing from another state or prior to its departure and to check documents PPL AIR LAW

DOC 7300 - continued Art 22 – Facilitation of Formalities Each state will ensure that formalities do not delay an aircraft unduly Art 23 – Customs and Immigration Procedures Each state shall establish customs and immigration procedures which are in accordance with international principles Art 24 – Customs Duty Fuel, Oil, Spare Parts and regular equipment on board an aircraft (and not being unloaded) shall be exempt from duty. Art 29 – Documents to be Carried on Aircraft All aircraft on international flights shall carry: Certificate of Registration Certificate of Airworthiness Crew Licences Journey Logbook Radio Licences Passenger list Cargo Manifest

PPL AIR LAW

DOC 7300 – nearly there! Art 30 – Aircraft Radio Equipment Radio equipment must be licensed by the state of registration and should only be used by crew members licensed to do so Art 31 – Certificate of Airworthiness Aircraft shall have a valid C of A from their State of Registration Art 32 – Licences of Personnel Pilots shall have licences from the state of aircraft registration. Each state has the right to recognise flight crew licences from other states. Art 33 – Recognition of certificates and licences If standards are ICAO then states should recognise C of As and Flight crew licences from other contracting states Art 34 – Journey Logbooks All aircraft flying internationally shall carry details of aircraft, crew and each journey PPL AIR LAW

DOC 7300 – destination in sight… Art 35 – Cargo Restrictions Weapons or munitions of war must not be carried. On grounds of safety or public order other items may be prohibited by a state Art 36 – Photographic Equipment States may chose to prohibit or restrict airborne photography over its territory Art 37 – Adoption of International Standards and Procedures Each state will do its best to implement a uniform set of regulations, standards and procedures Art 39 – Endorsement of Certificates and Licences Any failure to meet international standards shall be endorsed on aircraft documents and/or flight crew licences Art 40 – Validity of Endorsed Certificates and Licences If a licence permits it, a licence may be used internationally PPL AIR LAW

DOC 7300 – Annex 7 Aircraft Registration All aircraft shall display nationality markings

The format, font and size of the lettering is laid down and shall appear on the underside of the left wing as well as on the fuselage on both sides

Identification plates with the aircraft identity on are required and made from fireproof material and should be near the main entrance PPL AIR LAW

DOC 7300 – Annex 8 The Certificate of Airworthiness confirms that an aircraft is considered airworthy in terms of design, construction, materials, equipment and flying performance The C of A is valid for 3 years Under EASA C of As are non-expiring and are maintained in force by an Airworthiness Review Certificate (ARC)

Operating limitations will be noted in the flight manual or placarded on the aircraft. These may be loading, structural, or powerplant.

PPL AIR LAW

PRACTICE QUESTION!

“If you want to fly your aircraft internationally, your licence must be issued (or rendered valid by) who?”

The State of Registry

PPL AIR LAW

PRACTICE QUESTION!

“If you land in another country, do they have the right to search your aircraft?”

Yes, but without causing undue delay

PPL AIR LAW

PRACTICE QUESTION!

“If an aircraft lands in the territory of a contracting state, are the oil and spare parts on board subject to duty?”

No

PPL AIR LAW

PRACTICE QUESTION!

“Where would you find the limitations of an aircraft as approved?”

In the flight manual and on placards in the cockpit

PPL AIR LAW

UNITED KINGDOM INTEGRATED AERONAUTICAL PACKAGE AIC NOTAM AIP Part 1 General (GEN) GEN 0 GEN 1 National Regulations & Requirements

GEN 2 Tables and Codes

Part 2 En-Route (ENR) ENR 0

AD 0

ENR 1 General Rules and Procedures

ENR 2

AD 1 Aerodromes / Heliports Introduction

AD 2

ATS Airspace

ENR 3

Part 3 Aerodromes (AD)

ATS

Aerodromes

GEN 3

Routes

AD 3

Services

ENR 4

Heliports

GEN 4 Charges for Aerodromes / Heliports and Air Navigation Services

Navigation Aids

ENR 5 Nav Warnings

ENR 6 En-route charts

PPL AIR LAW

RULES OF THE AIR REGULATIONS

Annex 2 of the ICAO Convention on Civil Aviation

Applies to all aircraft within UK Applies to all UK registered aircraft UK Rules of the Air Regulations 2007 PPL AIR LAW

UNITED KINGDOM INTEGRATED AERONAUTICAL PACKAGE The AIP then has Aeronautical Information Circulars – (AIC)

Air Safety

Restrictions

Operational & Air Traffic Services

Admin

Maps / Charts

PPL AIR LAW

LOW FLYING 1 (Rules of the Air Regulations 2007, regulation 5)

FAILURE OF A POWER UNIT An aircraft shall fly high enough to be able to land without causing damage to persons or property in the event of a power unit failure

500 FOOT RULE An aircraft shall not fly closer than 500 feet to any person, vessel, vehicle or structure

1000 FOOT RULE An aircraft shall not fly within 1000 feet of the highest fixed obstacle within 600m of the aircraft in a congested area

PPL AIR LAW

LOW FLYING 2 (Rules of the Air Regulations 2007, regulation 5)

LAND CLEAR RULE An aircraft shall fly at a height to enable it to land clear of a congested area in the event of a power unit failure

FLYING OVER OPEN-AIR ASSEMBLIES An aircraft shall not fly within 1000 feet of an open-air assembly of 1000 people or more and be able to glide clear

TAKING-OFF OR LANDING NEAR OPEN-AIR ASSEMBLIES An aircraft shall not take off or land within 1000 metres of an open-air assembly of 1000 people or more unless at an aerodrome PPL AIR LAW

LOW FLYING - EXCEPTIONS (Rules of the Air Regulations 2007, regulation 6)

The low flying rules would appear to make it illegal to land! There are exceptions: 500 FT RULE – Does not apply when landing or taking off in accordance with normal aviation practice Does not apply to police aircraft Does not apply to Gliders hill soaring Does not apply to an aircraft legally dropping articles Does not apply to helicopters operating with normal practice 1000 FT RULE – Does not apply to Special VFR flights Does not apply to police aircraft Does not apply Balloons / Helicopters

Also authorised display aircraft are exempt from the 500 ft rule if they are within 1000m of the spectators

PPL AIR LAW

COLLISION AVOIDANCE (Rules of the Air Regulations 2007, regulation 8)

No aircraft shall fly in such proximity to another aircraft as to create a danger of collision No formation flying unless both agree! The aircraft with right of way should maintain height and speed Aircraft give way to less manoeuvrable aircraft Glider-Tug combinations are seen as 1 aircraft Police aircraft are exempt

PPL AIR LAW

RIGHT OF WAY - AIRBORNE (Rules of the Air Regulations 2007, regulations 9-11)

CONVERGING The aircraft with the other on its right shall give way

APPROACHING HEAD ON Both aircraft shall turn to the right

OVERTAKING The aircraft being overtaken has right of way. The overtaking aircraft shall pass clear to the right

PPL AIR LAW

RIGHT OF WAY – ON THE GROUND (Rules of the Air Regulations 2007, regulation 42)

CONVERGING The aircraft with the other on its right shall give way

APPROACHING HEAD ON Both aircraft shall turn to the right

OVERTAKING The aircraft being overtaken has right of way. The overtaking aircraft shall pass clear to the left PPL AIR LAW

LANDING AND TAKING OFF (Rules of the Air Regulations 2007, regulation 14)

Take-off and Landing shall be as indicated (or into wind if no direction indicated) An aircraft shall not land on a runway which is occupied by another aircraft unless specifically cleared Unless cleared, an aircraft shall move clear of the runway as soon as possible Where landing or taking off is not confined to a runway, aircraft shall keep to the left of other aircraft on the ground

PPL AIR LAW

AEROBATICS (Rules of the Air Regulations 2007, regulation 15)

An aircraft shall not carry out any aerobatic manoeuvre over a congested area of a town, city or settlement

An aircraft requires permission of ATC to conduct aerobatics within controlled airspace

PPL AIR LAW

RIGHT HAND TRAFFIC RULE (Rules of the Air Regulations 2007, regulation 16)

When following a line feature (coast, road, railway line etc) an aircraft shall fly so that the feature is on its left i.e. Fly to the right!

Does not apply in controlled airspace if given an instruction

PPL AIR LAW

SPEED LIMITS (Rules of the Air Regulations 2007, regulation 21)

Below FL 100 Unless: Class A airspace Class B airspace Class C airspace Class D airspace IFR Flying exhibitions / displays With CAA permission

PPL AIR LAW

AIRCRAFT SIGNALS (Rules of the Air Regulations 2007, regulations 45-55)

RED NAVIGATION LIGHT port side

WHITE NAVIGATION LIGHT on tail

WHITE LANDING LIGHT on nose or on wing

GREEN NAVIGATION LIGHT starboard side

FLASHING BEACON If fitted must be working any time engine(s) running

PPL AIR LAW

AIRCRAFT SIGNALS Dead ahead to 110°

Rear Anti-Collision Light must be on and working when engine(s) are running if fitted to the aircraft

Dead ahead to 110°

If any light fails that is required the aircraft must not get airborne.

If already airborne, aircraft must land as soon as is practical

70° either side

360°

PPL AIR LAW

OTHER AIRCRAFT LIGHTS FOR NIGHT

GLIDERS Steady red light visible in all directions

HOT AIR BALLOONS 5m and 10m steady red lights visible in all directions

AIRSHIPS Lights as per aeroplanes PPL AIR LAW

AIRCRAFT SIGNALS Knowing the lights on aircraft is important for collision avoidance at night

“Green to green all is serene”

“Green to red you could be dead”

PPL AIR LAW

AIRCRAFT INTERCEPTION ICAO Convention article 9

CAA Safety Sense Leaflet 11 contains all the ICAO interception procedures Schedule 11 of the ANO requires all UK aircraft to carry a copy of these interception procedures on all international flights Interception procedures are a “last resort” for security purposes. However, being shot down is the next step. So not exactly a “last resort”! Ensure you are familiar with this leaflet if you are making an international flight PPL AIR LAW

PRACTICE QUESTION!

“On a Special VFR Flight (SVFR) which of the low flying rules does not apply?”

The 1000 ft rule

PPL AIR LAW

VISUAL METEOROLOGICAL CONDITIONS Inside Controlled Airspace (Class C, D & E)

Visibility minimum: 5km below FL100 8km above FL100

1,000 ft vertically clear of cloud

1500m horizontally clear of cloud

PPL AIR LAW

VISUAL METEOROLOGICAL CONDITIONS Outside Controlled Airspace (Class F & G) Above 3,000 ft amsl

Visibility minimum: 5km below FL100 8km above FL100

1,000 ft vertically clear of cloud

1500m horizontally clear of cloud

PPL AIR LAW

VISUAL METEOROLOGICAL CONDITIONS Outside Controlled Airspace (Class F & G) Below 3,000 feet amsl

Clear of Cloud Visibility 5km (3km for IMC rated) (1500m if below 140 kts IAS)

In sight of the surface

PPL AIR LAW

VISUAL METEOROLOGICAL CONDITIONS Visual Meteorological Conditions (VMC) are weather conditions which allow flight under the Visual Flight Rules (VFR)

Bear in mind that these minima may be less restrictive than your licence privileges

In this case – the more restrictive condition applies

PPL AIR LAW

JAA PPL WEATHER MINIMA UK Air Navigation Order Schedule 9 A PPL(A) holder must, therefore, always be in sight of the surface You must have at least 3km visibility The VMC minima of 1500m DOES NOT apply to you!

“Special VFR” allows flight in Class A airspace that would normally be unavailable to a VFR pilot. A PPL(A) holder needs 10km visibility to fly a special VFR (SVFR) routeing

PPL AIR LAW

INSTRUMENT METEOROLOGICAL CONDITIONS Instrument Meteorological Conditions (IMC) are weather conditions which require flight under the Instrument Flight Rules

An easy one! – if it’s not VMC then it must be IMC!

PPL AIR LAW

VISUAL FLIGHT RULES INSIDE CONTROLLED AIRSPACE (Rules of the Air Regulations 2007, regulation 27)

CLASS A No VFR flight is permitted inside Class A airspace

Special VFR may be available on certain routes within certain Class A CTRs

PPL AIR LAW

VISUAL FLIGHT RULES INSIDE CONTROLLED AIRSPACE CLASS C

CLASS D

CLASS E

Separation Traffic Info.

VMC Minima

Speed Limit Radio required? Clearance required? PPL AIR LAW

VISUAL FLIGHT RULES OUTSIDE CONTROLLED AIRSPACE (Rules of the Air Regulations 2007, regulation 28) CLASS F

CLASS G Separation from other traffic not provided unless under a deconfliction service If below 140kts - Clear of cloud, in sight of the surface with 5km visibility required if below 3000ft agl

Speed limit applies Radio not required ATC Clearance not Required

PPL AIR LAW

VISUAL FLIGHT RULES OUTSIDE CONTROLLED AIRSPACE CLASS F & G AIRSPACE EXCEPTIONS VFR flight is still possible with in-flight visibility down to 1500m However! Without a valid IMC rating or Instrument Rating, a pilot cannot fly in this because their licence does not allow flight in visibility this poor. “VFR on top” is used often to imply flight above a cloud layer whilst still following the visual flight rules. This is ILLEGAL in the UK and ILLEGAL by anyone with a UK licence You must always adhere to the most restrictive regulation

PPL AIR LAW

INSTRUMENT FLIGHT RULES (Rules of the Air Regulations 2007, regulations 32-37)

FLIGHT PLAN Before taking off from controlled airspace or flying into controlled airspace a flight plan must be filed POSITION REPORTS must be made where required, and all ATC clearances and notified procedures shall be complied with

MINIMUM HEIGHT RULE Must be at least 1000ft above the highest fixed obstacle within 5nm of the aircraft PPL AIR LAW

INSTRUMENT FLIGHT RULES QUADRANTAL HEIGHT RULE Below 19,500 feet

EVEN FL + 500ft

EVEN FL

ODD FL

ODD FL +500ft

SEMI-CIRCULAR HEIGHT RULE Above 19,500 feet

22,000 ft 24,000 ft 26,000 ft 28,000 ft etc

(Above 41,000 intervals are 4000 feet)

21,000 ft 23,000 ft 25,000 ft 27,000 ft etc.

PPL AIR LAW

CHOICE OF VFR OR IFR (Rules of the Air Regulations 2007, regulation 20)

IN CLOUD? (IMC) You must fly IFR

VISUAL CONDITIONS? (VMC) You can chose VFR or IFR

AT NIGHT? You must fly IFR PPL AIR LAW

CLASS A Airways Terminal Manoeuvring Areas (TMA). Controlled Zones (CTR) Controlled Areas (CTA)

Uncontrolled Airspace

CLASSIFICATION OF AIRSPACE Controlled Airspace

CLASS B Upper Airspace FL245 (24,500 ft) and above CLASS C FL195 (19,500 ft) and above VFR Lanes available CLASS D Some CTR / CTAs Scottish TMA 6000 ft + Some ATZs CLASS E Scottish TMA below 6000 ft Belfast TMA

CLASS F Advisory Routes Requires Flight Plan All aircraft receive ATC Advisories CLASS G “Open FIR” Everything Else

PPL AIR LAW

CLASSIFICATION OF AIRSPACE CLASS A – IFR only and all flights controlled and separated by ATC at all times CLASS C – IFR & VFR. Flights controlled. Separation provided for IFR traffic only. VFR gets information. CLASS D – IFR & VFR. Flights controlled. Separation provided for IFR/IFR only. Information for and about VFR flights CLASS D – IFR & VFR. Flights controlled. Separation provided for IFR/IFR only. Other information available if practicable CLASS F – IFR & VFR. Participating IFR get advisory service. All others get information as requested CLASS G – IFR & VFR. Traffic Information available if requested Note – there is no Class B airspace in the UK

PPL AIR LAW

AIRSPACE – AIRWAYS Airways are a form of Control Area but in a corridor Always based on navigational aids (usually as a centreline of the airway) Airways are identified (e.g. A25, R8) and is 5nm either side of a centreline All Airways are Class A airspace

PPL AIR LAW

AIRSPACE – TERMINAL CONTROL ZONE (TMA) A TMA (from previous “terminal manoeuvring area”) is established where many airspace routes converge in the vicinity of a major aerodrome 4 in the UK – London (Class A) Manchester (Class A) Belfast (Class E) Scottish (Class D)

PPL AIR LAW

AIRSPACE – CONTROL ZONE (CTR) A CTR is airspace around certain aerodromes where ATC is provided to all flights CTRs extend from ground level to a specified level Minimum dimension is 5nm either side of the centre of the aerodrome’s approach path

Example: Edinburgh CTR, Newcastle CTR, Belfast CTR

PPL AIR LAW

AIRSPACE – CONTROL AREA (CTA) Airspace which begins above ground level from a specified level to a specified level Examples in UK – Daventry and Worthing CTA

PPL AIR LAW

AIRSPACE – AERODROME TRAFFIC ZONES (ATZ) ATZs take on the airspace classification from the airspace they are found Standard dimensions 2000 ft above ground level, 2nm radius from longest r/w If longest r/w is over 1850m then radius is 2.5nm Traffic must have permission to fly in an ATZ and maintain a listening watch

2000 ft agl

2nm or 2.5nm radius

PPL AIR LAW

AIRSPACE – MILITARY AERODROME TRAFFIC ZONES (MATZ) Specified airspace around a military aerodrome Clearance is not required to enter a MATZ but it is poor airmanship The ATZ within a MATZ is still controlled airspace Dimensions: 5 nm radius, 5nm long stub 4nm wide stub 3,000 ft agl 2,000 ft deep stub 1,000 ft from ground to base of stub

5, 5, 4, 3, 2, 1!

2,000 ft 3,000 ft agl 4 nm wide 5nm radius

5 nm long

PPL AIR LAW

AIRSPACE – DEPICTIONS ON CHART EXAMPLE Class D CTAs

Standard 2nm ATZ

Class A LTMA Class D CTR

It is worthwhile taking the time to study your chart and the legend! 2.5 nm ATZ

PPL AIR LAW

AIRSPACE – PROHIBITED, RESTRICTED AND DANGER AREAS PROHIBITED AREAS are areas in which flight is prohibited Defined upper limit is given on the chart

RESTRICTED AREAS are areas in which flight is restricted according to certain criteria (for example, apply only to helicopters) DANGER AREAS are areas in which activities dangerous to flight occur A Danger Area Crossing Service (DACS) is available for some Danger Areas and all have a Danger Area Activity Information Service (DAAIS) Solid Lines indicate permanent airspace, pecked lines are activated by NOTAM PPL AIR LAW

AIRSPACE – OTHER HAZARDS Areas of Intense Aerial Activity (AIAAs) – known busy areas. A contact frequency will be indicated

High-Intensity Radio Transmission Area (HIRTA) – can lead to interference and damage to radio and navigation equipment and may be hazardous to health (but only for the boys!)

Parachute Drop Site – freefall parachutists can be expected in a circle radius 1.5 or 2nm up to FL150. Night operations are also likely

Gas Venting – pilots are advised to avoid PPL AIR LAW

AIRSPACE – OTHER HAZARDS Permanent Laser emission sites – advised to avoid

Gliding Site with maximum height agl winch launch Gliding site with winch launch and other activity Gliding site without winch launch but with other activity Hang-gliding or Para-gliding activity

PPL AIR LAW

Lecture I Complete Any Questions?

PPL AIR LAW

AIR LAW II

PPL AIR LAW

LECTURE TWO: ATC, ALTIMETERS, AERODROMES, ACCIDENTS & LICENCES 1.

Air Traffic Services

2. Basic, Traffic, Deconfliction & Procedural RT Services 3. Air Traffic Services Emergencies 4.

Altimeter Setting Procedures

5.

Aerodromes: Approach and Definitions

6.

Aerodromes: Signals

7.

Accidents & Incidents, Search & Rescue

8.

Licensing

PPL AIR LAW

AIR TRAFFIC SERVICES So why do we need Air Traffic Control?

Prevention of Collision between aircraft on the ground or in the air Prevention of Collision between aircraft and objects at aerodromes Expedite and maintain an orderly flow of traffic Provide advice and information for the safe and efficient conduct of flights Notification of and Cooperation with Search and Rescue

Plus – someone to talk to! PPL AIR LAW

AIR TRAFFIC SERVICES Area Control Centre (ACC) Services: Air Traffic Control Service for IFR traffic in airways Air Traffic Advisory Service for traffic on advisory routes Flight Information Service and Alerting Service Distress and Diversion Service Aerodrome Traffic Services: Air Traffic Control for traffic in ATZ or in the vicinity Aerodrome Control / Approach Control on busy aerodromes Flight Information Services: (FIS) Air / Ground Radio Stations Safetycom (134.75) Open FIR Air Traffic Services

the

Lower Airspace Radar Service (LARS) Available up to and including FL195 within 30nm of nominated unit PPL AIR LAW

FLIGHT INFORMATION REGIONS UK airspace is divided into 2 Flight Information Regions – Scottish and London FIRs extend up to 24,500 ft (FL245)

Upper Information Regions (UIRs) extend above this with the same subdivisions

Within this, airspace is sub-divided into 7 classes (A-G) and then also other areas and zones…

PPL AIR LAW

AIR TRAFFIC SERVICES The type of ATC provision depends upon types of traffic involved, density of traffic and meteorological conditions

At Wycombe Air Park we have a full tower provision due to the mix of traffic – high wing light aircraft, low wing light aircraft, helicopters and gliders

At weekends and on other busy days / periods there are two frequencies in use – Ground and Tower

Wycombe Air Park is regularly logged as being busier than London Heathrow airport!

PPL AIR LAW

AIR TRAFFIC SERVICES There are 4 levels of service you can request from a controller:

BASIC SERVICE TRAFFIC SERVICE DECONFLICTION SERVICE PROCEDURAL SERVICE Which service you ask for depends on the level of service you require, your flight conditions and the station you are communicating with

PPL AIR LAW

BASIC SERVICE Advice and information useful to the safe and efficient conduct of flights Aimed to give the pilot maximum autonomy

Pilot responsible for:

ATC responsible for:

Avoidance of Traffic

No requirements for monitoring flights or giving traffic information

Terrain Clearance Change heading, route or level without advising the controller

Have pressure setting information if asked

Available to IFR and VFR but probably not appropriate for IMC

PPL AIR LAW

TRAFFIC SERVICE Radar Based Service where the basic service is added to by radar-derived traffic information Only available from controllers with radar

Pilot responsible for:

ATC responsible for:

Traffic Avoidance

Identification of Aircraft

Terrain Clearance

Relevant traffic information

Navigation

Headings / Levels for sequencing but not deconfliction

Level selection

Available to IFR and VFR – advise controller if you are VMC if given a heading or level that requires flight into cloud

PPL AIR LAW

DECONFLICTION SERVICE Surveillance based service so controller can control traffic through heading or level instruction and to achieve separation minima Requires 5nm lateral separation ad 3,000 feet vertically.

Pilot responsible for:

ATC responsible for:

Terrain Avoidance

Identification of aircraft

Traffic Avoidance (if instructions are not followed)

Traffic information and avoiding action

Own navigation or controlled nav

Heading and Level instructions

Available to IFR and VFR – you will need to accept any heading or level instruction so not really suitable if you are VMC-only

PPL AIR LAW

PROCEDURAL SERVICE Controller provides additional heading, level and time instructions to achieve deconfliction from PARTICIPATING traffic No radar facility so not all traffic will be avoided

Pilot responsible for:

ATC responsible for:

Terrain Clearance

No identification required

Obtain clearance to change heading or level

Deconfliction minima for participating traffic May issue squawks for other radar controllers

Available to IFR and VFR but may require IMC flight – do not accept a procedural service if IMC is not legal

PPL AIR LAW

AIR TRAFFIC SERVICES Remember that ATC are there for your benefit and not the other way around!

You think a radar controller is seeing this…

The radar controller sees… ATC is like Tetris – the sooner the screen is clear the better!

If ATC instruct you to do something you are unable to do, would be illegal to comply with, or you don’t want to – tell them! PPL AIR LAW

AIR TRAFFIC SERVICES However, if you need assistance, ask as soon as you can A “good” example is the Avianca Flight 52 example: Boeing 707 in January 1990 travelling from Bogota to New York Running out of fuel Controller asks “are you declaring a fuel emergency” on a number of occasions Each time Pilot says “no” First approach went wrong in windshear and the aircraft went around ATC “Climb 2000 feet” Pilot “We are running out of fuel, sir” ATC “You need to climb” Pilot “No, we are running out of fuel” ATC “Avianca 52 are you declaring a fuel emergency?” ATC “Avianca 52?” ATC “Avianca 52 do you read me?” ATC “Avianca 52 how do you read” PPL AIR LAW

73 people killed

AIR TRAFFIC SERVICES: EMERGENCIES The transponder in the aircraft sends information regarding the aircraft position to an interrogating ground station If mode “C” is selected, it also sends altitude information 7000 is used as the code in the UK for conspicuity 7500

Hijack / Unlawful Interference

“75 taken alive”

7600

Radio Failure

“76 in a fix”

7700

Emergency

“77 going to heaven”

PPL AIR LAW

ALTIMETER SETTING PROCEDURES: BASICS As an aircraft gains altitude the atmospheric pressure it is subjected to DECREASES The altimeter senses pressure and converts it to a scale displayed as feet

An altimeter is only as accurate as the setting that has been selected A subscale knob allows the pilot to select a datum above which a vertical displacement is shown PPL AIR LAW

ALTIMETER SETTING PROCEDURES The UK has 20 altimeter setting regions “Regional Pressure Setting” (RPS) is used rather than airfield pressure settings Leads to better conformity of aircraft altimeter settings and reduces pilot workload The actual QNH will always make the aircraft indicate higher than it is – this is on the safe side

The RPS is updated every hour

PPL AIR LAW

ALTIMETER SETTING REGIONS The chart of the UK Regional Pressure Setting Regions can be found in the UK AIP Enroute Section

If things are going really badly and you are really lost there is one final option – the colour code option

PPL AIR LAW

ALTIMETER SETTING REGIONS

PPL AIR LAW

ALTIMETER SETTING PROCEDURES: DEFINITIONS QNH “Nautical Height” Mean Sea Level Pressure Altimeter reads Altitude

QFE “Field Elevation” Aerodrome Surface Pressure Altimeter reads Height (above that particular airfield) Standard Pressure 1013.2 mb Pressure Level Used when terrain clearance is no longer an issue Altimeter reads Flight Level (FL) PPL AIR LAW

ALTIMETER SETTING PROCEDURES: EXAMPLE Different altimeter settings / readings but consistent level

ALT

Altitude 4,000 ft

QNH 1030mb

ALT

Flight Level 35

Standard 1013mb

ALT

Height 2,500 ft

QFE 980mb

PPL AIR LAW

ALTIMETER SETTING PROCEDURES: TRANSITION ALTITUDE Aircraft Flying on 1013 mb (FL) Transition Level TRANSITION LAYER

Transition Altitude

Unavailable – only for passage through

Aircraft Flying on QNH

PPL AIR LAW

ALTIMETER SETTING PROCEDURES: FLIGHT LEVEL GRAPH Step 1 – Draw a vertical line up from the QNH until it meets a slanted FL line

Magnetic Track

Minimum Altitude (ft)

Step 2 – Read horizontally across to the equivalent altitude

PPL AIR LAW

ALTIMETER SETTING REGIONS Complex Cross-country Flight More than 20nm away set RPS Take off on airfield QNH

MATZ set airfield QFE

Above transition Set 1013 mb

Descent below transition set RPS Land on airfield QFE

PPL AIR LAW

ALTIMETER SETTING REGIONS Simple Cross-country Flight More than 20nm away set RPS Take off on airfield QNH

Change to next RPS

Change to next RPS Land on airfield QFE

PPL AIR LAW

PRACTICE QUESTION!

“In the vicinity of an airfield, what pressure setting should be on the altimeter”

Airfield QNH

PPL AIR LAW

FLIGHT IN THE VICINITY OF AN AERODROME (Rules of the Air Regulations 2007, regulations 12, 13)

An aircraft shall conform to, or keep clear of, the circuit pattern All turns to the left unless otherwise indicated ATC nominated landing order shall be followed An aircraft on final approach has right of way over other airborne or ground-based aircraft Emergency traffic always has right of way and any previous clearances are cancelled

PPL AIR LAW

AERODROME APPROACH When arriving at an airfield you should make RT contact and comply with instructions given The normal method of joining a circuit is the “standard overhead join” – more of which later Other methods of joining are: downwind join, base leg join, long final approach In the US joining procedures are very different – make sure you understand the procedures for the country you are flying in and for the airfield you are approaching Information is available direct from each airfield, or use an airfield guide such as Pooleys PPL AIR LAW

AERODROME APPROACH

PPL AIR LAW

NOTIFICATION OF ARRIVAL OR DEPARTURE (Rules of the Air Regulations 2007, regulation 17)

If an aerodrome knows you are on your way and you change your mind or are going to be more than 45 minutes late you MUST inform them of this – whatever the reason You must tell your departure airfield where you intend landing

If you are exiting UK airspace you must file a flight plan PPL AIR LAW

RUNWAY SURFACE CONDITIONS DAMP Change in colour due to moisture

WET Surface soaked but no standing water

WATER PATCHES Significant standing water visible

FLOODED Extensive standing water visible PPL AIR LAW

PRACTICE QUESTION!

“What does ‘WET’ mean when applied to a runway’s condition?”

The surface is soaked but there is no standing water

PPL AIR LAW

AERODROMES – ICAO TERMINOLOGY TORA, TODA, Clearway

Clearway

Take-off run available (TORA)

Take-off distance available (TODA)

1st significant obstruction

PPL AIR LAW

AERODROMES – ICAO TERMINOLOGY Take-off run available (TORA)

No stopway available

Accelerate-Stop Distance Available (ASDA) Take-off run available (TORA)

Stopway

Accelerate-Stop Distance Available (ASDA)

1st significant obstruction

PPL AIR LAW

AERODROMES – ICAO TERMINOLOGY

50ft

Landing Distance Available (LDA)

PPL AIR LAW

PRACTICE QUESTION!

“What is the take-off run available plus the clearway also known as?”

Take-off distance available

PPL AIR LAW

SIGNALS SQUARE These are becoming rarer each year but this is what you are looking for!

PPL AIR LAW

AERODROME SIGNALS AND MARKINGS – SIGNALS SQUARES (Rules of the Air Regulations 2007, regulations 56-60)

White Signals “T” Signifies landing direction – land towards the cross arm parallel to the long section

White Signals “T” with white ball Take-off and Landing directions not necessarily the same PPL AIR LAW

AERODROME SIGNALS AND MARKINGS

WHITE DUMBELL Movement of aircraft shall be confined to paved, metalled or hard surfaced areas

WHITE DUMBELL WITH BLACK STRIPES Landing on a runway but other movement of aircraft shall NOT be confined to paved, metalled or hard surfaced areas

PPL AIR LAW

AERODROME SIGNALS AND MARKINGS RED AND YELLOW ARROW Signifies a right hand circuit is in force

RED SQUARE, YELLOW DIAGONAL Signifies the state of the manoeuvring area is poor and pilots should take precautions

PPL AIR LAW

AERODROME SIGNALS AND MARKINGS RED SQUARE, YELLOW CROSS Signifies aerodrome is unsafe. Landing prohibited.

WHITE “H” Helicopters must only land within the area specified

PPL AIR LAW

AERODROME SIGNALS AND MARKINGS RED “L” Light aircraft may land on the runway or on another (specified) area

WHITE DOUBLE-CROSS Gliding is in progress

PPL AIR LAW

AERODROME SIGNALS AND MARKINGS BLACK “C” ON YELLOW BACKGROUND Indicates where the person in charge of the aerodrome and/or ATC can be found. This is where you go to book in/out of an airfeld and to pay landing fees BLACK BALL ON MAST Direction of Landing and take off may not coincide

RED / YELLOW CHEQUERED FLAG Traffic may only move with permission of ATC

DOUBLE RED BALL Glider flying is in progress

PPL AIR LAW

AERODROME SIGNALS AND MARKINGS – TAXIWAY MARKING DOUBLE WHITE CROSSES (or more) Section of runway or taxiway marked is unavailable

DOUBLE YELLOW SOLID, DOUBLE YELLOW BROKEN LINES Signify a runway entrance / exit. Do not cross the solid lines first without permission. Can cross broken line first to exit runway without permission

PPL AIR LAW

AERODROME SIGNALS AND MARKINGS – TAXIWAY MARKING YELLOW “LADDER” A holding point that requires permission from ATC to cross

ORANGE AND WHITE FENCES Signifies the edge of the usable area. Beyond this area is unfit for the movement of aircraft PPL AIR LAW

AERODROME SIGNALS AND MARKINGS – TAXIWAY MARKING ORANGE AND WHITE MARKERS Signifies the edge of the usable area. Beyond this area is unfit for the movement of aircraft. Used on unpaved areas.

ORANGE AND WHITE MARKINGS ON STRUCTURES Signifies boundary of aerodrome

PPL AIR LAW

AERODROMES - BEACONS Civil Aerodrome beacons are GREEN Military Aerodrome beacons are RED

They both flash in Morse code a 2-letter identifier for the airfield

For example, at Wycombe Air Park the green beacon flashes “WP”

PPL AIR LAW

AERODROME GROUND LIGHTS & MARKINGS Surface markings are WHITE for runways and YELLOW for taxi-ways and aprons

Taxi-way edge lighting is BLUE

Runway start lights are unidirectional and GREEN

Runway end lights are unidirectional and RED

Runway side lights are WHITE At large airfields they colour code to indicate approaching the end

PPL AIR LAW

PRACTICE QUESTION!

“What colour are taxi-way markings and what colour are runway markings?”

Yellow for taxi-ways and white for runways

PPL AIR LAW

AERODROME SIGNALS – LIGHT SIGNALS (Rules of the Air Regulations 2007, regulation 61)

PPL AIR LAW

AERODROME SIGNALS – LIGHT SIGNALS

PPL AIR LAW

AERODROME SIGNALS – LIGHT SIGNALS

PPL AIR LAW

AERODROME SIGNALS – LIGHT SIGNALS

PPL AIR LAW

AERODROME SIGNALS – MARSHALLING There are many marshalling signals used – here are the main ones…

Straight ahead

Stop

Turn Left

Emergency Stop

Turn Right

Brakes on / release PPL AIR LAW

ACCIDENTS AND INCIDENTS Incident – An occurrence other than an accident which affects or could affect the safety of aircraft operation

Accident – An event in which the aircraft sustains significant damage or causes personal injury Not considered an accident: Injuries are from natural causes or self-inflicted Any injury to a stowaway Engine failure Damage limited to propellers, wing tips, antennae, tyres, brakes, fairings, dents and punctures to aircraft skin Aircraft is missing (SAR terminated)

PPL AIR LAW

ACCIDENTS AND INCIDENTS In the UK, the aircraft commander must notify: Chief Inspector of Air Accidents Local Police as soon as possible

PPL AIR LAW

REPORTING HAZARDOUS CONDITIONS (Rules of the Air Regulations 2007, regulation 4)

Any aircraft encountering “hazardous conditions” shall notify the nearest air traffic control unit as soon as possible That unit is then responsible for giving the information to any other traffic that may be affected Examples of hazardous conditions – windshear, clear air icing, un-forecast electrical storms etc.

PPL AIR LAW

PRACTICE QUESTION!

“What does a red square with a yellow diagonal cross in a signals area signify to an overflying aircraft?”

Landing prohibited

PPL AIR LAW

FIRE & RESCUE SERVICES You will soon become familiar with Wycombe Air Park’s fire crew because they are also responsible for Fuelling and Aircraft handling Hopefully for no other reason! Their real job, however, is fire-fighting and rescue from aircraft

Our fire crew have to be able to get to any point on the airfield, following an alarm, within 2 minutes all kitted up and ready to assist PPL AIR LAW

FLIGHT PLANS Required for flight in Class A airspace Controlled airspace IMC / Night Controlled airspace IFR (IMC or VMC) Class D IFR or VFR (usually done via RT) Scottish or London UIRs Crossing an FIR boundary

Think of a flight plan as a wish list – it is what you want to happen on a flight ATC may have other ideas! Now submitted via the internet direct to Eurocontrol PPL AIR LAW

ALERTING SERVICE The alerting service is only put into a “ready” state if a pilot files a flight plan When an aircraft gets airborne on a flight plan it is essential that the parent unit gets the departure time. This means the alerting service is now “armed”

If the aircraft fails to arrive within 30 minutes of the flight-plan arrival time, the alerting service is activated

An active alert leads to search and rescue

PPL AIR LAW

SEARCH AND RESCUE Alerting service available to all traffic known to Air Traffic Service Units (ATSU) Action is normally initiated by the ATSU last in communication with the missing aircraft All action controlled by a Rescue Coordination Centre (joint civil / military) The emergency frequency 121.5 MHz is constantly monitored Auto-triangulation is available on this frequency

PPL AIR LAW

SEARCH AND RESCUE There are 3 phases of an operation: UNCERTANTY as soon as action is initiated. Rescue Coordination Centre begins to coordinate all parties ALERT All Search and Rescue Units notified Any necessary action notified DISTRESS SAR units initiate action Last known position and circle of uncertainty established operator notified all adjacent rescue and ATC notified All local traffic requested early for likely assistance notify state of registry notify appropriate accident investigation authorities PPL AIR LAW

SEARCH AND RESCUE Standard ground-to-air Search and Rescue Visual Signals

V X

Require assistance

Require medical assistance Proceeding in this direction

Y

Yes / Affirm

N

No / Negative

Understood by the aircraft – rocking wings (day time) or flashing lights (night)

PPL AIR LAW

AIR TRAFFIC SERVICES: EMERGENCIES URGENCY The aircraft has an urgent message to transmit concerning the safety of a ship, aircraft, vehicle or property, or of a person on board or within sight of the aircraft “Pan” call should be made on the frequency in use or on 121.5 MHz Examples: low fuel, pilot unwell, pilot unsure of position (lost) DISTRESS The aircraft is in imminent danger and requires immediate help “Mayday” call should be made on the frequency in use or on 121.5 MHz Examples: engine failure, pilot incapacitation, fire

PPL AIR LAW

PRACTICE QUESTION!

“What is the transponder code for hijack?”

7500

PPL AIR LAW

STUDENT PILOTS! JAR-FCL states that each nation’s authority should “ensure that the privileges granted would not permit student pilots to constitute a hazard to aviation”!

Students may begin logging flight-time towards licence issue at the age of 14 Students must be at least 16 years of age to fly solo

Student solo flights must have been authorised by a qualified flight instructor Students must hold a valid Class 1 or Class 2 medical in order to fly solo

PPL AIR LAW

INSTRUCTION IN FLYING Instruction may only be given in flying by a pilot who holds a valid instructor rating

We will be talking with you about instructor ratings later on in your course.

Some pilots may wish to complete their FI rating following their CPL training and delaying their IR until they have some more hours

This may be a better option dependent on the airline industry at the time!

PPL AIR LAW

PRIVATE PILOT LICENCE From driving licence to flying licence you need:

7 theoretical knowledge exams passed 45 hours total time 10 hours solo

RT practical exam passed Flying Skill test passed

5 hours cross-country solo 150nm cross-country solo flight with 2 away landings

Previous flight time in any aircraft or other type of aircraft licence may adjust these requirements with some form of credit You don’t have to have a driving licence!

PPL AIR LAW

PRIVATE PILOT LICENCE You must be at least 17 years of age and hold a Class 1 or Class 2 medical A PPL allows the holder to act as Pilot in Command or Co-pilot of any aircraft engaged on a non-revenue flight

You will also need a Class or Type Rating that relates to the aircraft being flown

There are also currency and weather requirements – more of these later!

PPL AIR LAW

PRACTICE QUESTION!

“Who has ultimate responsibility for anything that occurs on a flight”

The pilot in command

PPL AIR LAW

GOT YOUR LICENCE – HOW DO YOU KEEP IT LEGAL? All licences are issued for a maximum of 5 years To get the licence re-issued you will need a valid class or type rating and a valid medical. (And pay the CAA some money)

You will get your licence issued with a Single Engine Piston (Land) Rating which is valid for 2 years. To carry passengers you must have completed 3 take-offs and 3 landings in the preceding 90 days You need to keep this rating valid to fly single engine aircraft on your licence. There are a few ways of doing this: PPL AIR LAW

GOT YOUR LICENCE – HOW DO YOU KEEP IT LEGAL? You must also keep your medical current Class 2 medical is valid for 60 months if you are under 40 (24 months 40-49 and 12 months 50 and over) Class 1 medical is valid for 12 months Details are in JAR-FCL 3

PPL AIR LAW

GOT YOUR LICENCE – HOW DO YOU KEEP IT LEGAL? Medical is current but….

Do you need to tell the CAA? You must not exercise the privileges of your licence if you are aware of any decrease in your medical fitness which might render you unsafe You must tell the CAA (via your AME usually) if you: Are admitted into hospital for more than 12 hours Have surgery or an invasive procedure Are regularly using medication Are newly needing corrective lenses Any illness which means you are unfit to fly for more than 21 days It is confirmed that you are pregnant

PPL AIR LAW

GOT YOUR LICENCE – HOW DO YOU KEEP IT LEGAL? Option 1 Year 1 – do as much flying as you please but NONE of it will count towards revalidating your SEP rating Year 2 – 12 hours flight time of which 6 hours solo flight time, 12 take-offs and landings, a flight of 1 hour duration with a flight instructor. Option 2 No hour requirement – just do a Skill Test with an examiner in the second year. This is also what you will need to do if your SEP rating expires.

Remember to get your SEP revalidated in your licence!

PPL AIR LAW

LOGBOOKS! You also must ensure that your logbook has your name and address written in it You must total each page but ask an instructor how to do this – most people do it the wrong way! Each page should then be signed

You must surrender your logbook to the CAA if they request it. ALWAYS take a photocopy if you are going to send your logbook anywhere.

If you lose your logbook you will need to re-write it and get an affidavit from a solicitor confirming that it is correct. This can be expensive and time-consuming PPL AIR LAW

LOGBOOKS! You must fill in your logbook “at the earliest opportunity” after a flight has taken place

01.01.12

C152

GWACH

A. PILOT

0.7

P/UT

EGTB

EGTB

1000

1042

1 1

Ex 7(1), 8(1)

R/W 24R

Durations of flights in decimals (where 0.1 = 6 minutes. Much easier to add up at the bottom of the page!

PPL AIR LAW

LOGBOOKS! Pilot’s operating capacity: Pilot in Command (PIC) “The person who, for the time being, is in charge of piloting the aircraft without being under the direction of any other pilot in the aircraft” Pilot under Training (PuT) A pilot undergoing training flying with a suitably qualified flying instructor

Pilot in Command under Supervision (PICUS) Used by the CAA for denoting a test flight flown with an examiner which was successful and where the examiner took no part in the control of the aircraft

PPL AIR LAW

LOGBOOKS! Day or night? Night is considered to be:

30 minutes after sunset until 30 minutes before sunrise

Or

From the end of evening civil twilight until the beginning of morning civil twilight on the following day

And you thought it was just when it got dark! PPL AIR LAW

CLASS RATINGS

Single Engine Piston (Land)

Single Engine Piston (Sea) Touring Motor Glider

Multi Engine Piston (Land) Single Engine Turboprop (Land) Multi Engine Piston (Sea)

Single Engine Turboprop (Sea)

PPL AIR LAW

TYPE RATINGS Type ratings are required for: All multi-pilot aircraft All single-pilot multi-engine turboprop / turbojet aircraft All single-pilot single-engine turbojet aircraft Any other aircraft considered necessary Military, ex-military, experimental or vintage aircraft

PPL AIR LAW

INSTRUMENT RATINGS JAR-FCL states that a pilot must not operate under IFR unless they hold an instrument rating (or are a student flying with an instructor who holds an IR) The UK disagrees! In the UK on your PPL(A) you may fly under IFR outside controlled airspace as long as you are VMC

You may add an IMC rating to your licence which will allow IFR flight in IMC under certain conditions and in certain classes of airspace

This is all subject to change under EASA

PPL AIR LAW

LICENSING – STATE OF ISSUE Your training may be completed in more than one state Your licence will be issued by one member state who will then be the only state who can alter your licence / add ratings etc You can change your state of issue to another JAA state if that makes your life easier! This is most likely if you end up working for an airline from another state Eg. Ryanair = Irish Licence not UK PPL AIR LAW

PRACTICE QUESTION!

“What are the requirements for a PPL(A) holder to carry passengers?”

3 take-offs and landings in the preceding 90 days

PPL AIR LAW

Syllabus complete Any Questions?

PPL AIR LAW